135-397: Second System can refer to the following: Proposed New York City Subway expansion (1929-1940) Second-system effect in computer programming Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title Second System . If an internal link led you here, you may wish to change
270-628: A "cup handle" branch, also known as the Lower East Side Loop or Route 103-B, of the IND Sixth Avenue Line would diverge east of the Second Avenue station under Houston Street , turn north under Avenue C with an intermediate stop at Eighth Street , turn west at 14th Street , and merge with the BMT 14th Street–Canarsie Line to Eighth Avenue . This branch would have served Alphabet City ,
405-742: A 1981 opening date for the Archer Avenue Line to Springfield Boulevard, as well as a 1982 opening date for the 63rd Street Line and for the SAS from 34th Street to 125th Street. In 1983, the Queens Super Express Bypass was to open, and in the same year, the Bronx extension of the SAS and the BMT Jamaica Line reroute to Archer Avenue would open. The MTA thought that the SAS's southern extension to Whitehall Street would open by 1988, and that by 1993,
540-544: A LIRR extension would have necessitated the construction of new stations or the conversion of existing facilities along the right-of-way, as well as added additional capacity on which to run trains. Another less publicized plan, Route 131-C, which was also separate from the 63rd Street–Southeast Queens Line, was for a new double-tracked subway line, which would diverge from the IND Queens Boulevard Line west of Woodhaven Boulevard and go to Kissena Boulevard via
675-560: A brand-new line, or Nostrand Avenue and Flatbush Avenue , using the then-new IRT Nostrand Avenue Line . There were also alternate plans for the Nostrand Avenue Line to continue down Nostrand Avenue to Sheepshead Bay . On August 28, 1922, Mayor John Francis Hylan unveiled his own plans for the subway system, which was relatively small at the time. His plan included building over 100 miles (160 km) of new lines and taking over nearly 100 miles (160 km) of existing lines. By
810-699: A competing subway company called the Hudson & Manhattan Railroad , proposed building a line under Broadway between Hudson Terminal and Herald Square . He later proposed that the Broadway line be tied into the IRT's original subway line in Lower Manhattan. The Broadway line, going southbound, would merge with the local tracks of the IRT Lexington Avenue Line in the southbound direction at 10th Street. A spur off
945-654: A connection with the IRT Pelham Line near Westchester Avenue at the Whitlock Avenue station, and station platforms north to Pelham Bay Park would be narrowed and lengthened to accommodate the longer and wider B Division trains from the Second Avenue Subway. IRT local service on the Pelham Line would terminate at Hunts Point Avenue one stop south. The Dyre Avenue Branch, meanwhile, would continue north along
1080-524: A direct route to Grand Central Terminal on the East Side of Manhattan and connections to most other New York City subway routes. This was being planned as an extension of the already-under construction 7 Subway Extension (see below ). In April 2012, citing budget considerations, the director of the MTA , Joe Lhota , said that it was doubtful the extension would be built in the foreseeable future, suggesting that
1215-706: A final design for the Northeast Queens LIE line was published, while other final engineering for the Southeast Queens line was imminent. In the summer of 1972, ground was broken on the Southeast Queens Line along Archer Avenue to 147th Place. Two southeast Brooklyn IRT routes—the IRT Nostrand Avenue Line extension to Avenue W, as well as an IRT Eastern Parkway Line branch under Utica Avenue to Avenue U —were being designed. The MCTA, which
1350-635: A joint LIRR/subway extension from the Atlantic Avenue LIRR terminal to Lower Manhattan, and a branch of the Queens Boulevard Line at 63rd Drive to the Rockaways via the abandoned Rockaway Beach Branch . The double fare was removed on September 1, 1975, although this was not part of the bond issue. The MTA still believed that many other projects would still be built. By November 1974, the MTA projected
1485-502: A line via Utica Avenue, deciding that it was unnecessary with the Nostrand Avenue Line extension and the lack of available funds. Instead it suggested that the BMT Canarsie Line extension be built instead. The MCTA would buy 500 high-speed air-conditioned subway cars to operate on the new lines. New and expanded train depots would be built for the new lines and the enlarged subway fleet. The purchase of an additional 500 subway cars
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#17328524329251620-745: A long-term lease of several lines of the Penn Central that would become the Metro-North Railroad . That year, US$ 600,000,000 (equivalent to $ 5,257,000,000 in 2023 ) was made available to the MCTA, as part of a $ 2.5 billion (equivalent to $ 21,904,000,000 in 2023 ) bond for transportation passed by the New York State legislature. The city was already intending to build line extensions in all four boroughs so that most riders would need at most one transfer to get to their destination. The original plan
1755-566: A neighborhood that was underserved by public transit. This "Avenue C Cuphandle" was proposed because many of the Alphabet City's residents were working-class poor, and the SAS would not come close enough to serve the residents of Alphabet City. This route was approved by the Board of Estimate on March 19, 1970. In Brooklyn, several extensions were proposed to serve the then-burgeoning areas of Mill Basin and Spring Creek . The Rogers Junction on
1890-537: A new north end access point. Construction costs would be offset by building office space above the transportation center. There would be a mezzanine above the four island platforms and eight tracks, which were split evenly across two levels. (This would later be the East Side Access project.) The estimated cost of the project was $ 341 million, and the MTA applied for $ 227 million in Federal funds. The construction of
2025-708: A new set of tubes under the East River. To alleviate congestion on the Queens lines, a new trunk line would run from Eighth Avenue in Manhattan to Jamaica, with transfers to the north–south lines in Manhattan and to Brooklyn Crosstown service. This would later be built as the IND Queens Boulevard Line . To round out expansion in Manhattan, he proposed that an extension of the BMT Canarsie Line to Eighth Avenue . This
2160-629: A possible connection at the Manhattan Bridge 's south side. In Manhattan, he proposed a new four-track line running down Third Avenue from City Hall, with connections to the White Plains Road and Pelham Lines in the Bronx. The line would therefore have to be built to IRT clearances. At the line's southern end, a connection would be built to the Eastern Parkway Line near Franklin Avenue via
2295-438: A proposed new high-speed spur to JFK that would run via Jamaica. The terminal would have extended from 47th Street to 50th Street, and the tunnel for the line would extend from 63rd Street to 42nd Street. The portion between 47th Street and 42nd Street was to have been used to store trains during off-peak hours. It would be a transfer point to Grand Central–42nd Street . Access to Grand Central Terminal would be provided through
2430-539: A right-of-way parallel and adjacent to the Long Island Expressway (LIE; part of Interstate 495 ). In Phase I, it would go to Kissena Boulevard at Queens College , and in Phase II, to Fresh Meadows and Bayside . This "Northeastern Queens" line would have been built in conjunction with the planned widening of the expressway. The subway tracks would have been placed under the expressway or its service roads, or in
2565-590: A storage yard constructed south of Avenue W. A branch of the Eastern Parkway line, the Utica Avenue Line or Route 57–B, was also proposed to be extended to Flatbush Avenue and Avenue U, however via Utica Avenue , which was also a long-planned extension. There would have been four stops on the line. The stations would have been at Winthrop Street, with an exit at Rutland Road, at Kings Highway, with an exit/entrance at Glenwood Road, but none at Kings Highway, and
2700-625: A terminal station at Kings Plaza and Avenue U. The stop at Kings Highway would have had a connection to the line running via the Bay Ridge Branch (see below), and it would have had an exit at East 48th Street. The IRT New Lots Line in East New York, meanwhile, would be extended southerly through the Livonia Yard to Flatlands Avenue ; this line would run at ground level. Also in Brooklyn,
2835-678: A three-track station along the 63rd Street Line at Northern Boulevard , adjacent to the existing Queens Plaza station. The bypass and proposed Woodside station would have necessitated the widening of the LIRR Main Line right-of-way onto private property west of Winfield Junction , where the Main Line merges with the Port Washington Branch , and reorganization of the track layout in the Sunnyside Yards . The IND Queens Boulevard Line
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#17328524329252970-516: A track junction with the Queens Boulevard Line, the 63rd Street–Southeast Queens line would become a "super-express" bypass of the Queens Boulevard line. This bypass, which was proposed due to the overall congestion of the line during peak hours, was originally a single "high speed express track", with no intermediate stops, in order to allow trains to travel at speeds of up to 70 miles per hour (110 km/h). The bypass would have used one of
3105-475: A year later. Three tunnels and six shafts were built for the Second Avenue and 63rd Street Lines at a cost of $ 1.23 billion. The four prefabricated segments of the double-deck, 3,140-foot (960 m) 63rd Street tunnel were connected on October 10, 1972. The sections of the 63rd Street line that connected to the existing Broadway and Sixth Avenue Lines were holed through on October 11, 1973. Construction on
3240-690: The BMT Archer Avenue Line , while the remainder of the IRT Third Avenue Line in the Bronx was to be torn down in favor of a new subway line running adjacent to the Metro-North Harlem Line tracks under Park Avenue . As with the city's original plan, new subway lines would provide transit access to areas previously underserved by public transport, while railroad improvements would improve Metro-North and Long Island Rail Road service. Stations at Grand Street and 57th Street on
3375-529: The BMT Broadway Line east of the 60th Street Tunnel , when the LIE was called Nassau Boulevard and later Horace Harding Boulevard prior to the construction of the expressway. A connection to the defunct LIRR Rockaway Beach Branch , not part of the main project, was proposed in 1963 and again in 1967, as were branches along other LIRR lines to outer Queens areas without rapid transit service. An alternate to
3510-698: The BMT Sea Beach Line , and the Nassau Street loops. The route of the new subway ... comprises a main trunk north and south through Manhattan Borough on Lexington Avenue and Irving Place from the Harlem River to Tenth St. and on Broadway, Vesey and Church Sts. from Tenth St. to the Battery; two branches in Bronx Borough, one northeast via 138th St. Southern Boulevard and Westchester Ave. to Pelham Bay Park.
3645-1026: The Brewster station. The Erie Lackawanna Railroad in New York State would get new equipment, and a study would be conducted to determine whether the ELRR could go to Pennsylvania Station . All of these improvements were to extend into Phase II of the project. Further away from New York City proper, the MCTA proposed transport hubs at Tarrytown and White Plains in Westchester County ; Republic Airport in Suffolk County ; and Pearl River , Orangeburg , and Spring Valley in Rockland County . The MCTA also proposed an airport in Westchester. Phase II would be constructed after Phase I and cost $ 1.3 billion. Phase II
3780-518: The Gateway Project was a much more likely solution to congestion at Hudson River crossings. A feasibility study commissioned by the city and released in April 2013 revived hope for the project, however, with Mayor Bloomberg saying "Extending the 7 train to Secaucus is a promising potential solution ... and is deserving of serious consideration." In 2017, a further extension of the 7 train to New Jersey
3915-534: The IND Crosstown Line . There would have been three tunnels under the East River: East Houston Street, Stanton Street, and Grand Street. The Utica Avenue station shell, if complete, would be in the standard local-express-express-local platform configuration. The Jackson Heights–Roosevelt Avenue shell, a two-trackbed island-platformed station, would have been for local trains terminating at
4050-472: The IND Queens Boulevard Line and the IRT Lexington Avenue Line , as well as new interlockings and modernized station termini to increase train capacity. It would also comprise the renovation of deteriorating transit routes. Originally, Phase I was to cost $ 961 million, but costs went up to $ 1.6 billion. Phase I would have been completed over the span of a decade. Phase I's flagship project
4185-530: The IND Sixth Avenue Line , completed in 1967–1968 as part of the Chrystie Street Connection —the precursor project to the Program for Action—were to be tied into lines built under the new program. A subway map was also drawn up to illustrate planned service patterns upon the program's completion. The new extensions totaled over 50 miles (80 km) of new route miles. MTA Chairman Ronan pushed for
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4320-629: The IRT Eastern Parkway Line was a serious traffic bottleneck during the rush hours due to the IRT Nostrand Avenue Line tracks' at-grade junctions with the bi-level IRT Eastern Parkway Line. The Rogers Junction would have to be reconstructed with flying junctions to increase capacity for several extensions. The initial plan had the IRT Nostrand Avenue Line would be extended past Flatbush Avenue–Brooklyn College along Flatbush Avenue to Avenue U at Kings Plaza . Other plans had
4455-816: The IRT Flushing Line and BMT Canarsie Line were both considered; the Canarsie Line was to be extended to Hoboken near the Palisades , while the Flushing Line was to be extended to Franklin Street between Boulevard and Bergenline Avenues in Union City . Ultimately, the cost was too great, and with the Great Depression , these ideas were quickly shot down. In 1954, Regional Plan Association advocated for an extension of
4590-521: The IRT Flushing Line , and on the 60th Street Tunnel 's services. The 63rd Street tunnel would facilitate service between the Queens Boulevard Line and the Second Avenue Subway , via bellmouths west of Roosevelt Island which turn south towards Midtown and Lower Manhattan; these turnouts may be used for the third and fourth phases of a new Second Avenue Subway project, which started in 2007. East of Northern Boulevard, where there would be
4725-466: The IRT Nostrand Avenue Line , IRT Flushing Line , and BMT Astoria Line . It would have created a subway loop bounded by 2nd and 10th Avenues, and 34th and 125th Streets. This plan included no extensions to Whitestone, Queens , however, with the plan to instead serve more densely populated areas such as Astoria and the Roosevelt Avenue corridor. The plan would also take over the local tracks of
4860-854: The New York, Susquehanna and Western Railroad . In 1986, the Regional Plan Association suggested extending the IRT Flushing Line to New Jersey's Meadowlands Sports Complex . On November 16, 2010, the plan was revisited yet again, as The New York Times reported that Mayor Michael Bloomberg 's administration had been working on a plan to extend the 7 service across the Hudson River to Hoboken and continue to Secaucus Junction in New Jersey , where it would connect with most New Jersey Transit commuter lines. It would offer New Jersey commuters
4995-403: The New York, Westchester and Boston Railway right-of way. This funding was reallocated, and the old NYW&B line became the IRT Dyre Avenue Line in December 1941, and the IND Concourse Line extension was not brought up again until 1968. In 1942, Mayor Benjamin F. Barnes of Yonkers proposed that the Getty Square Branch of the New York Central's Putnam Division be acquired for an extension of
5130-457: The Program for Action , the Grand Design , or the New Routes Program , was a proposal in the mid-1960s for a large expansion of mass transit in New York City , created under then-Mayor John Lindsay . Originally published on February 29, 1968, the Program for Action was one of the most ambitious expansion plans in the history of the New York City Subway . The plan called for 50 miles (80 km) of tracks to be constructed, and more than 80% of
5265-418: The Third Avenue El in the Bronx would be demolished and replaced with a new subway line under Park Avenue , parallel to the New Haven Line Metro-North tracks. The Park Avenue Subway would connect with the Second Avenue trunk line in the South Bronx, where trains from Park Avenue would merge onto the same tracks as trains from the Dyre Avenue and Pelham spurs. In the same borough, the MCTA would also extend
5400-409: The Triborough Bridge and Tunnel Authority , which was running large surpluses of $ 25 million per year. As part of the Program for Action, existing elevated structures considered obsolete or dilapidated were to be replaced with new subways, in part to encourage development in those neighborhoods. The eastern end of the BMT Jamaica Line in the Jamaica, Queens business district was to be replaced with
5535-401: The opening of the original New York City Subway line in 1904, and throughout the subway's history , various official and planning agencies have proposed numerous extensions to the subway system. The first major expansion of the subway system was the Dual Contracts , a set of agreements between the City of New York and the IRT and the BRT . The system was expanded into the outer reaches of
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5670-534: The $ 2.5 billion projected cost for the extensions in 1973, the MTA stopped publishing cost estimates. The railcar replacement programs on the MTA's commuter railways also progressed significantly. In 1970, the MTA ordered 144 high-speed "Cosmopolitan" railcars for Penn Central's New Haven Line , and the next year, it ordered 200 more cars for Penn Central's Hudson and Harlem Lines . The first new cars were delivered in September 1971. The subway and LIRR also saw deliveries of more than 600 new cars apiece. For
5805-449: The 1929 and 1939 IND Second System plans, and were ultimately not incorporated into the main Program For Action plan. The Second Avenue Subway (SAS), a planned line going back to the late 1910s, was to be constructed from Water Street in the Battery to East 180th Street in the Bronx. The line was to be completed in three phases. The first phase, Route 132–A would have built the line from 34th Street to 126th Street, with connections to
5940-399: The 1975–1976 New York City fiscal crisis , along with the fact that the MTA did not have a consistent funding source (its five-year Capital Programs were implemented in 1982 due to further decline in the subway after 1975–1976 ). Expected to be completed by the mid-1970s and early 1980s, lines for the Program for Action had to be reduced or canceled altogether due to the crisis. Because of
6075-427: The 63rd Street Tunnel. The next phase, Route 132–B would continue the line farther north to East 180th Street in the Bronx, and this phase would connect with three existing lines. The final phase, Route 132–C would extend south from 34th Street to Bridge and Water Streets near the Battery. The SAS was prioritized due to overcrowding on the IRT Lexington Avenue Line , which was the only remaining rapid transit service on
6210-409: The 63rd Street subway to Jamaica was projected for 1985. As of early 1979, commuters could still see signs proclaiming 40 miles of new extensions, even though 25 of these miles were no longer being planned. By 1980, the MTA considered stopping the project and diverting the money to existing subway infrastructure, which was heavily vandalized, severely deteriorating, and devoid of riders. At this point,
6345-420: The BMT Canarsie Line from Eighth Avenue to Jersey City under the Hudson River. The tunnel under the Hudson would have cost $ 40 million. The extension would have provided access to commuter railroads in New Jersey as most lines converged there, and the lines that didn't would be rerouted to stop there. The RPA also suggested having a parking lot there for access from the Pulaski Skyway and the New Jersey Turnpike. It
6480-448: The BMT Canarsie Line would gain an eastern branch to Spring Creek , serving Starrett City (now Spring Creek Towers). The mainline would also be lengthened from its southern terminus at Rockaway Parkway to a new terminus in Midwood and Flatlands near the existing Flatbush Avenue–Brooklyn College IRT station. The reroute would not use the existing segment between New Lots Avenue and Rockaway Parkway. Later plans suggested extending
6615-516: The Board of Transportation issued a $ 1 billion plan that would extend the subway to the farthest reaches of the outer boroughs. Even though the Board of Transportation did not approve these ideas, they were still proposed. In 1949, the Board of Transportation issued a $ 504 million plan to increase capacity on several subway lines through the construction of a new trunk line under Second Avenue. Program for Action Metropolitan Transportation: A Program for Action , also known as simply
6750-403: The Bronx, Brooklyn, and Queens, and it provided for the construction of important lines in Manhattan. This one expansion of the system provided for a majority of today's system. Even with this expansion, there was a pressing need for growth. In 1922, Mayor John Hylan put out his plan for over 100 miles of new subway lines going to all five boroughs. His plan was intended to directly compete with
6885-420: The Bronx, Queens, and Brooklyn. While ambitious, very little of the plan was completed, mostly because of the financial crisis in the 1970s. Until the 1990s, there was little focus on expansion of the system because the system was in a state of disrepair, and funds were allocated to maintaining the existing system. In the 1990s, however, with the system in better shape, the construction of the Second Avenue Subway
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#17328524329257020-503: The Bronx, south of the current Yankees–East 153rd Street station, would be built to interchange with subway service. The MCTA would continue to upgrade Penn Central, as well as more airports within Long Island and Dutchess County . Transportation centers would be built in Hicksville , Pine Aire, and Ronkonkoma on Long Island; Brewster in Putnam County ; Beacon in Dutchess County; New City and Suffern in Rockland County; and Goshen in Orange County . On September 20, 1968,
7155-419: The Bronx; only the planned Grand Concourse line would alleviate congestion, in this case congestion on the IRT Jerome Avenue Line . There would be little relief on the two lines jointly-operated between the IRT and the BMT. He came up with his own plan. He proposed that the Eighth Avenue Line, through a connection from Fulton or Wall Streets to Chambers Street, be connected to the BMT's lines to Coney Island, with
7290-424: The Dyre and White Plains Road Lines , including the latter's approach to the station, would be rebuilt to eliminate the sharp curves at the station approach; the station itself would be reconfigured to allow cross-platform interchanges. Related to the Second Avenue Line, the sharp curves connecting the Lexington Avenue and White Plains Road Lines at 149th Street–Grand Concourse would also be removed. In Manhattan,
7425-486: The East 105th Street station would be replaced with a station at Rockaway Avenue on the Bay Ridge Line. Additional stations would have been built at Remsen Avenue, Ralph Avenue, Utica Avenue to connect with the Utica Avenue Line, Nostrand Avenue to connect with the Nostrand Avenue Line, Avenue H to connect with the Brighton Line, and McDonald Avenue to connect to the Culver Line before terminating at New Utrecht Avenue. The City Planning Commission ultimately did not favor
7560-405: The Fourth Ave. line extending south to Fort Hamilton and southeast to Coney Island; and a loop feeder line in Brooklyn through Lafayette Ave. and Broadway, connecting with the Fourth Ave. line at one end. and at the other crossing the Williamsburg Bridge and entering the Centre Street Loop subway in Manhattan which is thus also incorporated in the system. In 1911, William Gibbs McAdoo , who operated
7695-550: The IRT Broadway–Seventh Avenue Line from Van Cortlandt Park. This service would replace the service operated by the New York Central, which was slated to be discontinued by the New York Central. A rail link to LaGuardia Airport was proposed in 1943, when the city Board of Transportation proposed an extension of the BMT Astoria Line (currently served by the N and W trains) from its terminus at Ditmars Boulevard . The line would have run along Ditmars Boulevard, and would have cost $ 10.5 million. In 1946,
7830-416: The Lexington Avenue Line in Lower Manhattan, in the back of Trinity Church , would split eastward under Wall Street , cross the East River to Brooklyn , then head down the Fourth Avenue Line in Brooklyn, with another spur underneath Lafayette Avenue. The Triborough System later became part of the Dual Contracts , signed on March 19, 1913 and also known as the Dual Subway System. These were contracts for
7965-458: The MCTA published a 56-page report for New York Governor Nelson A. Rockefeller , and in it, proposed several subway and railroad improvements under the name "Metropolitan Transportation, a Program for Action" (alternatively called the "Grand Design" ). Executives involved with the proposal included New York baseball executive William Shea . The Program for Action was put forward simultaneously with other development and transportation plans under
8100-483: The MTA to pursue the Program for Action, saying, "We're making up for 30 years of do-nothingism". In July 1968, the Regional Plan Association released a separate report supporting the planned expansion. Two months later, on September 20, 1968, the New York City Board of Estimate and Mayor John Lindsay approved six of the Transit Authority's eight recommended routes at the cost of $ 1.3 billion (11.4 billion in 2023 ). Phase I consisted of new subway lines to supplement
8235-489: The Midtown CBD. These people mover systems would be an alternative to crosstown bus service to transport riders short distances crosstown. The lower level of the Archer Avenue Subway would be extended parallel to the LIRR Main Line to 188th Street in Hollis, Queens; the Jamaica El east of 121st Street would be demolished because it was redundant to the new subway. The Northeast Queens LIE line would be lengthened to Springfield Boulevard in Bayside . The segment of
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#17328524329258370-424: The New York City Board of Estimate and Mayor John Lindsay approved six of the Transit Authority's eight recommended routes at the cost of $ 1.3 billion. The Second Avenue Subway from 34th Street to East 180th Street, the 63rd Street–Southeast Queens Line, and the Long Island Expressway Line were all approved. The Board of Estimate requested that the following six additional subway routes be built: On June 3, 1969,
8505-533: The New York City area. However, even though many of the lines and transport connections proposed in the Program for Action were approved, New York City nearly went bankrupt in 1975, causing all but two of these projects to be canceled due to a lack of funds. The remaining projects, the 63rd Street and Archer Avenue lines, were both dramatically truncated from their original lengths, and both lines opened much later than originally projected. In total, only six stations and 15 miles (24 km) of tracks were added under
8640-448: The New York, Westchester and Boston Railway, and the Rockaway Beach Branch of the Long Island Rail Road . The table of route miles is as follows: Other plans, proposed during the same time as the IND Second System plans, included the following: An earlier plan in 1920 had an even more expansive plan, with several dozen subway lines going across all five boroughs. The following provisions were made for connections and transfers to
8775-401: The Program for Action. In the 1960s, the New York metropolitan area had 18 million residents across 13,000 square miles (34,000 km ), and the area's population was expanding greatly at the time, especially in the suburbs, to where many city residents relocated. In 1965, the Metropolitan Commuter Transportation Authority (MCTA) was created by the New York State Legislature to operate
8910-427: The Queens Boulevard Line near 71st Avenue station. The 71st Avenue station would have been converted into a bi-level or tri-level station, with the super express tracks using the lower level(s) built south of the current station, before rejoining the main line Queens Boulevard tracks. Later plans called for two tracks and an intermediate stop next to the current Woodside LIRR station ; there would have also been
9045-430: The SAS ceased in 1975. The eastern Jamaica elevated in Queens and the entire Third Avenue elevated in the Bronx were closed by 1985; the Jamaica el was only partially replaced by Archer Avenue service, while no rapid transit facilities were ever built to replace Third Avenue service. By the summer of 1976, the 63rd Street subway , which would comprise part of the Southeast Queens Line "from Central Park to Jamaica via
9180-439: The SAS. Construction for the Second Avenue Line was halted indefinitely in 1975, but when the United States government ceased to fund the two remaining projects ten years later, neither of them had been completed. The Archer Avenue Line was opened in 1988 and the 63rd Street Line was also opened one year later; both lines, which had three stations each, were scaled-down versions of their original plans. However, construction on
9315-452: The Southeast Queens line was also proposed in 1963 and again in 1967 as an extension of the IND Fulton Street Line , east from Euclid Avenue under Pitkin Avenue and Linden Boulevard , or east from Lefferts Boulevard under Liberty Avenue . Both options would continue east to Jamaica, then turn south under Merrick Boulevard to Springfield Boulevard. The Rockaway extension and both Fulton Line extensions were previously proposed as part of
9450-400: The Super–Express Bypass Line, would continue along the LIRR right-of-way to Forest Hills. And finally, Route 131–D, the Southeastern Queens Line, would build a branch of the Queens Boulevard Line at Briarwood through Downtown Jamaica to Springfield Gardens via the LIRR's Atlantic Branch, with a ramp to eliminate the Jamaica Avenue elevated structure in Downtown Jamaica. The westernmost part of
9585-466: The Utica Avenue Line was approved by the Board of Estimate with a slight modification. Instead of ending at Kings Highway, it would end at Flatbush Avenue and Avenue U, with borings underway in 1970. Studies for the midtown people mover commenced in November 1969. On November 24, 1969, the 63rd Street line commenced construction, with tunnel segments being dug westward from Queens and in both directions from Roosevelt Island. The bi-level tunnel would have
9720-668: The Utica Avenue, Nostrand Avenue, and LIE subway lines and the LIRR East Side Access would all open. Now that several extensions had been canceled, the plan was to build 40 miles (64 km) of new track miles. Preliminary planning for the Metropolitan Transportation Center had been completed by January 1975. Due to continued opposition to the Transportation Center, a "Grand Central Alternative"
9855-473: The administration of Mayor John Lindsay . This included Lindsay's Linear City plan for housing and educational facilities, and the projected construction of several Interstate Highways , many of which were originally proposed by Robert Moses . On March 1, a day after the release of the plans, the MCTA became the MTA. In its rationale for the Program for Action, the MCTA stated, "By 1985, this region will have 25 million people. ... The prospects, based upon
9990-601: The bankrupt Long Island Rail Road . Two years later, voters passed a $ 2.5 billion bond issue that would pay for transport infrastructure in New York State. The MCTA's chairman at the time, William Ronan , said that any extensions of the New York City Subway that were funded using the bond issue would not be complete for at least another 5 years. In 1968, the MCTA absorbed the New York City Transit Authority (NYCTA or TA) of New York City , and began
10125-413: The best available projections, are that the population growth will take place principally in the suburbs. New York City is not expected to grow much by 1985. Its dwelling population will redistribute somewhat, however, with the outer areas of the city — Staten Island , Queens, parts of Brooklyn and the Bronx — growing, while the older areas closer to the core remain relatively stable in population." The city
10260-604: The city of New York are outlined in a report submitted on Jan. 15 to the Legislature of the state by the North Jersey Transit Commission. A preliminary report presented about a year ago was abstracted in Electric Railway Journal for Feb. 7, 1925... The ultimate object of the program recommended is the creation of a new electric railway system comprising 82.6 miles [132.9 km] of route, and
10395-462: The city with 100 miles of subway lines. A major component of the plan was the construction of the Second Avenue Subway . The Stock Market Crash of 1929 put a halt to the plan, however, and subway expansion was limited to lines already under construction by the IND. During the 1930s and 1940s, the plans were revised, with new plans such as a line to Staten Island and a revised line to the Rockaways . In
10530-620: The construction and/or rehabilitation and operation of rapid transit lines in New York City. The contracts were "dual", in that they were signed between the City and the IRT and Municipal Railway Company, a subsidiary of the BRT (later BMT). Some lines proposed under the Contracts were not built, most notably an IRT line to Marine Park , Brooklyn (at what is now Kings Plaza ) under either Utica Avenue , using
10665-681: The construction of subway construction projects, including the Lower East Side Loop, the Utica Avenue Line, the Nostrand Avenue extension, the Jamaica Avenue Line, and the Northeast Queens Line. The 1973 bond issue, in addition to financing the LIE line, would have also paid for an extension of the IRT Dyre Avenue Line to Co-op City, an extension of the IND Queens Boulevard Line to Hillside Avenue and Springfield Boulevard,
10800-473: The east side in Midtown and Upper Manhattan. The Upper Manhattan portion of the Second Avenue line, from 63rd Street in Manhattan to 138th Street in the Bronx (near the current Third Avenue–138th Street station), would be built as two tracks. Stops for the SAS were proposed at Broad , Houston , 34th , 48th , 57th , 86th , 106th , and 125th Streets . Originally, Upper East Side residents complained about
10935-429: The electrification of 399 route-miles [642 km] of railroad now operated by steam. As the first step it is proposed to construct an interstate loop line 17.3 miles [27.8 km] in length connecting with all of the north Jersey commuters' railroads and passing under the Hudson River into New York City by two tunnels, one uptown and one downtown. A new low-level subway through Manhattan would complete
11070-581: The end of 1925, all of these routes were to have been completed. The lines were designed to compete with the IRT and BMT. Hylan's plan contained the following lines: Only some of Hylan's planned lines were built to completion. Completed lines included: Major Phillip Mathews disagreed with the Board of Transportation 's plan, and in response, he published a report, on December 24, 1926, titled "Proposed Subway Plan for Subway Relief and Expansion". He said that that congestion would not be addressed for Brooklyn and
11205-485: The fiscal crisis, the Archer Avenue and 63rd Street lines, the only two complete lines to be built under the program, were truncated and delayed, and there were plans to abandon the expansions altogether. The MTA's proposed "40 miles of new subway" in Queens was reduced to 15 miles (24 km) of tracks, and at the end, only three lines were even constructed: the 63rd Street Line, Archer Avenue Line, and portions of
11340-620: The former New York, Westchester and Boston Railway (NYW&B)'s right-of-way to Dyre Avenue . The stations along the IRT Dyre Avenue Line , the only portion of the NYW&;B to be reactivated for subway service, would also be shaved back, as the platforms had been widened to accommodate the narrower A Division trains on that line. The platforms on the Dyre Avenue Line would be extended to at least 600 feet to accommodate 10-car B Division trains. The junction north of East 180th Street between
11475-458: The further expansion of the Second Avenue Subway have all been proposed, albeit mostly unfunded. The Triborough System was a proclamation for new subway lines to the Bronx and Brooklyn. The new lines include the IRT Lexington Avenue Line , IRT Pelham Line , and IRT Jerome Avenue Line . The Manhattan Bridge line described below later became the BMT West End Line , BMT Fourth Avenue Line ,
11610-622: The government of New York City made plans for expanding the subway system, under a plan referred to in contemporary newspaper articles as the IND Second System (due to the fact that most of the expansion was to include new IND lines, as opposed to BMT/IRT lines). The first one, conceived in 1929, was to be part of the city-operated Independent Subway System (IND). By 1939, with unification planned, all three systems were included. Very few of these far-reaching lines were built, though provisions were made for future expansion on lines that intersect
11745-516: The lack of stations at 72nd and 96th Streets ; while the 72nd Street station was later inserted into the SAS's construction plan, the 96th Street station did not get added. To provide service in the Bronx, the IRT Pelham Line and IRT Dyre Avenue Line , served by Lexington Avenue trains, would be converted to B Division standards and connected to the Second Avenue line. IND Second Avenue Line trains would run east under 138th Street, then along
11880-617: The late 1940s and 1950s, a Queens Bypass line via the Long Island Rail Road 's Main Line was first proposed as a branch of the still-planned Second Avenue Subway. In addition, capacity on existing lines became improved through the construction of strategic connections such as the Culver Ramp , the 60th Street Tunnel Connection , and the Chrystie Street Connection , and through the rebuilding of DeKalb Avenue Junction . These improvements were
12015-603: The line as far west as McDonald Avenue near the Avenue I station of the IND Culver Line or possibly to New Utrecht Avenue to the New Utrecht Avenue/62nd Street station, creating crosstown service through central Brooklyn. It was also proposed to relocate the Canarsie Line west of its current right-of-way south of Broadway Junction , along the parallel LIRR Bay Ridge Branch (currently a freight-only branch) or in
12150-406: The line entailed aggressive completion of the 63rd Street Tunnel , as well as the connections from the tunnel to the IND Sixth Avenue Line and the BMT Broadway Line . The 63rd Street tunnel under the East River would have two subway tracks on its upper level and two LIRR tracks on its lower level. The cross-river portion of the line would reduce overcrowding on the IND Queens Boulevard Line , on
12285-408: The line extended along Nostrand Avenue from Avenue H, where the exiting tunnel ends, to Sheepshead Bay at Avenue W or Voorhies Avenue; this second plan had been proposed as part of the line's original construction. The Nostrand Avenue plan, Route 29–C, which was approved by the Board of Estimate on June 3, 1969, would have had three stations added at Kings Highway , Avenue R, and Avenue W, with
12420-400: The line would have been built along with. Later that year, the LIE line was canceled because New York state voters had declined a $ 3.5 billion bond measure that would have paid for five subway extensions, including the LIE line. This was the second time that voters declined a bond issue to finance this extension, with the first being on November 2, 1971 for $ 2.5 billion. The defeat set back
12555-411: The link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Second_System&oldid=933116921 " Category : Disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Proposed New York City Subway expansion (1929-1940) Since
12690-475: The loop. Construction costs of this preliminary project are estimated at $ 154,000,000, with $ 40,000,000 additional for equipment. The cost of power facilities is not included in this estimate. Because it would be utilized in both directions, the capacity of the proposed interstate loop line would be equivalent, it is said, to two 2-track lines or one 4-track line from New Jersey to New York City due to its having two crossings between New Jersey and New York. The loop
12825-553: The median of a widened LIE in a similar manner to the Blue Line of the Chicago "L" . It had been previously proposed to run the line from the 63rd Street tunnel under Northern Boulevard to Flushing (near the current Main Street station ), then south under Kissena and Parsons Boulevards to meet with the LIE at Queens College. A similar line along the corridor had been proposed in the 1929 and 1939 IND Second System plans as an extension of
12960-547: The median of the proposed Queens Interboro Expressway and Cross Brooklyn Expressway , which would have been built along both the LIRR branch and Linden Boulevard . The re-alignment would have facilitated both extensions. The current Bushwick Avenue, Broadway Junction and Atlantic Avenue stations would have been consolidated into one station on the Bay Ridge Line, new Sutter Avenue and Livonia Avenue stations would have been built, and
13095-408: The new 63rd Street tunnel," was being delayed to 1987–1988, since the planned 5.8-mile super express bypass had yet to begin construction. The authority proposed a new station at Northern Boulevard, adjacent to the existing Queens Plaza station, with transfers between mainline Queens Boulevard trains and 63rd Street/super-express trains, to be opened by 1983 or 1984. The Manhattan section of that line
13230-548: The new lines. It is of note that only four of these provisions were completed. The South Fourth Street shell, if complete, was supposed to handle service as follows: Note : The locals would have short-turned here. There would have been two tunnels under the East River: East Houston Street and Grand Street. Another plan for the South Fourth Street shell was simpler (and was the plan that was partially completed): Note : The Flushing Avenue local would have diverged off to
13365-521: The new terminal under Third Avenue. The LIRR would also be electrified to Pinelawn Station on the Ronkonkoma Branch and to Northport Station on the Port Jefferson Branch . The LIRR would get 350 "new high-speed" electric multiple units (EMUs), signal improvements, junction modernizations, high-level platforms , and renovated railcars in addition to the other improvements, because at
13500-520: The new trackage was to be built in the borough of Queens . The $ 2.9 billion plan also called for improvements to other modes of mass transit, such as the present-day Long Island Rail Road and Metro-North Railroad commuter rail systems, and further integration between mass transit and the New York City-area airport system . Transport improvements built under the Program for Action were supposed to relieve overcrowding on existing transit modes in
13635-528: The only things to come out of these plans. Eventually, these plans were modified to what became the Program for Action , which was put forth by the New York City Transit Authority in 1968. This was the last plan for a major expansion of the subway system. The plan included the construction of the Second Avenue Subway, a Queens Bypass line, a line replacing the Third Avenue El in the Bronx, and other extensions in
13770-585: The other northerly via River Ave. and Jerome Ave. to Woodlawn Road, connecting with the Manhattan trunk by a tunnel under the Harlem River; a Manhattan-Brooklyn line extending from the North River via Canal Street across the East River on the Manhattan Bridge to connect with the Fourth Avenue subway in Brooklyn now being built, which thus becomes an integral part of the larger system; two branches southerly from
13905-595: The proposals. The core Manhattan lines of the expansion were the Second Avenue Line (with an extension into the Bronx ) and the Worth Street Line , connecting to the Rockaways . The Rockaways were eventually served by the subway via a city takeover of the Long Island Rail Road 's Rockaway Beach Branch . A segment of the proposed Second Avenue Subway opened for passenger service in January 2017. The majority of
14040-463: The proposed lines were to be built as elevated subways, likely a cost-cutting measure. The majority of the expansion was to occur in Queens, with the original proposal suggesting 52 miles (84 km) of track be built in Queens alone. The first plan was made on September 15, 1929 (before the IND even opened), and is detailed in the table below. Cost is only for construction, and does not include land acquisition or other items. The IND expansion plan
14175-553: The right-of-way of Amtrak 's Northeast Corridor from 138th Street to a point near the Bruckner Expressway and Westchester Avenue as an express bypass of the Pelham line, after which the line would split into a Pelham branch and a Dyre Avenue branch. The Brook Avenue station just east of Third Avenue–138th Street on the IRT Pelham Line would be reconstructed to allow a cross-platform interchange . Further north, there would be
14310-567: The section of the 63rd Street line between 5th Avenue and Park Avenue began in August 1974. Plans for the single-track Queens Super Express Bypass for the IND Queens Boulevard Line had been doubled to two tracks in 1972. The BMT Jamaica Line from 121st Street to 168th Street would be demolished to make room for a connection to the lower level of the Archer Avenue Line, which extended east to Jamaica Center–Parsons/Archer . A year later,
14445-465: The station would be widened to provide cross-platform interchange between Second and Sixth Avenue trains. There was also the possibility of track interchanges, allowing SAS service to go across the Manhattan Bridge to Coney Island . There would also be lines of a new people mover system, called the " Central Business District distribution system", installed under 57th, 48th, 42nd, and 33rd Streets to link transit stations, offices, and attractions in
14580-729: The station. Express trains would have stopped at the lower level ( IND Queens Boulevard Line ) platforms. After World War II and up until the late 1990s, the New York City Subway did not expand much. Only 28 stations opened in that time, compared to the remaining 393 stations, which opened from the 1880s to before World War II. As such, there have been many plans to expand the system during this time period. The New York City Board of Transportation revised its plans for subway expansion, and released them in 1938 and 1940. The IND Concourse Line got funding to be extended eastward past 205th Street , but Bronx residents wanted to rehabilitate
14715-652: The subway on the top level and LIRR trains on the lower level. The line under Central Park connecting the line to the IND Sixth Avenue Line and the BMT Broadway Line began construction in summer 1971. A groundbreaking ceremony for the Second Avenue Subway was held on October 27, 1972, and construction began shortly thereafter at Second Avenue and 103rd Street. Construction costs for the Second Avenue Line were pegged at $ 1 billion, rising to $ 1.3 billion
14850-427: The subway, 800 new R40 and R42 subway cars were delivered between 1968 and 1973, and the number of New York City Subway cars in need of replacement had nearly halved, from 1,883 to 956. The first R44 cars had been delivered in 1971 in anticipation for use on the SAS. The planned extensions and realignment of the Canarsie Line were canceled in 1973, due to community opposition against the proposed expressways that
14985-474: The terminal was opposed by the residents of the Turtle Bay neighborhood, where it was planned to be located in, as it would have changed the character of their neighborhood. Turtle Bay residents wanted the terminal moved to Grand Central. They also disliked the proposed traffic congestion the new terminal would bring. The MTA contended that its studies had shown that Third Avenue was the only feasible place to put
15120-555: The terminal, and there would have been too great of a concentration of rail lines at Grand Central. It concluded that having the LIRR going to Grand Central would further strain the Lexington Avenue Line. If it were on Third Avenue, passengers would have been more inclined to use the Second Avenue Subway, which was partially under construction at the time. On April 16, 1973, a Federal directive directed New York State to consider expanding and modernizing Grand Central before building
15255-656: The then now-IND Pelham Line to Co-op City . It would also lengthen the IND Concourse Line to White Plains Road , with a connection to the IRT White Plains Road Line at either Burke Avenue or Gun Hill Road . New York City railroads would also receive more improvements. One proposed project entailed extending the LIRR Atlantic Branch from Flatbush Avenue in Brooklyn into a new lower Manhattan terminal. A new railroad station at 149th Street in
15390-429: The time, much of the LIRR was not electrified, nor did its stations have platforms ascending to the height of the train. The report also called for three commuter rail modernizations. The New Haven Railroad commuter service would get 144 EMUs, as well as signal improvements, high-level platforms, and renovated cars. The Penn Central Railroad would get 130 EMUs, high-level platforms, and electrified trackage north to
15525-561: The two private subway operators, the IRT and the BMT. This plan was never furthered. The next big plan, and arguably the most ambitious in the subway system's history, was the "Second System". The 1929 plan by the Independent Subway to construct new subway lines, the Second System would take over existing subway lines and railroad rights-of-way. This plan would have expanded service throughout
15660-591: The two trackways parallel to, and surrounding, the four-track LIRR Main Line ; the trackways, formerly used by the Rockaway Beach Branch , are currently unused. It would stretch from the 63rd Street Line east of 21st Street–Queensbridge near the Sunnyside Yard , with the possibility of access to the 60th Street and 53rd Street Tunnels . At its east end, it would have left the LIRR right-of-way near Whitepot Junction and ran under Yellowstone Boulevard to
15795-610: Was being planned along with the Gateway Project and, if built, would be able to accommodate a projected 38% increase in the number of people commuting between the two states. The 18-month study would include input from the Port Authority, the MTA, and NJ Transit . If the New Jersey subway extension were to be constructed, it could complement the Gateway Project, which might become overcrowded by 2040. Before unification in 1940,
15930-440: Was built at a later date. To connect the outer boroughs, a four-track Brooklyn-Queens crosstown line would be designed, with the possibility for future extensions into the Bronx and Staten Island. In 1926, a loop subway service was planned to be built to New Jersey . The rationale given was: Principal features of a comprehensive plan for passenger transportation between communities in the nine northern counties of New Jersey and
16065-541: Was by now renamed the MTA, were rerouting the proposed IRT Pelham Line branch to Co-op City via New Haven Railroad right of way. In 1973, the MTA published a progress report on the Program for Action. The report said that, overall, "Almost all of the projects are well ahead of the goal recommended five years ago. Despite technical setbacks, legal roadblocks, administrative frustrations and limited funding, progress has been substantial." In total, eight lines were under design and three were undergoing active construction. The MTA
16200-545: Was completed that year. The New York Times reported in May 1978 that the expansion had been reduced to 1 ⁄ 5 of its original length, saying, "The line costs $ 100,000 a foot, will be very short and will serve only a modest number of riders." The article now noted that the Queens super-express had been deferred "to 1988 at the earliest," and the only sections in progress were the 63rd Street Line to Northern Boulevard, and "a small piece along Archer Avenue." The opening date of
16335-463: Was composed of mostly extensions of existing lines and Phase I-built lines. Phase II entailed completion of the Second Avenue Subway. The line would go south from 34th Street to the Financial District , going along Second Avenue, Bowery , and Water Street until it reached Whitehall Street at South Ferry . At Grand Street of the Chrystie Street Connection , which had just opened in 1967,
16470-472: Was covered in Phase II. As part of the program, the Staten Island Railway would be fully rehabilitated and would also get new rolling stock through Phases I and II. A new "Metropolitan Transportation Center" at 48th Street and Third Avenue would be built to provide a terminal for the new LIRR line, feeding into the lower of the two decks in the 63rd Street Tunnel. It would also have a terminal for
16605-446: Was expected to gain 2.5 million jobs in these two decades, and the 8.6-square-mile (22 km ) Manhattan central business district already had 7.8 million employees. The two-phase Program for Action would cost $ 2.9 billion (25.4 billion in 2023 ) in total. The MTA had over $ 1 billion on hand allocated for the program, and a large portion of this money had come from the bond issue in 1967. A lot of this funding would also come from
16740-452: Was looked into again. Construction of the Second Avenue Subway started in 2007, and the first phase was completed in 2017. Since the 1990s, public officials and organizations such as the Regional Plan Association have pushed for the further expansion of the system. Projects such as the TriboroRx, a circumferential line connecting the outer boroughs, the reuse of the Rockaway Beach Branch , and
16875-491: Was published in September 1976. It called for the LIRR to use Grand Central Terminal's lower level instead. The MTA's board of directors voted to use Grand Central as the terminal for the proposed LIRR route in 1977. While the Program for Action was ongoing, the MTA experienced growing fiscal deficits, which led to gradually increasing fare prices as well as a declining quality of service. The projects ran out of funding due to
17010-463: Was renamed to G. The Southeast Queens portion of the line would split from the IND Queens Boulevard Line using pre-existing bellmouths at Briarwood , would go to Springfield Boulevard in southeastern Queens using the LIRR Atlantic Branch , with a transfer to the LIRR at Jamaica . This Southeast Queens extension, which would use the upper level of the planned bi-level Archer Avenue subway ,
17145-449: Was revised in 1932. It differs from the 1929 plan, but there are 60.93 route‑miles (98.06 km) , of which 12.49 miles (20.10 km) are in Manhattan, 12.09 miles (19.46 km) in the Bronx, 13.14 miles (21.15 km) in Brooklyn, and 23.21 miles (37.35 km) in Queens. It would include a new 34th Street crosstown line, a Second Avenue Subway line, a connection to the New York, Westchester and Boston Railway , and extensions of
17280-418: Was said to be able to carry 192,500 passengers per hour, or 4.62 million daily passengers, had it been built. The estimate was based on the operation of 35 trains per hour in each direction, and each train would be eleven cars long and would carry 100 passengers per car. It was to be built as a multi-phase project, wherein the IRT and BMT would work together to build that system to New Jersey. Extensions of
17415-418: Was studying the 42nd Street, 48th Street, and 57th Street people movers as well. The Second Avenue Subway, 63rd Street Line, Northeast Queens Line, and Super-Express Bypass were considered to be part of a highly prioritized "Group A", which would open between 1980 and 1983. A lower-priority "Group B" comprised the remaining projects. On the downside, these projects had gotten so expensive that, after announcing
17550-531: Was suggested once again, this time as an alternative to constructing a replacement for the Port Authority Bus Terminal. An alternative would include a new terminal at Secaucus Junction in conjunction with the 7 extension. In February 2018, it was revealed that the Port Authority of New York and New Jersey had advertised for consultants to write a feasibility study for such an extension, and that it had received bids from several companies. This extension
17685-573: Was suggested that either the New York City Transit Authority, the Port Authority of New York and New Jersey or the Bi-State Metropolitan Rapid Transit Commission would do the construction. In 1963, three major commuter groups in New Jersey made expansion proposals. One of them would have involved an extension of the IRT Flushing Line under the Hudson River with a three-track tunnel and then connect with
17820-559: Was the 63rd Street–Southeast Queens line, which would stretch from the existing 57th Street subway station in Midtown Manhattan to the existing Laurelton LIRR station in Springfield Gardens . The construction of this line was to be split up into three parts. The first part, Route 131–A, would run from Sixth and Seventh Avenues in Manhattan below 63rd Street and the East River to Northern Boulevard. The next part, Route 131–B,
17955-550: Was the most important of several proposed lines along LIRR branches; it was originally intended to extend to the Laurelton LIRR station. While the upper level of the Archer Avenue subway would serve Queens Boulevard trains to Southeast Queens, the lower level for the BMT, which was to be built as part of Phase 2 as Route 133, would extend under Archer Avenue to 188th Street in Hollis . Both lines were only built to Jamaica Center ;
18090-500: Was to be reverse-signaled as well to further increase capacity. In order to provide enough capacity for the line, the GG would have had to be taken off of the Queens Boulevard Line, and a turnback was necessary to provide a new terminal for the line. When the 63rd Street Connection opened in 2001, the Court Square station was rebuilt to provide a turnback facility for the line, which by then
18225-619: Was to tear down the IRT Third Avenue Line in the Bronx ; build the Second Avenue Subway in Manhattan and the Bronx with a 48th Street spur; extend the IRT Nostrand Avenue Line down Flatbush Avenue in Brooklyn ; build a 63rd Street Tunnel for the Long Island Rail Road (LIRR); and create a LIRR rail link to John F. Kennedy International Airport in Queens . On February 29, 1968,
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