106-539: Q70 may refer to: Q70 (New York City bus) , a bus route in New York City Al-Maarij , the 70th surah of the Quran French submarine Foucault (Q70) Infiniti Q70 , a sport sedan Samsung Sens Q70, a notebook computer [REDACTED] Topics referred to by the same term This disambiguation page lists articles associated with
212-526: 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,
318-620: 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
424-574: 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
530-609: 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
636-686: A day. The buses that operate on the Q70 have special luggage racks for people traveling to and from the airport. M60 SBS LGA Shuttle Bus In 2009, under the Phase II of the city's Select Bus Service (SBS) program, faster bus service to LaGuardia Airport was recommended as a primary need. Under the LaGuardia Airport Access Alternatives Analysis study, another SBS study which was conducted by NYCDOT in partnership with MTA Bus, New York City Transit, and
742-451: 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,
848-455: 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
954-538: A lack of funding. According to the city government, the three routes "would provide "shorter term, lower cost transit improvements" for LaGuardia Airport. Compared to the Q33 route between Jackson Heights and LaGuardia, it takes the Q70 40% less time to get to LaGuardia. The Q33 runs on local residential and commercial streets, which are frequently congested, resulting in slower service. The change, however, took direct airport service away from airport employees who live along
1060-479: 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
1166-572: 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
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#17327727013131272-435: 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,
1378-491: 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
1484-724: Is a public transit line in Queens , New York City , running primarily along the Brooklyn Queens Expressway . It runs between the 61st Street–Woodside station —with transfers to the New York City Subway and Long Island Rail Road —and Terminals B and C at LaGuardia Airport , with one intermediate stop at the Jackson Heights–Roosevelt Avenue/74th Street station . This route is operated by MTA Regional Bus Operations under
1590-643: Is a line of the B Division of 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
1696-670: Is flawed and misleading, and that the bus stop locations on Roosevelt Avenue are not well marked. Increased service, bus running every 10 minutes during all times, countdown clocks and on-board announcements were all suggested by the group. In December 2015, the MTA announced that the Q70 SBS would be implemented in September 2016, when it was rebranded as the LaGuardia Link with the implementation of off-board payment of fares. This
1802-429: 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 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
1908-466: Is similar as to what the Riders Alliance proposed, but the route would still require a free transfer or a regular fare. As opposed to other SBS routes, the Q70 was to be wrapped in a teal blue scheme with silhouettes of clouds and airplanes. The buses would also have the text "LaGuardia Link" on the front, back, and both sides, in addition to the route emblems for the E, F, M, R, and 7 routes and
2014-702: 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
2120-695: The Brooklyn-Queens Expressway and the Grand Central Parkway towards LaGuardia Airport . The Q70 serves the "Central Terminals", stopping at Terminal C, then Terminal B. The route then loops through the airport roadway and continues back to Jackson Heights and Woodside. On the return trip, the Q70 uses 75th Street and Woodside Avenue to travel between the Roosevelt Avenue/74th Street and 61st Street–Woodside subway stations. The Q70 runs 24 hours
2226-750: 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 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 ,
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#17327727013132332-555: 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
2438-465: The Jamaica–179th Street terminus opening in 1950. As of 2015 , it 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
2544-563: 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
2650-632: The MTA Bus Company brand. The route was created on September 8, 2013, as a limited-stop route. The Q70 Limited bus was part of a program to create faster bus service between Woodside, Jackson Heights, and LaGuardia Airport. On September 25, 2016, it became a Select Bus Service route with the branding LaGuardia Link . The Q70 route started using articulated buses in June 2020 because of increased ridership, and it has been fare-free since April 2022. The Q70 served nearly 1.2 million passengers in 2014,
2756-706: 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
2862-596: The Port Authority of New York and New Jersey in 2011–2012, it was recommended that a bus route should connect the central terminals of LaGuardia and transit hubs in Jackson Heights and Woodside . At these transit hubs, transfers could be made to the subway, Long Island Rail Road and buses from the new connector route. The reason for the creation of the study was the slow bus service on the M60 , Q33 , Q47 , Q48 , and Q72 , which all went to LaGuardia Airport. At
2968-580: 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
3074-481: 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
3180-486: 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
3286-760: 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
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3392-506: The LIRR and subway station. This would eliminate a sharp turn at Broadway and 75th Street for southbound buses, as well as relocate the route onto less-congested streets. Furthermore, the terminus at 61st Street and Roosevelt Avenue would no longer be shared with the Q53 SBS route; the new articulated buses meant that there was not enough space to accommodate both routes at that terminal, since
3498-478: The LaGuardia Subway Shuttle with no fares. The report mentioned that 85% of passengers using the Q70 already transferred to and from the subway, meaning that the bus brings no new revenue to the MTA. The group advocated for the rebranding of the route in conjunction with improved signage advertising for the route. Additional critiques made by the group are that the signage at LaGuardia for the Q70
3604-706: 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
3710-963: 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
3816-484: The Q33 route in Jackson Heights, although MTA studies indicated that only a small portion of LaGuardia-bound passengers came from these areas. However, since its implementation in September 2013, daily ridership on the Q70 has more than doubled from 2,100 riders to 4,300 riders. In November 2015, the Riders Alliance, an advocacy group for transit riders, issued a report suggesting that the Q70 be rebranded as
3922-694: The Q53 also uses articulated buses. This change was expected to take effect in April 2020, but was instead implemented on June 28, 2020. The delay was due to uncertainties caused by the COVID-19 pandemic in New York City , which prevented the New York City Department of Transportation from installing the new bus stop at 61st Street. In December 2019, the MTA released a draft redesign of
4028-564: The Q70 SBS increased by 35%. In March 2020, MTA Bus proposed to the MTA Transit and Bus Committee that the Q70 fleet be converted to 60-foot (18 m) articulated buses due to increasing ridership. In conjunction with this action, the southbound path of the Q70 would be modified between 75th Street and 61st Street. Buses would run south on 75th Street and then west on Woodside Avenue without any intermediate stops, terminating at Woodside Avenue and 61st Street, some 250 feet (76 m) from
4134-568: The Q70 bus would no longer charge fares starting on May 1, 2022, while the New York state government studied alternatives to the planned AirTrain LaGuardia people-mover system. Previously, fares on the Q70 were periodically suspended during peak travel periods, such as Easter and Christmas , and many Q70 passengers already transferred to and from the subway for free. The AirTrain LGA project
4240-595: The Q70 served 1,185,485 passengers. In 2018, the latest year for which passenger numbers are available, the Q70 had 1,704,485 passengers. This amounted to an average of 5,090 riders per weekday and an average of 7,280 riders per weekend. In 2022, the average weekday ridership of the Q70 Select Bus Service was 1,016. Since 2023, ridership numbers have not been counted since it is a free service. IND Queens Boulevard Line The IND Queens Boulevard Line , sometimes abbreviated as QBL ,
4346-420: The Q70 was intended as a bus rapid transit project, for its first three years of service it was not branded as Select Bus Service (SBS) and did not employ most SBS elements, lacking ticket machines, all-door boarding, branded buses, and dedicated bus lanes. The route was implemented as a limited-stop route instead, because there were regulatory issues preventing SBS implementation. It was also thought that in
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4452-517: 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 the urbanization of central Queens. However, there are multiple provisions for spur routes along
4558-756: 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 ; a third spur east of Briarwood along the former Van Wyck Boulevard to South Ozone Park ; and an extension of
4664-540: The Queens bus network. The redesign was delayed due to the COVID-19 pandemic, and the original draft plan was dropped due to negative feedback for other routes. A revised plan was released in March 2022. The Q70 is the only route for which no modifications were made at all, compared with 2019 conditions (the plan does not reflect the 2020 rerouting on Woodside Avenue). In April 2022, governor Kathy Hochul announced that
4770-471: 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
4876-402: The abbreviation "LIRR," which connect to the bus at Woodside–61st Street and at Jackson Heights–Roosevelt Avenue. The rebranding was to encourage more people to take public transportation when using the airport. The insides of the buses were to have air traveler branded messaging. On September 25, 2016, Q70 Select Bus Service started with the route being branded as the LaGuardia Link , though
4982-460: 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
5088-534: 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
5194-589: 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
5300-507: 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
5406-426: 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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#17327727013135512-439: 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
5618-461: 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
5724-524: 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
5830-411: 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
5936-467: The first full year of operation, which increased to nearly 1.95 million passengers in 2019. The Q70 starts in Woodside at 61st Street and Roosevelt Avenue , where a connection is available to the Long Island Rail Road at its Woodside station , and a transfer is available to the IRT Flushing Line ( 7 and <7> trains) at 61st Street–Woodside station . The route continues via Roosevelt Avenue until it reaches 74th Street at
6042-424: 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,
6148-421: 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
6254-428: 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
6360-431: The interim, the combination of highway use and widely spaced stops would provide sufficient benefits. The Q70 is one of three SBS routes that were planned under the LaGuardia Alternatives Analysis. The M60 became an SBS route on May 25, 2014, and the Bx41 SBS route had been planned to be extended to LaGuardia Airport under the LaGuardia Alternatives Analysis. However, the Bx41 extension has yet to be implemented due to
6466-461: The junction of Woodside, Elmhurst , and Jackson Heights . Here, a transfer is available to the Flushing Line ( 7 train) and IND Queens Boulevard Line ( E , F , <F> , M , and R trains) at Jackson Heights–Roosevelt Avenue/74th Street station ; the Jackson Heights stop is the most heavily used stop on the route. The route then travels non-stop, running via Broadway before turning onto
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#17327727013136572-465: 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
6678-434: 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
6784-461: 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 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
6890-399: 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 the line. The routes experience frequent overcrowding during weekdays, and
6996-403: 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
7102-504: 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 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
7208-524: 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
7314-434: The line narrows to two tracks, with the local tracks splitting into the 60th Street Tunnel Connection and the IND Crosstown Line . From there, 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
7420-497: 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 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,
7526-471: 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 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
7632-471: 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,
7738-436: 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 ,
7844-566: 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
7950-412: 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
8056-447: 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,
8162-404: 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
8268-501: 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
8374-482: 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
8480-614: 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
8586-629: The route kept its existing Q70 designation. The Q70 became MTA Bus's first SBS route; the change was expected to increase annual operating costs by $ 870,000. There is also the potential for traffic signal priority for the corridor on which the Q70 runs, which would speed up travel even further. The bus stop in Woodside was moved to the east to share a bus stop with the Q53 SBS , and the LaGuardia Airport-bound stop in Jackson Heights
8692-575: The same title formed as a letter–number combination. If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Q70&oldid=1118983376 " Category : Letter–number combination disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Q70 (New York City bus) The LaGuardia Link Q70 Select Bus Service bus route
8798-690: 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
8904-513: 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
9010-473: 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
9116-522: The three panelists, the enhanced bus service would cost $ 500 million. In June 2023, the PANYNJ provided $ 30 million to fund the design of the enhanced bus service. A final Queens bus redesign plan was released in December 2023. The Q70 would not be changed at all under the final bus redesign; even the westbound routing on Woodside Avenue would be preserved. In 2014, the first full year of operation,
9222-508: 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
9328-588: The time, the airport was the New York area's only large airport without any rapid transit connections to Manhattan. A new bus route running between Woodside and LaGuardia Airport via the Jackson Heights–Roosevelt Avenue/74th Street subway station was announced in October 2012. This was implemented on September 8, 2013, as the Q70 limited-stop route, which replaced the portion of the Q33 local bus that went to LaGuardia Airport. The Q33
9434-544: 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,
9540-438: 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 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,
9646-402: 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
9752-682: 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
9858-534: 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
9964-451: 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
10070-703: 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
10176-568: 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
10282-513: Was canceled in March 2023, after a panel of three transportation experts recommended that the frequency of the Q70 bus be increased and that another bus route, running to the Astoria–Ditmars Boulevard station , be operated by the Port Authority of New York and New Jersey (PANYNJ). The panel also suggested turning a mile-long section of the Brooklyn-Queens Expressway into a dedicated bus lane . According to Janette Sadik-Khan , one of
10388-399: 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
10494-421: 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
10600-467: 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
10706-422: 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
10812-495: 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
10918-552: Was relocated from its current location on 75th Street and Roosevelt Avenue into the 74th Street–Jackson Heights Intermodal Terminal (swapping stop locations with the Q47 ) to provide an easier transfer to the subway. A new marketing campaign is designed to raise awareness of the route, with print publications on certain airlines, an extensive social media campaign, in-flight Wi-Fi and video services, and with wall wraps in baggage claim areas in LaGuardia. Between 2016 and 2019, ridership on
11024-449: Was subsequently cut back to 95th Street and Ditmars Boulevard . The Q70 originally ran with 40-foot (12 m) buses. In April 2016, in response to higher ridership, service on the Q70 was increased to run every 8 minutes instead of every 12 minutes during midday and PM peak hours. Weekend service began running every 10 minutes, and service during overnight hours was increased to run every 20 minutes from every 30 minutes. Although
11130-492: 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
11236-405: 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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