102-460: Q44 may refer to: Q44 (New York City bus) Ad-Dukhan , a surah of the Quran French submarine Saphir (Q44) Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title Q44 . If an internal link led you here, you may wish to change the link to point directly to
204-526: A 50th Street station on the Queens Boulevard Line. This station was to have only been served by Eighth Avenue trains heading north toward Washington Heights. The Eighth Avenue Association petitioned the BOT for an additional stop at 50th Street. On November 21, 1926, it was announced that the BOT had agreed to construct a stop at this location for the Queens Boulevard Line. On February 26, 1927,
306-620: A $ 23 million loan was approved to finance the remainder of the line, along with other IND lines. In 1934 and 1935, construction of the extension to Jamaica was suspended for 15 months and was halted by strikes. Construction was further delayed due to a strike in 1935, instigated by electricians opposing wages paid by the General Railway Signal Company . On January 21, 1935, BOT Chairman John Delaney said that express service in Queens would not begin until construction on
408-574: A T-junction, allowing trains from Manhattan to travel south to Brooklyn via the Crosstown line. A map from June of that year shows a proposed alternate routing for the Queens Boulevard Line, that would have had the line turn via Kew Gardens Road after the Union Turnpike station instead of continuing via Queens Boulevard. After proceeding via Kew Gardens Road, the line would have turned via Hillside Avenue. The proposed route via Kew Gardens Road
510-516: A bridge over the Bronx River , before reentering service on Boston Road . Although the Q44's northern terminal is signed as "Bronx Zoo" (formerly "Bronx Zoo − West Farms Square"), the zoo is not accessible from this location; the closest entrance is several blocks north at Bronx Park South and Boston Road. Prior to 1999, the Q44 ran entirely local between Jamaica, Queens and West Farms, Bronx. It
612-609: A connection through the Jamaica Yard and through Flushing Meadows–Corona Park along the current right-of-way of the Van Wyck Expressway . The 1939 World's Fair was served by GG trains, some of which were marked as S Special. Trains were extended to the World's Fair Station at all times during the fair, supplemented by PM hour E trains. The fair closed on October 28, 1940, and was demolished later that year. As
714-451: A final station at 169th Street, expresses could run to Parsons Boulevard, and that if the line was extended to Springfield Boulevard as planned, express service could be extended past 178th Street with a yard east of the new terminal. In August 1936, construction to Forest Hills was expected to be completed by the end of the year. The tracks were installed all the way to 178th Street, and the stations to Union Turnpike were completed. However,
816-455: A four track line, and this required the turning of F trains at Parsons Boulevard, and no storage facilities were provided at the station. The station was overcrowded as it served as a major transfer point for buses heading to areas throughout Eastern Queens. In February 1941, contractors started work on construction two additional staircases at the 169th Street station on each of the eastern corners at 168th Street and Hillside Avenue for $ 15,500. As
918-400: A four-track subway under Hillside Avenue . Just after curving north under the Van Wyck Expressway , a flying junction joins the two-track Archer Avenue Line ( E train) to the local and express tracks. Soon after, the line turns west under Queens Boulevard . East of Kew Gardens–Union Turnpike , another flying junction ties the eastward tracks to Jamaica Yard . The other side of
1020-667: A new Q20 service. The route of the Q20 was the same as the current route of the Q20B (via 14th Avenue), except that it continued north along 122nd Street (now College Point Boulevard) and followed the same looping route as the current Q25 (then Q34) near MacNeil Park at the north end of the borough. In December 1936, North Shore applied for a franchise on route "Q-44" between Flushing and Jamaica via Main Street. On March 22, 1938, Q44 service began between Flushing–Main Street and Archer Avenue at
1122-479: A result, GG service was truncated to Forest Hills–71st Avenue. After calls from public officials such as Queens Borough President George Harvey to make the line a permanent connection to Flushing and northern Queens, the line was demolished in 1941. After LaGuardia Airport opened on February 21, 1940, the Roosevelt Avenue station became an important transfer point to buses to the airport, including
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#17327724608231224-572: A result, on January 30, 1941, Councilman James A. Burke proposed extending the line one stop to a temporary station at 178th Street to the Transit Commission at a conference on the issue of slow bus service. Under his proposal, 169th Street station would continue to be used by riders on buses from Laurelton, Rosedale, Springfield, and from areas to the north of the station, while the 178th Street station would be patronized by riders from Hollis, Bellerose and Queens Village. Burke stated that
1326-435: A station at 178th Street. However, the plans were changed to terminate the express trains at Parsons Boulevard, requiring the installation of switches. Since construction of the tunnel was already completed in this section, a few hundred feet of tunnel wall had to be removed to fit the two switches. In addition, a new tunnel roof and new side supports had to be constructed. Since the line's new terminal would be at 169th Street,
1428-619: A third spur east of Briarwood along the former Van Wyck Boulevard to South Ozone Park ; and an extension of the line eastward past 179th Street. Other proposals included a "super express bypass" that would use the right-of-way of the Long Island Rail Road's Main Line to bypass all stations between 36th Street and 71st Avenue, as well as a spur from the Woodhaven Boulevard station northeast to Queens College via
1530-491: A trial run was completed, with Mayor LaGuardia posing for a picture at the controls of the train. This extension cost $ 27 million, of which $ 5.8 million was for Jamaica Yard, $ 1.4 million was for real estate, $ 2.2 million, and $ 16.2 million for tunnels and tracks. In March 1937, the extension to 169th Street was expected to be opened on May 1, requiring work to be finished by April 3 and fully approved and tested by April 20. As of this point, minor station work remained, including
1632-568: Is among the system's busiest lines, with a weekday ridership of over 460,000 people. The Queens Boulevard Line's eastern terminus is the four-track 179th Street station. The line continues westward then northwest as a four-track line with the local tracks to the outside of the express tracks. The Queens Boulevard Line merges with the IND Archer Avenue Line east of Briarwood and with Jamaica Yard spurs west of Briarwood and east of Forest Hills–71st Avenue . The express tracks and
1734-693: Is for drop-offs only. NYC Bus: Bx5 MTA Bus: Q50 MTA Bus: Q50 NYC Bus: Q20B , Q76 MTA Bus: QM2 NYC Bus: Q20A , Q20B , Q76 MTA Bus: QM2 NYC Bus: Q20A , Q20B MTA Bus: Q34 , QM2 , QM20 NYC Bus: Q20A , Q20B , Q16 NYC Bus: Q17 , Q20A , Q20B , Q27 , Q50 MTA Bus: Q25 , Q34 NYC Bus: Q12 , Q13 , Q15 , Q15A , Q16 , Q17 , Q20A , Q20B , Q26 , Q27 , Q28 , Q48 MTA Bus: Q19 , Q25 , Q34 , Q50 , Q65 , Q66 NICE Bus : n20G NYC Subway: [REDACTED] [REDACTED] trains at Flushing–Main Street Note : The northbound stop at 38th Avenue
1836-2496: Is for pick-ups only, while the northbound stop at 39th Avenue is for drop-offs only. NYC Bus: Q17 , Q20A , Q20B , Q27 , Q58 MTA Bus: Q25 , Q34 , Q65 NICE Bus : n20G LIRR : Port Washington Branch at Flushing–Main Street NYC Bus: Q20A , Q20B NYC Bus: Q20A , Q20B NYC Bus: Q20A , Q20B , Q88 NYC Bus: Q20A , Q20B NYC Bus: Q20A , Q20B NYC Bus: Q20A , Q20B MTA Bus: Q64 , QM4 , QM44 NYC Bus: Q20A , Q20B NYC Bus: Q20A , Q20B , Q46 MTA Bus: QM1 , QM5 , QM6 , QM7 , QM8 , QM31 , QM35 , QM36 NYC Bus: Q20A , Q20B NYC Bus: Q20A , Q20B , X63 , X64 , X68 MTA Bus: Q60 , QM21 NYC Subway: [REDACTED] [REDACTED] [REDACTED] trains at Briarwood Note : Bronx-bound buses stop at Main Street and Manton Street; Jamaica-bound buses stop at Queens Boulevard and 84th Drive near Main Street. NYC Bus: Q20A , Q20B , Q43 , X68 NYC Subway: [REDACTED] [REDACTED] train at Sutphin Boulevard NYC Bus: Q20A , Q20B , Q24 , Q30 , Q31 , Q43 , Q54 , Q56 (Q30, Q31 westbound only) MTA Bus: Q6 , Q8 , Q9 , Q25 , Q34 , Q40 , Q41 , Q60 , Q65 NYC Bus: Q20A , Q20B , Q24 , Q30 , Q31 , Q43 , Q54 , Q56 (Q24, Q30, Q31 eastbound only) MTA Bus: Q6 , Q8 , Q9 , Q25 , Q34 , Q40 , Q41 , Q60 , Q65 NYC Subway: [REDACTED] [REDACTED] [REDACTED] trains at Sutphin Boulevard–Archer Avenue–JFK Airport LIRR ;/ AirTrain JFK : Jamaica NYC Bus: Q4 , Q5 , Q20A , Q20B , Q24 , Q30 , Q31 , Q42 , Q54 , Q56 , Q83 , Q84 , Q85 MTA Bus: Q6 , Q8 , Q9 , Q25 , Q34 , Q41 , Q65 , Q110 , Q111 , Q112 , Q113 , Q114 NICE Bus: n4 , n4X NYC Subway: [REDACTED] [REDACTED] [REDACTED] trains at Jamaica Center–Parsons/Archer NYC Bus: Q4 , Q5 , Q17 , Q20A , Q20B , Q24 , Q30 , Q31 , Q84 , Q85 NICE Bus: n4 At 165th Street Bus Terminal : NYC Bus: Q1 , Q2 , Q3 , Q17 , Q30 , Q31 , Q36 , Q76 , Q77 MTA Bus: Q6 , Q8 , Q9 , Q41 NICE Bus: n1 , n6 , n22 , n24 , n26 The Q20A and B services share
1938-627: Is one of two Queens bus routes to operate between the two boroughs (along with the Q50 ). The Q44 and Q20 were originally operated by the North Shore Bus Company from the 1930s to 1947; they are now operated by MTA Regional Bus Operations under the New York City Transit brand. In June 1999, the Q44 began limited stop service in Queens, with the Q20 split into two branches to provide local service. On November 29, 2015,
2040-840: Is the Flushing–Main Street terminal, where several bus lines, the IRT Flushing Line subway, and the LIRR Port Washington Branch interchange. The Q44 shifts onto Union Street and Parsons Boulevard to 14th Avenue in Whitestone , where some buses terminate. It then enters the Bronx–Whitestone Bridge , sharing the bridge with the Q50 . Throughout Queens, the Q44 provides limited-stop service, making intermittent stops primarily at major intersections and points of interest. After entering
2142-617: The 1939 New York World's Fair in Flushing Meadows–Corona Park on July 1 of that year. On October 28, 1940, this route was combined with the Q44, running from Kew Gardens–Union Turnpike station (along the route that would become the Q74 ) through Whitestone and along East 177th Street in the Bronx to Tremont Avenue and Boston Road at West Farms Square. An alternate branch ran to Westchester Square, Bronx . By December of that year,
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#17327724608232244-702: The Broadway Line and the 60th Street Tunnel before making local stops to Forest Hills–71st Avenue at all times except late nights. The F train joins the IND Queens Boulevard Line from the 63rd Street Line . During the daytime, the F runs express to Forest Hills–71st Avenue before making local stops to Jamaica–179th Street ; the F makes all stops during late nights. The E train runs from the Eighth Avenue Line and 53rd Street to Queens Boulevard before making express stops along
2346-555: The IND Eighth Avenue Line with separate lower-level platforms at 50th Street . Afterward, the tracks split to join the local and express tracks of the Eighth Avenue Line north of 42nd Street–Port Authority Bus Terminal . At that station, a special lower platform formerly served a single southbound track from the Queens Boulevard Line, merging with both southbound tracks of the Eighth Avenue Line south of
2448-496: The IND Second System branches off into an unused upper part of the station which is used for storage. At the intersection of Broadway and Northern Boulevard , west of the line's Northern Boulevard station, the express tracks turn west under Northern Boulevard. The local tracks take a longer route, remaining under Broadway, then turning south onto Steinway Street and west again onto Northern Boulevard, where they rejoin
2550-619: The Jamaica Long Island Rail Road station, when Main Street was extended south to the Grand Central Parkway. The company advertised the route as the shortest "from the entire North Shore" of Queens to Jamaica, running 15 minutes between terminals. Following the opening of the Bronx–Whitestone Bridge in April 1939, North Shore began operating bus service between West Farms Square in the Bronx and
2652-563: The LIRR Jamaica station . Later plans eliminated the dual branches, and consolidated them along Queens Boulevard. This moved the initial alignment of the Sutphin Boulevard branch west to Van Wyck Boulevard (now Van Wyck Expressway ), which was to extend as far south as Atlantic and 94th Avenues. This change caused a conflict between local business groups who wanted the subway under one or the other road. Ultimately, Chairman of
2754-474: The Long Island Expressway . The IND Queens Boulevard Line begins with a large storage yard consisting of two levels with four tracks each south of 185th Street and Hillside Avenue. Once the tracks from the lower level merge with the tracks on the upper level, there is the first station Jamaica–179th Street ( E , F , and <F> trains), and the line continues as
2856-696: The Main Street Line , a public transit line in Queens , New York City , running primarily along Main Street between two major bus- subway hubs in the neighborhoods of Jamaica and Flushing . The Q20A/B terminates in College Point at the north end of Queens. The Q44 continues north into the borough of the Bronx , terminating in the West Farms neighborhood near the Bronx Zoo . The Q44
2958-706: The New York City Board of Estimate awarded and approved a $ 10,481,550 contract to the Patrick McGovern Company. Ground was broken at Vernon Boulevard and 44th Drive in Long Island City on April 2, 1927. The first contract for work entirely within Queens was given to the Atwell-Gustin-Morris Company by the BOT on December 14, 1927. The contract covered the section of the line under Jackson Avenue between
3060-812: The New York City Subway in Manhattan and Queens , New York City , United States . The line, which is underground throughout its entire route, contains 23 stations. The core section between 50th Street in Hell's Kitchen, Manhattan , and 169th Street in Jamaica, Queens , was built by the Independent Subway System (IND) in stages between 1933 and 1940, with the Jamaica–179th Street terminus opening in 1950. As of 2015 , it
3162-808: The Sutphin Boulevard subway station, which connects to the Jamaica station of the Long Island Rail Road and AirTrain JFK , the route turns north onto Sutphin Boulevard. It then turns west onto Hillside Avenue and north onto Queens Boulevard , interchanging with two stations of the IND Queens Boulevard Line . At Main Street the Q44 turns north, running the entire distance of the street between Queens Boulevard and Northern Boulevard in Downtown Flushing (also known as Flushing Chinatown ). In Downtown Flushing
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3264-580: The Van Wyck Expressway ) to Hillside Avenue. The two tubes of the 53rd Street Tunnel under the East River began construction in spring 1927, and were fully excavated between Queens and Manhattan in January 1929, with a ventilation shaft built on Welfare Island (today's Roosevelt Island ). On October 4, 1928, the Board of Estimate approved the construction of the Queens Boulevard Line. Construction on
3366-481: The "Park Avenue of Queens". With the introduction of the subway, Forest Hills and Kew Gardens were transformed from quiet residential communities of one-family houses to active population centers. Following the line's completion, there was an increase in the property values of buildings around Queens Boulevard. For example, a property along Queens Boulevard that would have sold for $ 1,200 in 1925, would have sold for $ 10,000 in 1930. The population of Forest Hills in 1930
3468-462: The "Q35". This service was different from the current Q35 service between Brooklyn and Rockaway Park . It ran from the Flushing–Main Street terminal, north along Linden Street (now Linden Place) and 127th Street to 14th Avenue through Flushing and College Point . This is the routing of the current Q25 bus in the area. The original Q35 then ran east along 14th Avenue before following
3570-453: The 20th and 14th Avenue routes were part of the original Q20, which only ran between College Point and Downtown Flushing. Both routes provide local service, but the Q20A runs at all times, while the Q20B operates only on weekdays. On February 15, 1932, North Shore Bus Company began operating a bus service to replace the Long Island Rail Road 's Whitestone Branch . This service was labeled
3672-486: The Board of Transportation John H. Delaney sided with the Van Wyck Boulevard alignment due to the fact that the Sutphin Boulevard alignment would have required buying more private property. During construction, only bellmouths were built for the line, however, they were eventually used for the IND Archer Avenue Line . As documented by the map, the Queens Boulevard Line, as originally planned, would have had
3774-806: The Bronx , the Q44 and Q50 follow the Hutchinson River Parkway service road to just south of the Bruckner Interchange , making only two stops: one at Lafayette Avenue, and another one at Brush Avenue and Bruckner Blvd, where passengers can also connect to the Bx5 bus. While the Q50 turns east to follow the Bx5, the Q44 turns west onto East 177th Street (the Cross Bronx Expressway service road), running along either direction of
3876-760: The Chamber of Commerce calls the "Golden Area". In Elmhurst, almost all of the century-old buildings in the heart of the village were destroyed for the construction of the subway. Land was taken on the west side of the Broadway to avoid the demolition of the Saint James Episcopal Church and the Reformed Church. Many nineteenth century residences and the Wandowenock Fire Company buildings had to be torn down. To allow
3978-706: The Long Island City−Jamaica Line, Fifty-third Street−Jamaica Line, and Queens Boulevard−Jamaica Line prior to opening, was one of the original lines of the city-owned Independent Subway System (IND), planned to stretch between the IND Eighth Avenue Line in Manhattan and 178th Street and Hillside Avenue in Jamaica, Queens. As originally proposed in 1925, the line's junction with the IND Crosstown Line in Long Island City would have been
4080-963: The Long Island Expressway) in Elmhurst, Queens Boulevard's main road was depressed into underpasses. In Kew Gardens , Union Turnpike and the Interboro Parkway (now the Jackie Robinson Parkway) were depressed below Queens Boulevard at the level of the Union Turnpike station 's mezzanine. From the mezzanine at Union Turnpike, an entrance was built from the Interboro Parkway, allowing passengers from buses and automobiles to be dropped off here instead of from Queens Boulevard. The subway from Long Island City to Roosevelt Avenue and 74th Street
4182-711: The North Shore Bus Company acquired, but did not merge with, the Flushing Heights Bus Corporation which operated the Q17 and the Q25 services between Jamaica and Flushing. North Shore only acquired the Q25 on a temporary basis; as compensation, the city assured the company that they would get a new route between Flushing and Jamaica via Main Street. This was planned to go into service after
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4284-405: The Q20 the Q44FS (Flushing Shuttle). It was one of several routes using the "Q44" designation including the Q44 itself, the Q44A (now the Q46 ), the Q44B (a shuttle to Malba, Queens which has since been discontinued), and the Q44VP (later the Q74). IND Queens Boulevard Line The IND Queens Boulevard Line , sometimes abbreviated as QBL , is a line of the B Division of
4386-431: The Q44 returned to Jamaica, running to the 165th Street Bus Terminal . On July 1, 1939, the Q20 became interlined with the Q17, meaning that south of Flushing the bus would continue via the Q17 route to the Jamaica−165th Street terminal. The service was designated "Q17-20" or "Q20-17" and rollsigns would display Q17/20. Beginning on June 8, 1942, due to restrictions on gasoline and tire usage during World War II ,
4488-424: The Q44 was converted into a Select Bus Service (SBS) route. The current Q44 route begins at the intersection of Merrick Boulevard and Archer Avenue in Downtown Jamaica, Queens (or Jamaica Center), just south of the 165th Street Bus Terminal . This terminus is shared with the Q17 . Traveling west along Archer Avenue, it passes the Jamaica Center station of the Archer Avenue subway and its bus terminal . At
4590-402: The Transit Commission: the construction of a bus terminal at the northeast corner of Hillside Avenue and 168th Street, and the construction of a pedestrian tunnel between the 169th Street subway station at Merrick Road to the bus terminal on that street. The BOT engineers determined that it would cost $ 150,000. Burke had met with Mayor Fiorello LaGuardia and asked him to create a committee to study
4692-460: The area alongside the boulevard not built up in many places. More often than not in some places, billboards would be visible instead of buildings. During the construction of the line, electric utility service was temporarily provided by a wooden pole line. Once the construction of the line was completed, the utility service was underground, and the Queens Boulevard trolley line was replaced by bus service (today's Q60 ), in part due to competition with
4794-417: The bus routes city operated. The joint Q17-20 service later became popular among students of St. John's University , and residents from Jamaica Estates and Flushing Heights (now Kew Gardens Hills ) shopping in Downtown Flushing. On February 3, 1957, the NYCTA separated the Q17 and Q20 services at all times, eliminated service north of 14th Avenue and 122nd Street (College Point Boulevard), and renamed
4896-466: The central business district in Midtown Manhattan. In the late 1920s, speculators, upon learning the route of the proposed line, quickly bought up property on and around Queens Boulevard, and real estate prices soared, and older buildings were demolished in order to make way for new development. In order to allow for the speculators to build fifteen-story apartment buildings, several blocks were rezoned. They built apartment buildings in order to accommodate
4998-407: The chairman of the Hillside Avenue Subway Extension Committee stated that the extension of the line to Springfield Boulevard was a certainty after receiving a letter from the Transportation Commissioner. On December 1, 1930, the BOT announced that a station would be constructed at 178th Street and Hillside Avenue, but would be done under the section between 178th Street and Springfield Boulevard, which
5100-399: The construction of the Queens Boulevard Line, the population of Queens dramatically increased by 248,678, of which, 210,000 lived in areas alongside the new line and the buses that connected to it. By 1940, there were 27.5 square miles of vacant land alongside the line that could be used for housing, compared with only 8 in Brooklyn, 4 in the Bronx, and none in Manhattan. The first section of
5202-426: The contract for the construction of the section between 137th Street and 178th Street, Route 108, Section 11, was let. On December 18, 1931, it was announced that the completion of the Queens Boulevard Line to Roosevelt Avenue was delayed until January 1, 1933. Previously, it has been announced that the line would open in 1931 or 1932. On January 18, 1933, Chairman of the Board of Transportation announced that work on
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#17327724608235304-466: The current Q76 and Q15 routes to Whitestone . On May 2, 1933, North Shore Bus began a shuttle service along Main Street between Main Street/ Roosevelt Avenue subway station in Flushing and Horace Harding Boulevard (now the Long Island Expressway ) in Queensboro Hill . This was the predecessor to Q44 service. At the time, Main Street had yet to be extended south past Reeves Avenue (the north end of modern Queens College ). On September 22, 1935,
5406-439: The eastern yard leads to Jamaica Yard, which was initially planned to be completed on October 20, 1936, was completed on March 31, 1937. On April 9, 1937, Mayor La Guardia announced that the operation of the $ 14.4 million extension to Jamaica and express service would begin on April 24. The extension to Hillside Avenue and 178th Street, with a terminal station at 169th Street opened as planned on April 24, 1937. Express service
5508-461: The express tracks at Broadway in Woodside. The second instance, the one that was built, was planned to have the local tracks continue via Broadway west of the 65th Street station, and then it would turn south via Steinway Street before rejoining the express tracks at the 36th Street station. The express tracks here would take the more direct route, via Northern Boulevard. Originally, the New York City Board of Transportation (BOT) did not plan for
5610-556: The express tracks of the line provide crosstown service across Manhattan under 53rd Street before turning southwest at Eighth Avenue, ending at the 50th Street station. The two-track section west of Queens Plaza is also known as the IND 53rd Street Line . The Queens Boulevard Line is served by four overlapping routes. The E train serves the section between 50th Street and Briarwood, normally running express. The F runs express from 36th Street to 71st Avenue and local east of 71st Avenue to 179th Street. The M and R serve local stops on
5712-738: The express tracks. This is only one of two areas in the subway where the express tracks diverge from the local tracks (the other being the IND Culver Line between Seventh Avenue and Church Avenue .) As the line leaves 36th Street , the two-track IND 63rd Street Line ( F and <F> train) splits from both sets of tracks at a flying junction, running to Manhattan under 41st Avenue. The Queens Boulevard Line continues under Northern Boulevard to Queens Plaza ( E , M , and R trains) before line splitting into three parts at another flying junction. The express tracks ( E and M trains) continue towards Manhattan under 44th Drive, while
5814-524: The express trains travel on a more direct route, via Broadway and Queens Boulevard, while the local trains would take a less direct route hitting larger population centers. There were to be two such instances, however, only one was actually completed. The first one, which was not constructed, would have gone through Winfield (now Woodside ), west of the existing Elmhurst Avenue station, and the local tracks would have diverged, continuing via Queens Boulevard before turning onto 69th Street (Fisk Avenue), rejoining
5916-411: The extension might begin in early November as the BOT prepared to award the contract to Van Wagner Construction Company, which submitted a low bid of $ 5,284,888. The contract called for the extension's completion within two years. The extension was to be constructed using cut-and-cover and required the relocation of underground sewer and electrical lines. Construction on the extension started in 1947 and
6018-408: The extension of Main Street, including a bridge over the Grand Central Parkway , was completed. In 1937, several major bus route changes occurred. Queens–Nassau Transit took over the Q25 service and combined it with their Q34 route along Linden Place and 127th Street in College Point (predecessor to the northern portion of the current Q25). The Q35 was discontinued by North Shore, and was replaced by
6120-424: The first section of the line would be completed by September. In addition, Delaney submitted the capital outlay program for the year, which called for the completion of the extension of the line to 177th Street and Hillside Avenue on January 1, 1935. The line was not completed by January 1 because the funding necessary for the final outstanding contract, which was for the installation of transformers and switch houses,
6222-421: The influx of residents from Midtown Manhattan that would desire a quick and cheap commute to their jobs. Since the new line had express tracks, communities built around express stations, such as in Forest Hills and Kew Gardens became more desirable to live. With the introduction of the subway into the community of Forest Hills, Queens Borough President George U. Harvey predicted that Queens Boulevard would become
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#17327724608236324-428: The installation of light bulbs, withs the only major work left to be completed the final 200 feet (61 m) in the 169th Street terminal. Workers were working on installing the signaling for the two additional switches required. The Van Wyck Boulevard station was completed at the same time as the section of the line that opened to Union Turnpike on December 31, 1936. Work on the section east of Union Turnpike, including
6426-460: The intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Q44&oldid=1118962809 " Category : Disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Q44 (New York City bus) Q44: The Q20A and Q20B (collectively referred to as Q20A/B or Q20 ) and Q44 bus routes constitute
6528-465: The junction with the under-construction Crosstown Line near Queen Street and 44th Drive. The section between Arch Street and Steinway Avenue was awarded to the W.G.T. Construction Company, which required moving the support pillars for the elevated IRT Flushing Line to the sides of the street. Triest Construction Company was awarded the next segment, which was between Queen Street and the intersection of Northern Boulevard and 37th Street. The following section
6630-434: The line (except evenings and weekends when it makes all stops east of Forest Hills–71st Avenue and during late night hours when it runs local on the entire line) to the Archer Avenue Line east of Briarwood . Limited rush hour E trains also run express to Jamaica–179th Street. The entire line is patrolled by NYPD Transit Bureau District 20, headquartered at Briarwood. The Queens Boulevard Line, also referred to as
6732-403: The line began in December 1928, and the whole line cost $ 58 million. During the line's construction, several intersections of Queens Boulevard with major roads were grade separated, in a similar manner to Grand Concourse in the Bronx during the building of the IND Concourse Line around that same time. At adjacent intersections with Woodhaven Boulevard and Horace Harding Boulevard (now
6834-424: The line, west from Roosevelt Avenue to 50th Street , opened on August 19, 1933 at 12:01 a.m. E trains ran local to Hudson Terminal (today's World Trade Center) in Manhattan, while the GG (predecessor to current G service) ran as a shuttle service between Queens Plaza and Nassau Avenue on the IND Crosstown Line . Initially trains ran on four to six-minute headways during rush hours. Later that year,
6936-429: The line. The routes experience frequent overcrowding during weekdays, and the Queens Boulevard Line has among the highest rush-hour train frequencies in the system. A planned upgrade to the line, to replace its signals with a communications-based train control system, would add capacity to the line. The line's construction in the 1920s and 1930s promoted housing growth along the Queens Boulevard corridor and stimulated
7038-429: The local tracks diverge at 65th Street in Jackson Heights and merge again at 36th Street in Sunnyside . West of 36th Street, the IND 63rd Street Line splits off both pairs of tracks, entering Manhattan via the 63rd Street Tunnel . At Queens Plaza in Long Island City , the line narrows to two tracks, with the local tracks splitting into the 60th Street Tunnel Connection and the IND Crosstown Line . From there,
7140-436: The local tracks split two ways, with the 60th Street Tunnel Connection ( R train) turning northwest and the IND Crosstown Line (no regular service) remaining under Jackson Avenue (Northern Boulevard south of Queens Plaza). From this point on, the Queens Boulevard Line has only two tracks. The line continues west through the 53rd Street Tunnel under the East River into Manhattan. After Lexington Avenue–53rd Street ,
7242-418: The local. During non-rush hours local service was provided by EE trains which operated between 169th Street and Church Avenue in Brooklyn. The sections of the line east of Roosevelt Avenue were built by the Public Works Administration . This extension was celebrated with a ribbon-cutting ceremony at the Parsons Boulevard station and with a parade along Hillside Avenue. The initial headway for express service
7344-412: The matter. The Mayor refused and suggested that a station be built between 175th Street and 178th Street to be used for exiting only during the evening rush hour. The Transit Commission recommended Burke's proposed extension to the BOT, which they estimated would cost $ 150,000, and stated that a BOT drawing dated December 30, 1935, had indicated such a temporary station. The construction of an extension
7446-447: The newly constructed subway line. Because the construction of the Queens Boulevard Line utilized the cut-and-cover tunneling method, Queens Boulevard had to be torn up and in order to allow pedestrians to cross, temporary bridges were built over the trenches. Like other IND lines, many stations' mezzanines stretched the full length and width of their stations, and are now considered to be overbuilt. On October 16, 1930, James A. Burke,
7548-404: The plan for the extension of the line, which was estimated to cost $ 10.3 million, of which, $ 7,764,000 would go to construction, with the remainder for subway cars, power substations, third rail and signal equipment, and other electrical equipment. The project was expected to be completed within five years of the date that the contract was awarded. On October 22, 1946, it was revealed that work on
7650-501: The plan would cost $ 100,000 and would not require additional trackage or tunneling. In response to the proposal, BOT engineers analyzed the feasibility of such an extension. They determined that the line would have to be extended between 700 feet (210 m) to 1,000 feet (300 m) under Hillside Avenue to store and switch trains, that it would cost at least $ 2 million, which the city did not have, and would take between 2 and 3 years. Burke had also proposed two other alternative actions to
7752-482: The privately-owned Q33 . On December 15, 1940, F trains began running via the newly opened IND Sixth Avenue Line , also running express west of 71st–Continental Avenues. 169th Street and Parsons Boulevard were both used as terminal stations during this time, with the E terminating at one station and the F at the other. This setup was instituted to prevent congestion at both stations. The existing 169th Street station provided an unsatisfactory terminal setup for
7854-665: The proposed IND Sixth Avenue Line was completed. In February 1935, it was expected that work on Jamaica Yard would be completed by August 20. Construction was not begun until piles had been sunk, through mud and fill, into firm sand. On March 17, 1936, at a hearing of the New York State Transit Commission and the New York State Public Service Commission, the LIRR said that it would seek permission in 1937 to abandon
7956-659: The road. At the Parkchester subway station, the Q44 goes around the Hugh J. Grant Circle. The Q44 continues along East 177th Street until the interchange with the Sheridan Expressway , where it turns north onto Devoe Avenue. The Q44 stops at East Tremont Avenue near the West Farms Square subway station, and terminates at East 180th Street at the southern boundary of the Bronx Zoo . Buses lay over on
8058-485: The route west of 71st Avenue, with the M diverging from the line west of Fifth Avenue/53rd Street and the R splitting west of Queens Plaza. The E and F serve the line at all times, while the M runs on the line during weekdays only and the R runs on the line at all times except late nights. During evenings and weekends, the E runs local between 71st Avenue and Briarwood, and E and F trains make all local stops west of 71st Avenue during late nights to provide local service along
8160-477: The same routing as the Q44 between Jamaica and Whitestone, before diverging west towards their shared terminal in College Point near Flushing Bay . The Q20A branches off at 20th Avenue, running along the northern edge of the former Flushing Airport and serving a large shopping center. This route is shared with the Q76 . The Q20B turns west farther north at 14th Avenue, running through a much more residential area. Both
8262-600: The service was truncated to 14th Avenue and 122nd Street in College Point. Service north of 14th Avenue was restored on February 4, 1946. The Q20 was separated from the Q17 during off-peak "base period" hours on January 27, 1947. In March of that year, North Shore Bus would be taken over by the New York City Board of Transportation (later the New York City Transit Authority [NYCTA]), making
8364-741: The station; the long-disused platform was demolished in June 2013 to make way for the extension of the IRT Flushing Line . The following services use part or all of the IND Queens Boulevard Line: During daytime hours, the portion of the line between 36th Street and Forest Hills–71st Avenue is served by four services: the E , F , M , and R . The M operates via Sixth Avenue and 53rd Street to Queens Plaza before making local stops to Forest Hills–71st Avenue on weekdays. The R enters Queens Boulevard from
8466-513: The stops to the east still needed to be tiled, have stairways, turnstiles and lighting installed. Only two additional contracts remained to be put up for bid, both the results of last minute changes. The first of the two changes was for finishing the Ely Avenue station which did not open with the initial segment to Roosevelt Avenue. The second of the two entails the eastern terminal of the line. Initially, express trains were planned to terminate at
8568-473: The subway line to curve into Queens Boulevard from Broadway, the northeast corner of the two streets was removed, in addition to some stores and an old Presbyterian chapel. New buildings were built behind a new curb line once the subway was completed, bringing a new face to Elmhurst. The introduction of the subway stimulated local growth in Elmhurst. Commercial buildings and apartment houses replaced existing structures. From 1940 to 1950, in large part because of
8670-457: The three stations along its Main Line between Jamaica and Pennsylvania Station—Kew Gardens, Forest Hills, and Woodside. The LIRR had said that it anticipated a loss of annual revenue between $ 750,000 and $ 1 million with the opening of the extension of the Queens Boulevard Line to Jamaica. The opening of the line to Continental Avenue was expected in October as of April 1936. At the same time, it
8772-544: The tracks at 178th Street would be used to turn back trains. This change led to protests from the Jamaica Estates Association. This change delayed the opening of the line from Union Turnpike to 169th Street. On November 19, 1936, Mayor Fiorello La Guardia announced that the line's extension to Union Turnpike would open on December 31, 1936. Accordingly, the line was extended east from Roosevelt Avenue to Union Turnpike on that date. The day before,
8874-674: The urbanization of central Queens. However, there are multiple provisions for spur routes along the Queens Boulevard line that were never built. The most notable of these proposals was the IND Second System , which would have provided a spur to Maspeth from the Jackson Heights–Roosevelt Avenue station; another spur to the Rockaways east of 63rd Drive–Rego Park via the Rockaway Beach Branch ;
8976-402: The value of their properties in anticipation of the opening of the subway. Queens Boulevard, prior to the construction of the subway, was just a route to allow people to get to Jamaica, running through farmlands. Since the construction of the line, the area of the thoroughfare that stretches from Rego Park to Kew Gardens has been home to apartment buildings, and a thriving business district that
9078-730: The westbound track rises above the eastbound track. A flying junction after Fifth Avenue/53rd Street , ties the westbound track into the southbound local tracks of the IND Sixth Avenue Line , which begin here as a merge of these connection tracks and the IND 63rd Street Line . At that junction, the Sixth Avenue express tracks turn west under 53rd Street, just to the south of the Queens Boulevard Line. The two lines share platforms at Seventh Avenue , but no connecting tracks are present. The Queens Boulevard Line then turns south below
9180-614: The wye curves west to become a lower level of the subway just west of Kew Gardens–Union Turnpike. After passing through 75th Avenue , those tracks join the local and express tracks at another flying junction. At Forest Hills–71st Avenue , M and R trains begin their westward route. West of here, the line (now carrying the E , F , <F> , M , and R trains) runs under Queens Boulevard until it turns north onto Broadway after Grand Avenue–Newtown . Near Jackson Heights–Roosevelt Avenue , an abandoned trackless tunnel for
9282-534: Was 18,000, having increased to 100,000 in 1965. The construction boom was not limited to express stations, with fifteen-story apartment buildings built by Cord Meyer, an eighty-family apartment house built by the Rego Park Construction Corporation, and 300 one-family homes built along Woodhaven Boulevard by Pherbus Kaplan, all surrounding the 63rd Drive local station. These development companies all sought out to continue to increase
9384-451: Was announced that Jamaica Yard would be placed into service with this extension of service. The installation of third rail and storage tracks were expected to be completed by the early summer. In April 1936, William Jerome Daly, the secretary of the BOT, stated, in response to requests for a stop at 178th Street, that constructing a station at that location would prevent express service from operating past Continental Avenue. He said that with
9486-703: Was awarded to J.F. Cogan Company, which was required to build the section between the intersection of Steinway Street and Broadway and the intersection of 53rd Street and Northern Boulevard. The remainder of the line was called Route 108, and it was divided into six sections. The first section, between 53rd Street and Pettit Place via Broadway went to Atwell-Gustin-Morris Company, while the section between along Broadway and Queens Boulevard from Pettit Place to 55th Avenue went to George H. Flynn Company. The sections from 55th Avenue to 64th Road and from 64th Road to 71st Road went to Arthur A. Johnson. The final two sections were from 71st Road to Union Turnpike, and from 137th Street (now
9588-496: Was between three and five minutes. 23rd Street–Ely Avenue station opened as an in-fill station on August 28, 1939. Upon its extension into Jamaica, the line drew Manhattan-bound passengers away from the nearby BMT Jamaica Line subway and the Long Island Rail Road . From April 30, 1939 to October 1940, the Queens Boulevard Line served the 1939 New York World's Fair via the World's Fair Railroad . The World's Fair line ran via
9690-399: Was completed by April 1932. During the 1920s and 1930s, in conjunction with the subway construction project, Queens Boulevard was widened with up to twelve lanes in some places, and a right-of-way of 200 feet (61 m) in width was created. With the widening, Queens Boulevard was wide enough for the construction of a four track subway line without serious disruption of surface travel, with
9792-421: Was inaugurated during rush hours, with E trains making express stops from 71st–Continental Avenues to Queens Plaza. The express service operated between approximately 6:30 and 10:30 a.m. and from 3:00 p.m. to 7:00 p.m. Express service was also provided on Saturdays between 6:30 a.m. and 4:00 p.m.. During rush hours, GG trains were extended to Continental Avenue from Queens Plaza, taking over
9894-524: Was not registered until January by the Controller. In addition, one of the contractors, the L. I. Waldman Company, fell behind schedule. As a result, the company was fined and ordered to increase its labor force to complete the project on schedule. In March the September opening date was moved to August. The construction of the Queens Boulevard subway line offered the possibility of quick commutes to
9996-422: Was planned in 1940, and was ready to bid on in 1942 when it was delayed by World War II . Therefore, the line was going to be extended to 184th Place with a station at 179th Street with two island platforms, sufficient entrances and exits, and storage for four ten-car trains. The facilities would allow for the operation of express and local service to the station. On August 1, 1946, the Board of Estimate approved
10098-495: Was projected to be completed in 1949. The extension was completed later than expected and opened on December 11, 1950. E trains were extended there at all times and F trains were extended evenings, nights, and Sunday mornings. On May 13, 1951, all trains outside of rush hour were extended to 179th Street using the local tracks beyond Parsons Boulevard. On October 8, 1951, trains were extended to 179th Street at all times. During rush hours, F trains skipped 169th Street running via
10200-435: Was supported by Queens Borough President Maurice Connolly because it would have served Richmond Hill as well. He also pointed out that there was considerable opposition to building a subway line in front of Maple Grove Cemetery. The map shows a second line branching off and continuing along Queens Boulevard, then running under private property on a diagonal line to Sutphin Boulevard, where it would continue south until it reached
10302-818: Was the only bus service along Main Street in Queens. Before the implementation of Select Bus Service in November 2015, the route ran entirely local along East 177th Street. Now it employs an equivalent to limited-stop service on East 177th Street, but with no additional local route operating along the street. NYC Bus: Bx9 , Bx21 , Bx36 NYC Subway : [REDACTED] [REDACTED] trains at West Farms Square–East Tremont Avenue NYC Bus: Bx11 NYC Bus: Bx11 NYC Bus: Bx11 NYC Bus: Bx4 , Bx4A , Bx11 , Bx36 , Bx39 MTA Bus : BxM6 NYC Subway : [REDACTED] [REDACTED] trains at Parkchester NYC Bus: Bx22 at Castle Hill Avenue NYC Bus: Bx22 Note : This northbound Bronx bus stop
10404-405: Was to be constructed simultaneously with the section from 137th Street to 178th Street. This announcement was made in response to a request by the Jamaica Estates Association for a station at 178th Street. At the time, BOT engineers were completing the design for the extension to Springfield Boulevard and the BOT said that bids on its construction might be let in the near future. On December 23, 1930,
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