148-399: [REDACTED] The Jackson Heights–Roosevelt Avenue/74th Street station is a New York City Subway station complex served by the IRT Flushing Line and the IND Queens Boulevard Line . Located at the triangle of 74th Street, Broadway, and Roosevelt Avenue in Jackson Heights, Queens , it is served by the 7 , E , and F trains at all times; the R train at all times except late nights;
296-527: A cross-platform interchange between local and express services. Some four-track lines with express service have two tracks each on two levels and use both island and side platforms. Since the majority of the system was built before 1990, the year the Americans with Disabilities Act (ADA) went into effect, many New York City Subway stations were not designed to be accessible to all. Since then, elevators have been built in newly constructed stations to comply with
444-543: A $ 11,2 million project, the MTA replaced two of the escalators connecting the IND and IRT mezzanines between July 2014 and early 2015. In late 2022, the MTA announced plans to replace three of the complex's elevators during 2023. The station complex consists of two separate stations, connected by escalators, stairs, and elevators. The main entrance, a station building bounded by Roosevelt Avenue, 75th Street, Broadway, and 74th Street, includes
592-448: A Vignelli-style interactive subway map, "The Weekender", an online map that provides information about any planned work, from late Friday night to early Monday morning. In October 2020, the MTA launched a digital version of the map showing real-time service patterns and service changes, designed by Work & Co . Several privately produced schematics are available online or in printed form, such as those by Hagstrom Map . Out of
740-619: A few stretches of track run at ground level; 40% of track is above ground. Many lines and stations have both express and local services. These lines have three or four tracks. Normally, the outer two are used by local trains, while the inner one or two are used by express trains. As of 2018 , the New York City Subway's budgetary burden for expenditures was $ 8.7 billion, supported by collection of fares, bridge tolls, and earmarked regional taxes and fees, as well as direct funding from state and local governments. Alfred Ely Beach built
888-764: A letter or a number and "lines" have names. Trains display their route designation. There are 28 train services in the subway system, including three short shuttles . Each route has a color and a local or express designation representing the Manhattan trunk line of the service. New York City residents seldom refer to services by color (e.g., "blue line" or "green line") but out-of-towners and tourists often do. The 1 , C , G , L , M , R , and W trains are fully local and make all stops. The 2 , 3 , 4 , 5 , A , B , D , E , F , N , and Q trains have portions of express and local service. J , Z , 6 , and 7 trains vary by direction, day, or time of day. The letter S
1036-530: A local track forces trains to run express. The station is between 69th Street to the west and 82nd Street–Jackson Heights to the east. The station has two fare control areas at 73rd Street and two at 74th. The 74th Street mezzanine has a wooden floor with windscreens on the stairs, a booth, and a crossunder, with stairs to both the new station building and to the northeast corner of 74th Street and Roosevelt Avenue. The 73rd Street mezzanine contains wooden stair walls, no windows, and no booth (the booth being in
1184-523: A mezzanine before they could access the underground Queens Boulevard Line platforms. The passageways were also narrow and convoluted, causing congestion during peak times. The MTA proposed hiring Vollmer Associates to design the station's renovation in late 1999, and the MTA announced in 2000 that it would demolish the Victor Moore Arcade as part of the renovation. All merchants had moved out by May 2000. Advocacy group Straphangers Campaign conducted
1332-645: A notable Broadway performer and Freeport resident, asked the New York City Board of Estimate for permission to build a $ 375,000 bus terminal in his name near the station. When the Board of Estimate approved the project that December, Moore invited board members to see his musical Louisiana Purchase at the Imperial Theatre . Moore acquired all remaining lots on the block in February 1941 and began construction on
1480-487: A poll the same year, in which riders ranked Jackson Heights–Roosevelt Avenue/74th Street station as the dirtiest among the city's 15 busiest stations. The MTA began restoring the bus terminal in early May 2001. The MTA approved a renovation of the station itself in September 2002; at the time, the project was slated to cost $ 87 million. Fox & Fowle and Vollmer Associates designed the project. The Flushing Line platforms and
1628-577: A process to expand the New York City Subway system's accessibility . As of February 2021 , funding had been committed to accessibility renovations at the Queensboro Plaza station. Accessibility improvements at Queensboro Plaza were approved in December 2021, and the MTA began preliminary work shortly afterward, with plans to complete the project in 2024. The work will include a new elevator from
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#17330850943911776-529: A public authority presided by New York City, was created in 1953 to take over subway, bus, and streetcar operations from the city, and placed under control of the state-level Metropolitan Transportation Authority in 1968. Organized in 1934 by transit workers of the BRT, IRT, and IND, the Transport Workers Union of America Local 100 remains the largest and most influential local of the labor unions. Since
1924-569: A set of stairs leads to the main station house, which also contains the station agent booth. The Flushing-bound platform's elevator leads from the Flushing-bound platform to the aboveground landing, then to the street level fare control, and finally to a landing between the street level and the belowground Queens Boulevard Line mezzanine. The full-time station agent booth, and two banks of turnstiles for fare control, are located in this station house at street level. Two escalators also lead directly from
2072-565: A single fare to enter the subway system and may transfer between trains at no extra cost until they exit via station turnstiles; the fare is a flat rate regardless of how far or how long the rider travels. Thus, riders must swipe their MetroCard or tap a contactless payment card or smartphone on an OMNY reader upon entering the subway system, but not a second time upon leaving. Queensboro Plaza station [REDACTED] The Queensboro Plaza station (originally named Queensboro Bridge Plaza station or simply Bridge Plaza station )
2220-482: A station, passengers may use station booths (formerly known as token booths) or vending machines to buy their fare, which is currently stored in a MetroCard or OMNY card. Each station has at least one booth, typically located at the busiest entrance. After swiping the card at a turnstile, customers enter the fare-controlled area of the station and continue to the platforms. Inside fare control are "Off-Hours Waiting Areas", which consist of benches and are identified by
2368-528: A total of 850 miles (1,370 km) including non-revenue trackage . Of the system's 28 routes or "services" (which usually share track or "lines" with other services), 25 pass through Manhattan, the exceptions being the G train, the Franklin Avenue Shuttle , and the Rockaway Park Shuttle . Large portions of the subway outside Manhattan are elevated, on embankments , or in open cuts , and
2516-492: A wager. The original two-story bus terminal and arcade, located at the triangle formed by Broadway, Roosevelt Avenue, and 75th Street, featured a shopping area. The terminal, designed in the Streamline Moderne or Art Deco style, featured bus-boarding slips at ground level and offices on the second story. The current terminal serve six bus routes. Lanes 1 through 3, which serve three of these bus routes, are located inside
2664-489: A yellow sign. A typical subway station has waiting platforms ranging from 480 to 600 feet (150 to 180 m) long. Some are longer. Platforms of former commuter rail stations—such as those on the IND Rockaway Line , are even longer. With the many different lines in the system, one platform often serves more than one service. Passengers need to look at the overhead signs to see which trains stop there and when, and at
2812-630: Is 65th Street for local trains, Queens Plaza for express E trains via the Queens Boulevard Line, and 21st Street–Queensbridge for express F trains via the 63rd Street lines . The next stop to the east (railroad north) is Elmhurst Avenue for local trains and Forest Hills–71st Avenue for express trains. The outer track walls have a midnight blue trim line with a black border and 2-by-10-tile white-on-black tile captions reading "ROOSEVELT" in Helvetica at regular intervals. These were installed in
2960-535: Is an elevated New York City Subway station at Queens Plaza (originally called Queensboro Bridge Plaza or simply Bridge Plaza) in the Long Island City neighborhood of Queens . It is near the east end of the Queensboro Bridge , with Queens Boulevard running east from the plaza. The station is served by the 7 and N trains at all times, the W train on weekdays, and the <7> train rush hours in
3108-484: Is an express station on the IND Queens Boulevard Line that has four tracks and two narrow island platforms . The E and F both stop here at all times; the R stops here except at night; and the M stops here only on weekdays during the day. The M and R always make local stops, while the E and F make express stops during the day and local stops during the night. The next stop to the west (railroad south)
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#17330850943913256-480: Is approximately 8 feet 9 inches (2.67 m) wide and 51 feet 4 inches (15.65 m) long, whereas B Division equipment is about 10 feet (3.05 m) wide and either 60 feet 6 inches (18.44 m) or 75 feet (22.86 m) long. The different lengths for the B Division fleet are necessary because 75-foot cars can not be used over the BMT Eastern Division . Cars purchased by
3404-417: Is expected to cost $ 74 million. In February 2022, developer Grubb Properties filed plans for a 26-story apartment tower at 25–01 Queens Plaza North. The project will include a third elevator, running between the north side of Queens Plaza and the mezzanine. The MTA began installing the elevators from the mezzanine to the south entrance, and from the mezzanine to the platforms, in early 2023. To accommodate
3552-406: Is no nightly system shutdown for maintenance, tracks and stations must be maintained while the system is operating. This work sometimes necessitates service changes during midday, overnight hours, and weekends. When parts of lines are temporarily shut down for construction purposes, the transit authority can substitute free shuttle buses (using MTA Regional Bus Operations bus fleet ) to replace
3700-427: Is smaller than the peak of the system. In addition to the demolition of former elevated lines, which collectively have resulted in the demolition of over a hundred stations, other closed stations and unused portions of existing stations remain in parts of the system. Many stations in the subway system have mezzanines . Mezzanines allow for passengers to enter from multiple locations at an intersection and proceed to
3848-547: Is used for three shuttle services: Franklin Avenue Shuttle , Rockaway Park Shuttle , and 42nd Street Shuttle . Though the subway system operates on a 24-hour basis , during late night hours some of the designated routes do not run, run as a shorter route (often referred to as the "shuttle train" version of its full-length counterpart) or run with a different stopping pattern. These are usually indicated by smaller, secondary route signage on station platforms. Because there
3996-567: The 142nd Street and Myrtle Avenue junctions, whose tracks intersect at the same level, as well as the same-direction pairs of tracks on the IRT Eastern Parkway Line at Rogers Junction . The 7,700 workers who built the original subway lines were mostly immigrants living in Manhattan. More recent projects use tunnel boring machines , which increase the cost. However, they minimize disruption at street level and avoid already existing utilities. Examples of such projects include
4144-600: The 472 stations , 470 are served 24 hours a day. Underground stations in the New York City Subway are typically accessed by staircases going down from street level. Many of these staircases are painted in a common shade of green, with slight or significant variations in design. Other stations have unique entrances reflective of their location or date of construction. Several station entrance stairs, for example, are built into adjacent buildings. Nearly all station entrances feature color-coded globe or square lamps signifying their status as an entrance. The current number of stations
4292-519: The 60th Street Tunnel , they went over the Queensboro Bridge to the elevated IRT Second Avenue Line . Double crossovers south (lower tracks) and north (upper tracks) of the platforms allowed trains from either side to switch to the other line after leaving the station. At the BMT half, the south track served subway trains to Manhattan and the BMT Broadway Line . By 1924, trains came from Manhattan on
4440-532: The 63rd Street Lines , opened in 1989. The new South Ferry station was built and connected to the existing Whitehall Street–South Ferry station in 2009. The one-stop 7 Subway Extension to the west side of Manhattan, consisting of the 34th Street–Hudson Yards station, was opened in 2015, and three stations on the Second Avenue Subway in the Upper East Side were opened as part of Phase 1 of
4588-469: The 7 . On October 17, 1949, the $ 1.375 million renovation of the station was completed which allowed the rerouting of trains between Manhattan and Queens. As part of the project, the Astoria Line platforms were shaved back to allow BMT service to operate through to 60th Street, and new connections were built between the 60th Street Tunnel approach and the west tracks at the east (former IRT) platforms, and
Jackson Heights–Roosevelt Avenue/74th Street station - Misplaced Pages Continue
4736-684: The Chicago "L" plans all stations to be accessible in the 2030s, the Toronto subway will be fully accessible by 2025, and Montreal Metro plans all stations to be accessible by 2038. Both the Boston and Chicago systems are as old or older than the New York City Subway, though all of these systems have fewer stations than the New York City Subway. Newer systems like the Washington Metro and Bay Area Rapid Transit have been fully accessible from their opening in
4884-644: The IND Eighth Avenue Line in Manhattan and 178th Street and Hillside Avenue in Jamaica, Queens, with a stop at Roosevelt Avenue. The line was first proposed in 1925. Construction of the line was approved by the New York City Board of Estimate on October 4, 1928. As planned, Roosevelt Avenue was to be one of the Queens Boulevard Line's five express stops, as well as one of 22 total stops on the line between Seventh Avenue in Manhattan and 178th Street in Queens. Although
5032-531: The IND Sixth Avenue Line was completed in 1940, the city went into great debt , and only 33 new stations have been added to the system since, nineteen of which were part of defunct railways that already existed. Five stations were on the abandoned New York, Westchester and Boston Railway , which was incorporated into the system in 1941 as the IRT Dyre Avenue Line . Fourteen more stations were on
5180-697: The IRT Broadway–Seventh Avenue Line , which ran directly underneath the World Trade Center . Sections of the tunnel, as well as the Cortlandt Street station, which was directly underneath the Twin Towers, were severely damaged. Rebuilding required the suspension of service on that line south of Chambers Street. Ten other nearby stations were closed for cleanup. By March 2002, seven of those stations had reopened. Except for Cortlandt Street,
5328-717: The IRT subway debuted in 1904, the typical tunnel construction method was cut-and-cover . The street was torn up to dig the tunnel below before being rebuilt from above. Traffic on the street above would be interrupted due to the digging up of the street. Temporary steel and wooden bridges carried surface traffic above the construction. Contractors in this type of construction faced many obstacles, both natural and human made. They had to deal with rock formations and groundwater, which required pumps. Twelve miles of sewers, as well as water and gas mains, electric conduits, and steam pipes had to be rerouted. Street railways had to be torn up to allow
5476-582: The M train weekdays during the day; and the <F> train during rush hours in the reverse peak direction. The complex consists of two stations: the elevated station at Broadway–74th Street, built for the Interborough Rapid Transit Company (IRT) and Brooklyn Rapid Transit Company (BRT), and the underground IND station at Jackson Heights–Roosevelt Avenue, built for the Independent Subway System (IND). The elevated station
5624-603: The R142 , R142A , R143 , R160 , R179 and R188 were placed into service. These cars are collectively known as New Technology Trains (NTTs) due to modern innovations such as LED and LCD route signs and information screens, as well as recorded train announcements and the ability to facilitate Communication-Based Train Control (CBTC) . As part of the 2017–2020 MTA Financial Plan, 600 subway cars will have electronic display signs installed to improve customer experience. Riders pay
5772-529: The Steinway Tunnel , an incomplete tunnel between the New York City boroughs of Manhattan and Queens . The Steinway Tunnel would be operated by the Interborough Rapid Transit Company (IRT). The Dual Contracts negotiations had been intricate and sometimes fractious. The IRT had initially been loath to let the BRT operate its Broadway Line through Midtown Manhattan , but relented when negotiators offered
5920-431: The Steinway Tunnel . When the majority of the line was built in the early 1910s, most of the route went through undeveloped land, and Roosevelt Avenue had not been constructed. Community leaders advocated for more Dual Contracts lines to be built in Queens to allow development there. The 74th Street station opened on April 21, 1917, as part of an extension of the line from Queensboro Plaza to 103rd Street–Corona Plaza . At
6068-609: The Victor A. Moore Bus Terminal . The new station building is one of the first green buildings in the MTA system, which is partially powered by solar panels on the roof of the station building and above the IRT platform. The solar panels were added following the success of a similar project at the Coney Island–Stillwell Avenue station . The building is made of recycled material such as concrete consisted of 15% fly ash and steel that
Jackson Heights–Roosevelt Avenue/74th Street station - Misplaced Pages Continue
6216-523: The boroughs of Manhattan , Brooklyn , Queens , and the Bronx . It is owned by the government of New York City and leased to the New York City Transit Authority , an affiliate agency of the state-run Metropolitan Transportation Authority (MTA). Opened on October 27, 1904, the New York City Subway is one of the world's oldest public transit systems, one of the most-used, and the one with
6364-423: The eleventh-busiest rapid transit rail system in the world. The subway carried 2,027,286,000 unlinked, non-unique riders in 2023. Daily ridership has been calculated since 1985; the record, over 6.2 million, was set on October 29, 2015. The system is also one of the world's longest. Overall, the system contains 248 miles (399 km) of routes, translating into 665 miles (1,070 km) of revenue track and
6512-626: The extension of the IRT Flushing Line and the IND Second Avenue Line . Since the opening of the original New York City Subway line in 1904, multiple official and planning agencies have proposed numerous extensions to the subway system. One of the more expansive proposals was the " IND Second System", part of a plan to construct new subway lines in addition to taking over existing subway lines and railroad rights-of-way. The most grandiose IND Second Subway plan, conceived in 1929,
6660-410: The 1970s. In November 2016, the New York City Subway had 6712 cars on the roster. A typical New York City Subway train consists of 8 to 11 cars, although shuttles can have as few as two, and the train can range from 150 to 600 feet (46 to 183 m) in length. The system maintains two separate fleets of cars, one for the A Division routes and another for the B Division routes. A Division equipment
6808-450: The 1980s, make the current fleet of subway cars graffiti-free, as well as order 1,775 new subway cars. By the early 1990s, conditions had improved significantly, although maintenance backlogs accumulated during those 20 years are still being fixed today. Entering the 21st century, progress continued despite several disasters. The September 11 attacks resulted in service disruptions on lines running through Lower Manhattan, particularly
6956-415: The 2020–2024 Capital Program. This would allow one of every two to four stations on every line to be accessible, so that all non-accessible stops would be a maximum of two stops from an accessible station. In 2022, the MTA agreed in a settlement to make 95 percent of subway and Staten Island Railway stations accessible by 2055. By comparison, all but one of Boston's MBTA subway stations are accessible,
7104-467: The 63rd Street subway project. The project would have also included a new bus terminal, access to a parking garage, and a pedestrian mall on the north side of Northern Boulevard. The proposal was intended to attract business to the Queens Plaza area. Ultimately, the 63rd Street Line was constructed only as far as 21st Street–Queensbridge with no connections to the stations at Queens Plaza. In 1981,
7252-402: The 7 route until 1962, when they were extended to ten cars. With the opening of the 1964 New York World's Fair , trains were lengthened to eleven cars. On May 2, 1970, an out-of-service GG train collided with another GG train in revenue service on the Queens Boulevard Line. The revenue-service train was switching from the southbound express track to the local track (it had been rerouted around
7400-521: The ADA. (Most grade-level stations required little modification to meet ADA standards.) Many accessible stations have AutoGate access. In addition, the MTA identified "key stations", high-traffic and/or geographically important stations, which must conform to the ADA when they are extensively renovated. Under plans from the MTA in 2016, the number of ADA accessible stations would go up to 144 by 2020. As of May 2024 , there were 145 ADA-accessible stations. Over
7548-571: The BMT's Astoria Shuttle was replaced with service from the 2 Fourth Avenue Line (later the RR train, then the R train), operating from Astoria–Ditmars Boulevard to Bay Ridge–95th Street in Brooklyn; additional service was provided part-time by the 1 train (Brighton Express) and later the QT and QB trains (Brighton Local) and the T (West End Express). the New York City Board of Transportation announced that platforms on
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#17330850943917696-443: The BRT all of the proposed lines in the planned dual system. In Queens, which heretofore had no subway service, two lines had been proposed, both extending from an interchange station (later Queensboro Plaza) in Long Island City . The shorter Astoria Line would run to Astoria in northwestern Queens, while the longer Flushing Line would be built initially to Corona , and eventually to Flushing , in north-central Queens. As part of
7844-469: The BRT took the two northernmost tracks, while the IRT took the two southernmost tracks. The lower level was for trains to Manhattan, while the upper level was for trains to Astoria or Corona (and later Flushing). By September 1915, the station was nearly 75 percent complete. The southern half of the station opened on November 16, 1916, followed by the northern half of the station on February 1, 1917. In general, BRT trains were wider and longer than those on
7992-585: The Basement. There is another elevator from the Forest Hills- and Jamaica-bound platform to the mezzanine. There are also some stores and an ATM lining the mezzanine within fare control. In total, the station has 8,600 square feet (800 m) of storefront space. The 2004 artwork in the station house is called Passage by Tom Patti, and was designed in conjunction with FX+FOWLE Architects. The artwork consisted of trapezoid -shaped laminated glass panels located on
8140-485: The Broadway station. By 1938, the station recorded over five million annual entries. The construction of the new Roosevelt Avenue complex led to increased demand for housing in the area. It also inspired plans for an unbuilt shopping mall nearby, and real-estate investors speculated that sales and rentals of real estate on Roosevelt Avenue would increase significantly. However, no large commercial developments were built around
8288-545: The Bronx . Queens did not receive many new IRT and BRT lines compared to Brooklyn and the Bronx, since the city's Public Service Commission (PSC) wanted to alleviate subway crowding in the other two boroughs first before building in Queens, which was relatively undeveloped. The IRT Flushing Line was to be one of two Dual Contracts lines in the borough, along with the Astoria Line ; it would connect Flushing and Long Island City , two of Queens's oldest settlements, to Manhattan via
8436-540: The City of New York since the inception of the IND and the other divisions beginning in 1948 are identified by the letter "R" followed by a number; e.g.: R32 . This number is the contract number under which the cars were purchased. Cars with nearby contract numbers (e.g.: R1 through R9 , or R26 through R29 , or R143 through R179 ) may be relatively identical, despite being purchased under different contracts and possibly built by different manufacturers. From 1999 to 2019,
8584-557: The Dual Contracts, the IRT was given ownership of both lines, but the BRT was given trackage rights over the routes, allowing both companies to share revenue from their Queens operations. The Snare & Triest Construction Company was hired to construct the station for $ 884,859. The firm employed an average of 114 workers for each day. The Queensboro Plaza station was built as an eight-track station, with four tracks across each of two levels. Each company took two tracks on each level;
8732-565: The Flushing Line landing to the Queens Boulevard Line mezzanine. From the mezzanine, various stairs lead down to each of the Queens Boulevard Line platforms, and an elevator from the belowground landing leads to the mezzanine and the Manhattan-bound platform. At the edges of the Flushing Line landing, stairs go towards a room where in the right, a narrow stairwell (originally an escalator passageway, but currently under construction) goes towards
8880-403: The Flushing Line station at Broadway was implemented. One real-estate expert wrote that the station was "the only place in Queens where the interchange between the elevated and the subway system can be made at a common point". Initially, the line was served only by E trains, which ran local. In its first year, the IND station collected nearly two million fares, more than the IRT and BMT collected at
9028-455: The Flushing Line would be lengthened to 11 IRT car lengths. With the exception of the Queensboro Plaza station, which was already 600 feet (180 m) long, the platforms were only able to fit nine 51-foot-long IRT cars beforehand. The platforms at the other Flushing Line stations were extended in 1955–1956 to accommodate 11-car trains. However, nine-car trains continued to run on the 7 route until 1962, when they were extended to ten cars. With
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#17330850943919176-401: The IND entrance at street level). The canopy at the west end is different, having been added later than the original canopy. Both canopies originally measured only 300 feet (91 m) long, but they were extended to cover the entire length of the platforms in the mid-2000s. The Jackson Heights–Roosevelt Avenue station (signed as Roosevelt Avenue–Jackson Heights on overhead signs)
9324-407: The IND mezzanine and either of the IND platforms; two escalators between the IND and IRT mezzanines; and one escalator between the IRT mezzanine and either of the IRT platforms. In 1956, the New York City Transit Authority announced that it would open a request for proposal for additional escalators between the IRT and IND stations. At the time, the station had six exits, but only one token booth in
9472-457: The IND mezzanine, which led to severe congestion during rush hours. After the end of BMT/IRT dual service, the New York City Board of Transportation announced that the Flushing Line platforms would be lengthened to 11 IRT car lengths; the platforms were only able to fit nine 51-foot-long IRT cars beforehand. The platforms at the 74th Street station were extended in 1955–1956 to accommodate 11-car trains. However, nine-car trains continued to run on
9620-501: The IND station opened, Bickford's leased a store within a two-story building that housed one of the subway's entrances. The Roosevelt Avenue station opened on August 19, 1933, as the terminus of the first section of the line, which stretched from the connection to the Eighth Avenue Line at 50th Street . Three thousand people converged at the station's 73rd and 74th Street exits, hoping to be the first to ride. A transfer to and from
9768-443: The IRT and BMT until 1949. BMT trains on the Flushing Line were designated 9, while IRT services on that line were designated 7 on maps only. BMT and IRT trains on the Astoria Line were both designated 8. The IRT routes were given numbered designations in 1948 with the introduction of "R-type" rolling stock , which contained rollsigns with numbered designations for each service. The route from Times Square to Flushing became known as
9916-428: The IRT's operations on June 12, 1940. The IRT routes were given numbered designations in 1948 with the introduction of "R-type" rolling stock , which contained rollsigns with numbered designations for each service. The route from Times Square to Flushing became known as the 7 . The Queens Boulevard Line was one of the first built by the city-owned Independent Subway System (IND), and was planned to stretch between
10064-620: The IRT, and the Queens lines were built so that they could only fit the narrower IRT trains. The IRT had direct service into Manhattan via the Steinway Tunnel, as well as via the Queensboro Bridge to the Second Avenue elevated line . However, BRT trains from the 60th Street Tunnel and the Broadway Line in Manhattan could not run north or east of Queensboro Plaza, as they were wider. Consequently, BRT trains from Manhattan had to terminate on
10212-486: The MTA did not give them enough information about closures due to the ongoing renovation. The new station building was completed in 2005 to a design by Stantec . The Jackson Heights bus terminal opened on July 13, 2005. In 2011, as part of a pilot program, the MTA installed an online interactive touchscreen kiosk called the "On The Go! Travel Station" at the Roosevelt Avenue/74th Street station. As part of
10360-411: The MTA listed the station among the 69 most deteriorated stations in the subway system. A renovation of the Queensboro Plaza station were funded as part of the MTA's 1980–1984 capital plan. The station was repainted in 1986. In addition, as part of an initiative called Creative Station, colorful nylon banners were installed on the viaducts next to the station for $ 15,000. The R train's northern terminal
10508-542: The New York City Subway system, free transfers between the BMT/IRT and IND stations commenced on July 1, 1948; initially, passengers were issued paper tickets. On October 17, 1949, the joint BMT/IRT operation of the Flushing Line ended, and the line became the responsibility of the IRT. In August 1951, the New York City Board of Transportation approved the installation of six escalators at the Roosevelt Avenue/74th Street station. The $ 965,000 contract called for one escalator between
10656-511: The Q32, which is operated by New York City Bus . To accommodate compressed natural gas buses, the rebuilt terminal has a higher roof than the original arcade. New York City Subway July 3, 1868 ; 156 years ago ( 1868-07-03 ) (first elevated, rapid transit operation) [REDACTED] The New York City Subway is a rapid transit system in New York City serving
10804-456: The Queens Boulevard Line platforms during the late 1980s. Triboro Coach leased the Victor Moore Arcade from Arnold Gumowitz for $ 1 a year until 1997. The Metropolitan Transportation Authority (MTA) acquired the Victor Moore Arcade in March 1999, paying Gumowitz $ 9.5 million. Later that year, the MTA began buying out 25 merchants' leases within the arcade in preparation for a $ 90 million renovation of
10952-563: The Queens Boulevard Line west of 71st Avenue , stopping at the Roosevelt Avenue station. As part of the never-completed IND Second System , announced in 1929, the Winfield Spur line would have diverged from the Queens Boulevard Line just east of the Roosevelt Avenue station. A second station was built for this line above the Queens Boulevard Line platforms; the Winfield Spur station was finished but never opened. In 1940, Victor Moore ,
11100-538: The Victor A. Moore Bus Terminal, next to the station's main entrance at Broadway and Roosevelt Avenue. In 2023, it was the busiest subway station in Queens and the 9th busiest subway station in the system. The 1913 Dual Contracts called for the Interborough Rapid Transit Company (IRT) and Brooklyn Rapid Transit Company (BRT; later Brooklyn–Manhattan Transit Corporation , or BMT) to build new lines in Brooklyn , Queens , and
11248-595: The abandoned LIRR Rockaway Beach Branch (now the IND Rockaway Line ), which opened in 1955. Two stations ( 57th Street and Grand Street ) were part of the Chrystie Street Connection , and opened in 1968; the Harlem–148th Street terminal opened that same year in an unrelated project. Six were built as part of a 1968 plan : three on the Archer Avenue Lines , opened in 1988, and three on
11396-526: The arriving train to identify it. There are several common platform configurations. On a double track line, a station may have one center island platform used for trains in both directions, or two side platforms , one for each direction. For lines with three or four tracks with express service, local stops will have side platforms and the middle one or two tracks will not stop at the station. On these lines, express stations typically have two island platforms, one for each direction. Each island platform provides
11544-430: The below-ground fare control points. Exits from the underground mezzanine lead to the station building; the northeast corner of 73rd Street, 37th Road, and Broadway; the southwest corner of Broadway and 74th Street; and both eastern corners of Broadway and 75th Street. The only direct exit from the Flushing Line platforms is from the 74th Street mezzanine, which leads to the station building, with an additional side exit to
11692-457: The bus terminal were completely rebuilt, and the canopies above the Flushing Line platforms were extended to cover the whole platform. The Queens Boulevard Line platforms were refurbished by construction firm Skanska at a total cost of $ 132 million. The renovation also involved adding 8,600 square feet (800 m) of retail space, expanding the upper mezzanine on either side of 74th Street, and installing elevators. Local merchants complained that
11840-410: The complexity of the system (Manhattan being the smallest borough, but having the most services), but they do show major city streets as an aid to navigation. The newest edition took effect on June 27, 2010, and makes Manhattan bigger and Staten Island smaller, with minor tweaks happening to the map when more permanent changes occur. Earlier diagrams of the subway, the first being produced in 1958, had
11988-476: The construction damaged their stores and drove away customers. As part of the renovation, the MTA had removed the complex's payphones in April 2005, prompting state senator John Sabini to request that the phones be restored. The MTA agreed to restore the phones that August after Sabini said a woman had died at the station because the lack of phones made it hard to contact paramedics. Local residents also complained that
12136-425: The correct platform without having to cross the street before entering. Inside mezzanines are fare control areas, where passengers physically pay their fare to enter the subway system. In many older stations, the fare control area is at platform level with no mezzanine crossovers. Many elevated stations also have platform-level fare control with no common station house between directions of service. Upon entering
12284-493: The corresponding switches for the eastbound tracks are east of the station. On both sides, there are also switches between both express tracks. Along the ramp leading to the southeastern fare control, there is an unused and uncompleted Roosevelt Avenue terminal station for the IND Second System directly above the Manhattan-bound platform. This terminal has an island platform with a trackway on each side. There are no rails in
12432-482: The demolished platforms. One set of crossovers between the BMT and IRT lines remains on the upper level; this is the Flushing Line's only track connection to the rest of the system. During the first half of the 1970s, annual ridership at the station dropped 17 percent to 2.344 million by 1975. The subway system's operator, the Metropolitan Transportation Authority (MTA), allocated funding for
12580-418: The east; the blue tiles used at the Roosevelt Avenue station were also used at all local stations between Roosevelt Avenue and 71st Avenue. The platforms' I-beam columns are painted blue, but some columns are encased in concrete and covered with white tiles. The fare control is in the center of the full-length mezzanine above the platforms and tracks, with unmanned High Entry-Exit Turnstile (HEET) entrances at
12728-519: The excavation for the existing line. East of this station, next to the southbound track, the bellmouth with the ramp ascending to the upper level once had a layup track on it. On the Roosevelt Avenue interlocking machine in the station tower, there are spare levers for the necessary signals and switches. On the southbound local track, there is a homeball signal , "D1-1415", which has the lower portion lenses covered over and now functions as an automatic signal. The interlocking machine still shows evidence of
12876-495: The first demonstration for an underground transit system in New York City in 1869 and opened it in February 1870. His Beach Pneumatic Transit only extended 312 feet (95 m) under Broadway in Lower Manhattan operating from Warren Street to Murray Street and exhibited his idea for an atmospheric railway as a subway. The tunnel was never extended for political and financial reasons. Today, no part of this line remains as
13024-482: The five-cent fare of the time, or 10¢ ($ 3 in 2023 dollars ). In 1940, the city bought the two private systems. Some elevated lines ceased service immediately while others closed soon after. Integration was slow, but several connections were built between the IND and BMT. These now operate as one division, called the B Division . Since the former IRT tunnels are narrower, have sharper curves, and shorter station platforms, they cannot accommodate B Division cars, and
13172-400: The former IRT remains its own division, the A Division . Many passenger transfers between stations of all three former companies have been created, allowing the entire network to be treated as a single unit. During the late 1940s, the system recorded high ridership, and on December 23, 1946, the system-wide record of 8,872,249 fares was set. The New York City Transit Authority (NYCTA),
13320-544: The hurricane included the restoration of the new South Ferry station from 2012 to 2017; the full closure of the Montague Street Tunnel from 2013 to 2014; and the partial 14th Street Tunnel shutdown from 2019 to 2020. Annual ridership on the New York City Subway system, which totaled nearly 1.7 billion in 2019, declined dramatically during the COVID-19 pandemic and did not surpass one billion again until 2022. When
13468-411: The inner track to bypass the station. The IND Queens Boulevard Line station has two island platforms and four tracks. A third platform above the Queens Boulevard Line platforms was completed as part of the IND Second System but never opened. The station complex contains elevators, which make it compliant with the Americans with Disabilities Act of 1990 . There is also an at-grade bus terminal, known as
13616-482: The installation of reversible escalators in 1975 as part of the MTA's six-year capital plan. The New York City Department of City Planning proposed renovating the Queensboro Plaza station in 1979 as part of a $ 170 million project. The station would have been connected to the Queens Plaza station of the IND Queens Boulevard Line , as well as the proposed Northern Boulevard station on the 63rd Street Line , as part of
13764-463: The line at the beginning of 2017. Many rapid transit systems run relatively static routings, so that a train "line" is more or less synonymous with a train "route". In New York City, routings change often, for various reasons. Within the nomenclature of the subway , the "line" describes the physical railroad track or series of tracks that a train "route" uses on its way from one terminal to another. "Routes" (also called "services") are distinguished by
13912-491: The line ran along Queens Boulevard for much of its route, the segment in western Queens was diverted northward to serve Jackson Heights. The line was constructed using the cut-and-cover tunneling method. Temporary bridges were built over the trenches to allow pedestrians to cross, and Roosevelt Avenue was partially closed. Construction of the line between Manhattan and Jackson Heights was split into four phases; by late 1931, these phases were between 90% and 99% complete. Before
14060-403: The lines and leased them to the companies. The first line of the city-owned and operated Independent Subway System (IND) opened in 1932. This system was intended to compete with the private systems and allow some of the elevated railways to be torn down but stayed within the core of the city due to its small startup capital. This required it to be run 'at cost', necessitating fares up to double
14208-469: The location of a renowned gyro stall, and again incorrectly depicted as an underground station, on an IRT Lexington Avenue Line 6 train. The station is also incorrectly depicted as an underground station in an episode of Brooklyn Nine-Nine . The station and nearby MetLife Plaza were a regular CG composite as location shots between scenes in ABC series Ugly Betty . The station also appears briefly in
14356-510: The lower level (and formerly connected to the now torn-down BMT platforms to the west). From the mezzanine, there is a concrete footbridge across Queens Plaza North to the second floor of a building. There is also an overpass leading to Queens Plaza South. Queensboro Plaza is featured in a defining moment in the film Beneath the Planet of the Apes . The protagonist astronaut ("Brent") unknowingly enters
14504-406: The lower level tracks can be seen. The never-used upper level platform is around 500 feet (150 m), only long enough for eight 60-foot (18 m) cars rather than the IND maximum of 10. The platform itself has been converted to offices and storage. There is a trackway just east of Roosevelt Avenue that diverges away from the Manhattan-bound local track. The trackway ramps up to the same level as
14652-461: The lower level. BMT trains use the northern tracks on each level and IRT trains use the southern tracks. A double crossover remains on the upper level. This connection is used for non-revenue moves, specifically to transfer subway cars to the Coney Island Shops for repairs, or to move rolling stock to or from the Flushing Line. The station's only exits are through a mezzanine located below
14800-636: The modern-day New York City Subway system were already in service by then. The oldest structure still in use opened in 1885 as part of the BMT Lexington Avenue Line in Brooklyn and is now part of the BMT Jamaica Line . The oldest right-of-way, which is part of the BMT West End Line near Coney Island Creek , was in use in 1864 as a steam railroad called the Brooklyn, Bath and Coney Island Rail Road . The first underground line of
14948-518: The most stations, with 472 stations in operation (423, if stations connected by transfers are counted as single stations). The system has operated 24/7 service every day of the year throughout most of its history, barring emergencies and disasters. By annual ridership, the New York City Subway is the busiest rapid transit system in both the Western Hemisphere and the Western world , as well as
15096-538: The new elevator, the southbound platform was closed for two weeks and partially rebuilt in August 2023. This two-level station has two island platforms (one on each level) and four tracks. It stands over the south ( railroad east ) side of the roadway, but formerly spanned the whole plaza. Trains running into Queens stop on the upper level and Manhattan-bound trains below. On both levels, the BMT Astoria Line (which to
15244-541: The northeast corner of Roosevelt Avenue and 74th Street. The 74th Street–Broadway station (originally Broadway station ) on the IRT Flushing Line is a local station that has three tracks and two side platforms . The center track is used by the rush hour peak direction <7> express service, but trains do not stop here, although there are track switches at either side to let express trains stop there in case of emergency or to allow transfers when work on
15392-453: The northern side of the station, where cross-platform interchanges were available to narrower BRT shuttle trains that could run in Queens. The city government took over the BMT's operations on June 1, 1940, and the IRT's operations on June 12, 1940. Second Avenue elevated service ceased on June 13, 1942. The service on the Flushing and Astoria lines east of Queensboro Plaza was shared by
15540-604: The now-nonexistent interlocking where the Winfield spur was to have turned off from the D1 track and the D2 track. The Victor A. Moore Bus Terminal , which replaces the earlier building known as the Victor Moore Arcade , is located within the station building at Broadway and 74th Street. It is named after actor Victor Moore , who had funded the construction of the original arcade after winning
15688-407: The opening of the 1964 New York World's Fair , trains were lengthened to eleven cars. In 1960, the city's Department of Traffic proposed demolishing the abandoned northern half of the Queensboro Plaza station to improve traffic flow. The abandoned structure was demolished in 1964. As part of the project, an overpass was constructed from the station towards Queens Plaza North, spanning the site of
15836-439: The original configuration, the station had eight tracks: four on each level. The station was 840 ft (260 m) long in total. Originally, the IRT used both sides of the current platforms, and the BMT used now-demolished platforms north of the current platforms, also double-decked. The south side of the IRT platforms was used by the Flushing Line, as today. The north side was used by Astoria trains, but instead of going through
15984-560: The out-of-service train). Two people died and 71 were injured in the worst subway collision since the 1928 Times Square derailment . Following the 1970 accident, New York Magazine highlighted the state of the subway system in a lengthy exposé , in which it concluded that the subway's condition was getting worse compared to previous years. The station remained a transfer hub for passengers traveling to LaGuardia Airport, which had no direct subway service. To speed up passenger flow, dozens of platform conductors were assigned to direct crowds on
16132-580: The peak direction. Queensboro Plaza was originally built in 1916–1917 as part of the Dual Contracts between New York City and the Brooklyn Rapid Transit Company (BRT) and the Interborough Rapid Transit Company (IRT). The station initially had eight tracks to allow BMT and IRT passengers to transfer between the Astoria , Flushing , and Second Avenue elevated lines. The northern section of
16280-404: The perception of being more geographically inaccurate than the diagrams today. The design of the subway map by Massimo Vignelli , published by the MTA between 1972 and 1979, has become a modern classic but the MTA deemed the map flawed due to its placement of geographical elements. A late night-only version of the map was introduced on January 30, 2012. On September 16, 2011, the MTA introduced
16428-406: The renovation, and replace the original Cerulean blue trim line and 1-tile-high captions in the original IND font. The original tile band was part of a color-coded tile system used throughout the IND. The tile colors were designed to facilitate navigation for travelers going away from Lower Manhattan . As such, a different tile color is used at Forest Hills–71st Avenue , the next express station to
16576-447: The rest reopened in September 2002, along with service south of Chambers Street. Cortlandt Street reopened in September 2018. In October 2012, Hurricane Sandy flooded several underwater tunnels and other facilities near New York Harbor , as well as trackage over Jamaica Bay . The immediate damage was fixed within six months, but long-term resiliency and rehabilitation projects continued for several years. The recovery projects after
16724-468: The routes proposed over the decades have never seen construction, discussion remains strong to develop some of these lines, to alleviate existing subway capacity constraints and overcrowding, the most notable being the proposals for the Second Avenue Subway . Plans for new lines date back to the early 1910s, and expansion plans have been proposed during many years of the system's existence. After
16872-403: The routes that would normally run on these lines. The Transit Authority announces planned service changes through its website, via placards that are posted on station and interior subway-car walls, and through its Twitter page. Current official transit maps of the New York City Subway are based on a 1979 design by Michael Hertz Associates . The maps are not geographically accurate due to
17020-563: The ruins of an underground station; upon seeing the words "Queensboro Plaza" in tiles, and finding an advertisement for the New York Summer Festival, he realizes that he is indeed on Earth and not another planet, and that New York City has been destroyed in a nuclear war . In reality, Queensboro Plaza is an elevated station and has no tilework. The station is also featured in the Seinfeld episode entitled " The Cigar Store Indian ", as
17168-407: The south joins with the 60th Street Tunnel Connection and heads through the 60th Street Tunnel to the BMT Broadway Line ) uses the north track and the IRT Flushing Line uses the south track. In 2014, the station was renovated by NYCTA employees (as opposed to an outside contractor). A computer assisted tower was installed on the south end, as part of the IRT Flushing Line automation . In
17316-508: The south side of Queens Plaza to the mezzanine and a second elevator from the mezzanine to the platforms. In addition, the overpass to the northern exit will be widened, and the mezzanine will be extended 50 feet (15 m) east. The elevator from the platform will lead to the mezzanine extension. The project will also install new platform edges with ADA boarding areas, an ADA ramp at mezzanine level, additional digital information screens, and new CCTV and public address systems. The entire project
17464-413: The southeast end of the mezzanine, and a exit with turnstiles and a booth at the northeast end. There is also a HEET entrance in the center of the mezzanine. The mezzanine has several storefronts, though most of them were unused by the early 2020s. As of 2024, one storefront included a cultural center operated by the group Los Herederos. West of the station, there are switches between both westbound tracks;
17612-418: The station complex. The MTA planned to install four elevators, rebuild staircases, and erect the station's main entrance on the arcade's site. At the time, the station was the second-busiest in Queens, but the bus terminal was too short to fit CNG -powered buses. The arcade's layout was also inconvenient; bus passengers had to walk outside or through a bakery to access the subway, and passengers had to ascend to
17760-414: The station in the years after the IND station opened. The station was the Queens Boulevard Line's terminus from 1933 until an extension east to Union Turnpike opened on December 31, 1936. The E began making express stops on the line in 1937, and local GG trains began serving the Roosevelt Avenue station at the time. With the opening of the IND Sixth Avenue Line in 1940, F trains began running express along
17908-513: The station is near the Queens Plaza underground subway station, which serves the IND Queens Boulevard Line , the two stations are separate and do not offer free transfers. West of the station, the Astoria Line descends into the 60th Street Tunnel under the East River into Manhattan , while the Flushing Line turns south before descending into the Steinway Tunnel past Court Square . The New York Public Service Commission adopted plans for what
18056-402: The station just at the location where the three upstairs trackways are crossing over. This bellmouth also curves towards the south and similarly ends on a concrete wall shortly after the start of the bellmouth. At the end of the unused tunnel there is an emergency exit that opens out to the south side of Broadway across the street from Elmhurst Hospital Center . The four-track subway running south
18204-547: The station was closed in the late 1940s and demolished in 1964. Queensboro Plaza now contains only four tracks: two each for the IRT Flushing Line ( 7 and <7> trains) and the BMT Astoria Line ( N and W trains). Today, Queensboro Plaza is the only station in the entire system to provide cross-platform transfers between "A" Division ( 7 and <7> ) and "B" Division ( N and W ) trains. While
18352-727: The subway opened on October 27, 1904, almost 36 years after the opening of the first elevated line in New York City (which became the IRT Ninth Avenue Line ). The 9.1-mile (14.6 km) subway line, then called the "Manhattan Main Line", ran from City Hall station northward under Lafayette Street (then named Elm Street) and Park Avenue (then named Fourth Avenue) before turning westward at 42nd Street . It then curved northward again at Times Square , continuing under Broadway before terminating at 145th Street station in Harlem . Its operation
18500-508: The subway system runs on surface or elevated tracks, including steel or cast-iron elevated structures , concrete viaducts , embankments , open cuts and surface routes. As of 2019 , there are 168 miles (270 km) of elevated tracks. All of these construction methods are completely grade-separated from road and pedestrian crossings, and most crossings of two subway tracks are grade-separated with flying junctions . The sole exceptions of at-grade junctions of two lines in regular service are
18648-400: The terminal that June, obtaining a $ 250,000 mortgage for the project. Nine businesses signed lease for the terminal in September, and the Victor Moore Arcade officially opened on December 11, 1941. It served as a hub for the operations of Triboro Coach , allowing subway passengers to transfer to and from buses for distant neighborhoods and for LaGuardia Airport , As part of the unification of
18796-617: The terminal. Lanes 2 and 3, which serve the Q49 and northbound Q70 SBS buses respectively, can accommodate one bus each, while Lane 1, which serves the Q33 , can accommodate two buses. The Q32 , Q47 , and southbound Q70 SBS buses stop on Roosevelt Avenue, while the Q53 SBS and southbound Q47 stop on Broadway. All buses from the terminal are operated by MTA Bus , successors to the Triboro Coach routes, except
18944-420: The time, the station was known as Broadway . The IRT agreed to operate the line under the condition that any loss of profits would be repaid by the city. The opening of the line helped spur the development of Jackson Heights, Queens , which previously had been farmland. In 1923, the BMT started operating shuttle services along the Flushing Line, which terminated at Queensboro Plaza . The city government took over
19092-421: The trackbeds, but tiles depicting the station name on the tile walls are present. The signs hanging over the platform, however, are blank. East of the station lies a long, dark section of a 3-block-long tunnel with provisions for a crossover and a ramp down to the Manhattan-bound local track of the active mainline below. The unused tunnel has about 750 feet (230 m) of trackway. Along these trackways, trains from
19240-407: The tunnel was completely within the limits of the present-day City Hall station under Broadway. The Great Blizzard of 1888 helped demonstrate the benefits of an underground transportation system. A plan for the construction of the subway was approved in 1894, and construction began in 1900. Even though the underground portions of the subway had yet to be built, several above-ground segments of
19388-445: The two companies. This arrangement had to end when the IRT lengthened trains. The two companies worked out an agreement in which the revenue collected on those stations was shared. After 1949, the track layout around the station was greatly simplified. Only the original southern side of the Queensboro Plaza station remains in service, with two tracks on each level. Queens-bound trains use the upper level, while Manhattan-bound trains use
19536-495: The two trackways coming from the never-used Roosevelt Avenue Terminal, making three trackways on the upper level. The ramp flies over the mainline tracks along with the two other trackways. Between 78th and 79th Streets, the three trackways on upper level curve towards the south and ending at the wall at the edge of constructed subway. There is a diverging bellmouth next to the Jamaica-bound local track several hundred feet north of
19684-535: The union's founding, there have been three union strikes over contract disputes with the MTA: 12 days in 1966 , 11 days in 1980 , and three days in 2005 . By the 1970s and 1980s, the New York City Subway was at an all-time low. Ridership had dropped to 1910s levels, and graffiti and crime were rampant. Maintenance was poor, and delays and track problems were common. Still, the NYCTA managed to open six new subway stations in
19832-476: The upper level, continued north to a merge with the lower level, and then returned via the lower level. Before that, trains reversed direction using a double crossover south of the platforms. Since the platforms were IRT-size, the BMT used its own elevated cars to provide service on the lines, with a required transfer at Queensboro Plaza. Shuttles from Astoria came in on the west side lower track and then reversed direction to head to Flushing; Flushing trains came in on
19980-442: The upper part of the building's eastern facade. The glass panels break up light into different colors, depending on the vantage point. At 73rd Street and Broadway, on the north side of Roosevelt Avenue, a set of stairs from each of the IRT Flushing Line platforms lead down to a landing below the elevated structure. There is a connection to the Queens Boulevard Line mezzanine via three long, narrow escalators, where there are exits from
20128-451: The upper track and reversed direction towards Astoria. During the early period of dual service on the Astoria and Flushing portions, IRT and BMT trains had their own stopping marks on the platforms and the sections of the platforms were separated. Passengers had separate entrances to the platforms depending on which service they wanted. This set-up prevented free transfers between the trains of
20276-410: The west (former BMT) platforms were closed. Once the project was completed, the IRT started using the Flushing Line only and the BMT started using the Astoria Line only. With the station's renovation, it became easier for passengers to transfer between the IRT and BMT lines. Instead of having to climb between the upper and lower level platforms, passengers were able to use cross-platform transfers. There
20424-717: The work. The foundations of tall buildings often ran near the subway construction, and in some cases needed underpinning to ensure stability. This method worked well for digging soft dirt and gravel near the street surface. Tunnelling shields were required for deeper sections, such as the Harlem and East River tunnels, which used cast-iron tubes. Rock or concrete-lined tunnels were used on segments from 33rd to 42nd streets under Park Avenue ; 116th to 120th Streets under Broadway ; 145th to Dyckman Streets (Fort George) under Broadway and St. Nicholas Avenue ; and 96th Street and Broadway to Central Park North and Lenox Avenue . About 40% of
20572-538: The years, the MTA has been involved in a number of lawsuits over the lack of accessibility in its stations. The Eastern Paralyzed Veterans Association filed what may have been the first of these suits in 1979, based on state law. The lawsuits have relied on a number of different legal bases, but most have centered around the MTA's failure to include accessibility as a part of its plans for remodeling various stations. As of January 2022 , ADA-accessibility projects are expected to be started or completed at 51 stations as part of
20720-448: Was prefabricated ; in addition, the builders recycled 86% of the waste materials. The station building also contains some retail space at the corner of 75th Street and Broadway, and also leases a few other spaces between the fare control area and the bus terminal. Four elevators make the entire station complex ADA-accessible. Two stairs and an elevator from each of the Flushing Line platforms, lead down to an above-ground landing, whereupon
20868-472: Was a crossover just west of the station which allowed the Astoria trains to access the Steinway tunnels. This was removed directly after the joint operation ceased in 1949. Much of the mezzanine was rebuilt as part of the project, including the pedestrian bridges leading to either side of Queens Plaza. On the north side of the lower level, a new window wall was constructed. After the end of BMT/IRT dual service,
21016-668: Was a plan for a line along the Long Island Rail Road right-of-way to Garfield Avenue and 65th Place. The line, called the Winfield Spur , would have turned along 65th Place to Fresh Pond Road and then along Fresh Pond Road to Cypress Hills Street. The line would have merged with the Myrtle–Central Avenues Line to the Rockaways proposed in 1929. All four trackways end at a concrete wall where they begin to diverge from
21164-527: Was awarded in May 1994. Work on the renovation began in early 1998, at which point the project was expected to last four years. The W train started serving the Astoria Line, including the Queensboro Plaza station, in 2001. The W was discontinued in June 2010 and replaced with the Q until November 2016, when the W was restored. In 2018, it was announced that the Queensboro Plaza station may receive elevators as part of
21312-606: Was built as part of the Dual Contracts and opened on April 21, 1917; the station was also served by the BRT and its successor, the Brooklyn–Manhattan Transit Corporation , until 1949. The IND station opened on August 19, 1933, and was the terminus of the Queens Boulevard Line until 1936. Escalators between the two stations were installed in the 1950s, and the complex was substantially rebuilt between 2000 and 2005. The IRT Flushing Line station has two side platforms and three tracks; rush-hour express trains use
21460-605: Was known as the Broadway–Lexington Avenue route (later the Broadway Line ) in Manhattan on December 31, 1907. A proposed Tri-borough system was adopted in early 1908. Operation of Manhattan's Broadway Line was assigned to the Brooklyn Rapid Transit Company (BRT, subsequently the Brooklyn–Manhattan Transit Corporation or BMT) in the Dual Contracts , adopted on March 4, 1913. The Dual Contracts also included opening
21608-412: Was leased to the Interborough Rapid Transit Company (IRT), and over 150,000 passengers paid the 5-cent fare ($ 2 in 2023 dollars ) to ride it on the first day of operation. By the late 1900s and early 1910s, the lines had been consolidated into two privately owned systems, the IRT and the Brooklyn Rapid Transit Company (BRT, later Brooklyn–Manhattan Transit Corporation , BMT). The city built most of
21756-480: Was swapped with that of the N in 1987, so the N went to Ditmars Boulevard (serving Queensboro Plaza) and the R went to 71st Avenue . In April 1993, the New York State Legislature agreed to give the MTA $ 9.6 billion for capital improvements. Some of the funds would be used to renovate nearly one hundred New York City Subway stations, including Queensboro Plaza. The contract for the project's design
21904-410: Was to be part of the city-operated IND, and was to comprise almost 1 ⁄ 3 of the current subway system. By 1939, with unification planned, all three systems were included within the plan, which was ultimately never carried out. Many different plans were proposed over the years of the subway's existence, but expansion of the subway system mostly stopped during World War II . Though most of
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