146-568: QBL may refer to: IND Queens Boulevard Line , line of the New York City Subway NBL1 North , basketball league in Australia previously known as Queensland Basketball League (QBL) Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title QBL . If an internal link led you here, you may wish to change
292-526: 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,
438-620: 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
584-574: 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
730-609: 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
876-451: 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,
1022-455: 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
1168-752: A peak two-minute headway for twelve minutes in the morning rush hour southbound. The 23rd Street–Ely Avenue station opened as an in-fill station on August 28, 1939, and was served by the E service during rush hours, and by the EE service during other times. Between April 1939 and October 1940, select evening E trains ran to and from the Horace Harding Boulevard terminal at the 1939 New York World's Fair , terminating at Hudson Terminal in Manhattan. These trains operated to and from Chambers Street and ran between 8:24 p.m. and 1:29 a.m., when
1314-479: 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
1460-572: 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
1606-409: A series of NYCTA service cuts to save $ 13 million, many subway lines began running shorter trains during middays. As part of the change, E trains began running with six cars between 9:50 a.m. and 1:30 p.m. On August 30, 1976, some E trains began terminating at 71st Avenue after the morning rush hour. Until 1986, two E trains and two F trains started at 71st Avenue in the morning rush hour with
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#17327720689851752-504: A shuttle bus connected to Sutphin Boulevard and Jamaica Center. During the second phase, which started on November 2, 2020, a limited number of E trains ran to Jamaica Center, running express east of 71st Avenue during the day on weekdays and making local stops at other times. Service to 179th Street was expanded from weekday limited rush hour service to weekday daytime service; these trains made local stops east of 71st Avenue. This phase
1898-435: 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,
2044-491: 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
2190-714: 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
2336-429: 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
2482-646: The A train, which was rerouted via the new IND Fulton Street Line to Rockaway Avenue. The E service was again extended with the opening of the Queens Boulevard Line extension to Kew Gardens–Union Turnpike on December 31, 1936. Express service along Queens Boulevard began on April 24, 1937, coinciding with the extension of the line and E service to 169th Street . Express service 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 p.m. to 7 p.m. Express service
2628-702: 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
2774-750: 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 ,
2920-555: 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
3066-465: 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
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#17327720689853212-563: 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
3358-636: The Long Island Rail Road 's Rockaway Beach Branch reopened as the IND Rockaway Line after being converted for subway service, and E service was extended from East New York to Rockaway Park or Wavecrest (now Beach 25th Street) during weekday rush hours. During non-rush hours, service was provided by four-car shuttles between Euclid and Rockaway Park or Wavecrest. Three weekday E trains leaving 179th Street between 6:54 and 7:27 a.m. were cut at Euclid Avenue, with one half of
3504-555: The Metropolitan Transportation Authority (MTA) elected to connect the 63rd Street Lines to the Queens Boulevard Line at 36th Street, with connections to both the local and express Queens Boulevard tracks. In 2001, the 63rd Street Connection was completed, allowing for an increase of nine trains per hour on the line between Queens and Manhattan through the introduction of V service. Express F trains, which had run via 53rd Street, were rerouted via
3650-706: 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
3796-580: 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
3942-538: The World Trade Center in Lower Manhattan . During rush hours, limited service originates and terminates at Jamaica–179th Street instead of Jamaica Center–Parsons/Archer. Daytime service operates express in Queens and local in Manhattan; late night service serves all stops along its entire route. E service, which is one of the most heavily used services in the subway system, started in 1933 with
4088-481: 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
4234-504: The Archer Avenue Line. Two service plans were identified prior to a public hearing on February 25, 1988, concerning the service plan for the new extension. The first would have split rush-hour E service between the two branches, with late night service to 179th Street provided by the R, while the second would have had all E trains run via Archer Avenue, and would have extended R locals to 179th Street. A modified version of
4380-486: 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
4526-760: 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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4672-674: The E began running to Far Rockaway and Rockaway Park during rush hours, with some trips terminating at Euclid Avenue. During weekday off-peak hours, separate shuttles operated from Euclid Avenue to Far Rockaway and Rockaway Park. At the same time, round-robin service began during weekend and late night service, because of the low ridership at these times. These trains would run from Euclid Avenue to Rockaway Park, and then reverse and run to Far Rockaway, before returning to Euclid Avenue. The operation of eleven-car trains ended on August 18, 1958, because of operational difficulties. The signal blocks , especially in Manhattan, were too short to accommodate
4818-481: The E train were added, running between 71st Avenue and Jay Street. Midday service began operating on eight-minute headways instead of six-minute headways, evening service began operating on ten-minute headways instead of eight-minute headways, and late night service began operating on twenty-minute headways, instead of fifteen-minute headways. With the July 5, 1952 timetable, E trains began running every eight minutes during
4964-522: The E was decreased. Northbound rush hour service began running every four or five minutes, instead of every four, and southbound evening rush hour service began running every four or six minutes, instead of every four. Finally, on August 30, 1976, E service in Brooklyn was eliminated with all trains terminating at World Trade Center. Brooklyn service was replaced by the CC local. On January 24, 1977, as part of
5110-452: The F to minimize disruption to passengers who continued to use Hillside Avenue, to maximize Jamaica Avenue ridership and the length of the peak ridership period, which is longer on the F. It was found that most riders using buses diverted to Archer Avenue used the E, while passengers on buses to 179th Street used the F. Having E trains run local between 71st Avenue and Van Wyck Boulevard was dismissed in order to provide 24 hour express service to
5256-438: The F, during rush hours, receives the most scheduled service of any track segment in the system with 30 trains per hour, 15 on the E, and 15 on the F. The route shares tracks with M trains between Queens Plaza and Fifth Avenue–53rd Street , and with C or late-night A service from 42nd Street–Port Authority Bus Terminal to Canal Street . The following table shows the lines used by the E service, with shaded boxes indicating
5402-531: The Fulton Street Line from Euclid Avenue: two from Rockaway Park, and two from Far Rockaway. To make up for the loss of local service along the Fulton Street Line, four A trains leaving Euclid Avenue between 7:56 a.m. and 8:24 a.m. began making local stops. All E trains began running express and all A trains began running local to Euclid Avenue on September 8, 1959. On June 6, 1960, three E trains started originating at Lefferts Boulevard in
5548-487: The IND Queens Boulevard Line had not yet opened to Jamaica, service ran via the Queens Boulevard Line's local tracks. The E also ran local in Manhattan. Initially, weekday service ran every four minutes during rush hours, every five minutes middays, every six or eight minutes evenings, and every twelve minutes overnights. Service ran every four or five minutes during the Saturday morning rush hour, every five minutes during
5694-649: 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
5840-963: 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
5986-557: The MTA considered three options to improve service at the local stops east of 71st Avenue, including leaving service as is, having E trains run local east of 71st Avenue along with R service, and having F trains run local east of 71st Avenue replacing R service, which would be cut back to 71st Avenue at all times. The third option was chosen to be tested for six months starting in October or November 1992. The test started on October 26, 1992, and
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6132-439: The MTA to eliminate all-local service at these stations. As part of service cuts on September 30, 1990, the R was cut back to 71st Avenue outside of rush hours. Local service to 179th Street was replaced by F trains, which provided Queens Boulevard Express service during middays, evenings, and weekends, and local G service during late nights. In May 1989, Sunday headways were reduced from twelve minutes to ten minutes. As part of
6278-584: The Parsons Boulevard and 179th Street stations on Hillside Avenue. It was decided not to divert some E trains to 179th Street during the afternoon rush hour so that Queens-bound riders would not be confused about where their E train was headed. The 1988 changes angered some riders because they resulted in the loss of direct Queens Boulevard Express service at local stations east of 71st Avenue (169th Street, Sutphin Boulevard, Van Wyck Boulevard and 75th Avenue stations). Local elected officials pressured
6424-517: 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
6570-626: The Queens Boulevard Line in Queens. E trains run local along the Eighth Avenue Line at all times. All trains run express in Queens between 71st Avenue and Queens Plaza at all times except late nights, when they make local stops. On weekends, weekday evenings, and late nights, E trains stop at 75th Avenue and Briarwood ; limited AM-rush trains also make these stops in both directions. During rush hours, limited service runs to and from 179th Street, typically making express stops east of 71st Avenue, although select PM-rush trains to this terminal make local stops. Four E trips originate from 179th Street during
6716-409: The Queens Boulevard Line's express tracks. E trains began running express east of 71st Avenue, skipping 75th Avenue and Van Wyck Boulevard at all times, with local service to 179th Street replaced by the R, which was extended to 179th Street from 71st Avenue. The R extension allowed F trains to continue running express to 179th Street. It was decided to serve Archer Avenue with the E as opposed to
6862-530: The Queens Boulevard Line, paralleling the line by running along the Long Island Rail Road's Main Line , and making stops at Northern Boulevard, where a transfer would be available to Queens Plaza, and Woodside, before merging with the Queens Boulevard Line at 71st Avenue. The line would have provided additional express service to stations east of 71st Avenue, and was intended to divert passengers from
7008-756: 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
7154-589: The Rockaways and Euclid Avenue were replaced by the A service on July 10, 1967. In October 1969, the New York City Transit Authority (NYCTA) performed a test over the course of a month to evaluate the impact that increasing the scheduled frequency of the E and F services along the Queens Boulevard Line in the southbound direction in the morning would have on running times and the number of trains that actually ran in service. As part of
7300-546: The Rockaways during rush hours was doubled. The E would no longer also serve Far Rockaway during rush hours, with this service provided by the A. During other times, except when Round-Robin service operated, E shuttle service would run from Broad Channel to Rockaway Park. A trains would run express instead in Brooklyn during rush hours, though for a longer period of time, and would take over service to Far Rockaway. These changes were initially supposed to take effect on September 11, 1972. On January 19, 1976, rush hour service on
7446-457: The Rockaways. Round-robin service continued to operate late evenings, late nights, and early mornings. From October to June, round-robin service started at 6:40 p.m. leaving Euclid Avenue, and from June to October the service began at 9:44 p.m. from Euclid Avenue. Since many Rockaway riders were dissatisfied with having rush hour service provided by local trains, starting on November 3, 1958, four morning rush hour E trains ran express via
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#17327720689857592-471: 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
7738-485: The a.m. rush hour, three E trips originate from 179th Street during the p.m. rush hour, three E trips terminate at 179th Street during the a.m. rush hour, and four trips terminate at 179th Street during the p.m. rush hour. E trains share tracks with F trains between the 75th Avenue and 36th Street interlockings during weekday rush hours and middays, and between the Van Wyck Boulevard and 36th Street interlockings on evenings, late nights and weekends. The shared segment with
7884-460: 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
8030-593: The beginning of the evening rush hour, four rush hour E trains ran to 179th Street in the evening rush hour, and three morning rush hour reverse-peak trips terminated at Kew Gardens–Union Turnpike. In addition, the frequency of weekday evening service was increased, with trains running every ten minutes instead of every 12 minutes. In 2002, the frequency of weekend E service was increased. Trains began running every eight minutes on Saturday mornings, instead of every ten minutes, and every ten or twelve minutes on Saturday evenings, instead of every twelve minutes. Sunday service
8176-534: 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
8322-589: 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
8468-755: The changes, on October 1, 1990, morning rush hour service from 179th Street was discontinued, and all E trains began running to Jamaica Center. In addition, the frequency of E service was reduced from 15 trains per hour to 12 trains per hour to allow the frequency of F service to be increased from 15 trains per hour to 20 trains per hour. The frequency of F service was subsequently reduced to running every 3 + 1 ⁄ 2 minutes on April 15, 1991, before being increased back to 3 + 1 ⁄ 3 minutes, or about 18 trains per hour, on October 26, 1992. On April 1, 1991, E trains were shortened to run with six-car trains between 11 p.m. and 6 a.m. in order to increase passenger security during overnight hours. In 1992,
8614-451: 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
8760-426: 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
8906-439: 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
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#17327720689859052-517: 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
9198-450: The express tracks. At other times, the F stopped at 169th Street. E (New York City Subway service) The E Queens Boulevard Express/Eighth Avenue Local is a rapid transit service in the B Division of the New York City Subway . Its route emblem, or "bullet", is blue since it uses the IND Eighth Avenue Line in Manhattan . The E operates at all times between Jamaica Center–Parsons/Archer in Jamaica, Queens , and
9344-524: 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
9490-411: 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
9636-480: The fair closed for the night. Service ended following the fair. On December 15, 1940, service on the entire Sixth Avenue Line began, and service patterns across the IND were modified. E service was cut back to Broadway–Lafayette Street , and service south of that station to Church Avenue was replaced by the new F train along Sixth Avenue. The new F service supplemented E express along Queens Boulevard, and allowed for
9782-424: 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,
9928-400: The headway of late night service was increased from twelve minutes to fifteen minutes. In 1949, Saturday afternoon trains were cut back from eight cars to five cars. On October 24, 1949, the E was extended during weekday rush hours to Broadway–East New York , running local via the Fulton Street Line to allow A trains to run express. Several trains continued to terminate at 71st Avenue after
10074-482: 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
10220-428: 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
10366-515: The intention to relieve congestion. These trains were eliminated because they resulted in a loading imbalance, as these lightly-loaded trains would be followed by extremely crowded trains from 179th Street, which followed an eight-minute gap of E and F service from 179th Street. In 1986, the NYCTA studied which two services should serve the Queens Boulevard Line during late nights as ridership at this time did not justify three services. A public hearing
10512-405: The introduction of express service along Queens Boulevard between 71st Avenue and Parsons Boulevard. F trains terminated at Parsons Boulevard instead of 169th Street to reduce congestion at the two stations. Starting January 10, 1944, some E trains began terminating at 71st Avenue after the weekday and Saturday morning rush hour, and some originated there during the evening rush hour. In addition,
10658-465: 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
10804-502: 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
10950-461: 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
11096-399: 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
11242-527: 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
11388-648: 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
11534-524: 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
11680-434: 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
11826-497: 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,
11972-535: 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
12118-471: 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,
12264-444: The link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=QBL&oldid=1216969124 " Category : Disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages IND Queens Boulevard Line The IND Queens Boulevard Line , sometimes abbreviated as QBL ,
12410-578: The local on the IND Fulton Street Line at all times except late nights, replacing the temporarily suspended C service. On September 24, 2001, C service was restored, and E service was cut back to Canal Street, since World Trade Center would be closed until January 28, 2002. On December 16, 2001, the connection from the IND 63rd Street Line to the Queens Boulevard Line opened, and F trains were rerouted via this connector to travel between Manhattan and Queens . E rush hour service
12556-522: The local tracks of the BMT Broadway Line , replacing the RR . This service was discontinued on August 30, 1976, and replaced by the N . The E and F, the two Queens Boulevard express services, have historically been some of the most overcrowded routes in the entire subway system, and have more ridership than can be accommodated by existing capacity. Multiple efforts have been made to deal with
12702-424: The local tracks of the IND Queens Boulevard Line. With the installation of CBTC on the Eighth Avenue Line as part of the 2015–2019 Capital Program, and on the Archer Avenue Line as part of the 2020–2024 Capital Program, the E will become fully automated. In October 2017, twenty five-car train sets assigned to the E service had seats at the end of the cars removed to provide extra capacity. The MTA expected that
12848-436: 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 ,
12994-498: 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
13140-493: The longer trains, and the train operators had a very small margin of error to properly platform the train. It was found that operating ten-car trains allowed for two additional trains per hour to be scheduled. To make up for the loss of eleven-car trains, two short-run trains from 71st Avenue were added on the E and F during rush hours. On October 11, 1958, round-robin service ceased operating on weekends, being by replaced by shuttles running from Euclid Avenue to either terminal in
13286-663: The lower level of the 42nd Street station during rush hours on March 23, 1970, to reduce delays by relieving congestion on the station's platforms. The frequency of weekend service was decreased on July 3, when trains started running every ten minutes on Saturdays and every twelve minutes on Sundays. As part of systemwide changes in bus and subway service on January 2, 1973, the E became the local in Brooklyn again, running alternatively to Euclid Avenue and Rockaway Park–Beach 116th Street on weekdays from 6:15 a.m. to 9 a.m. and from 3:35 p.m. to 6:15 p.m.. The span of express service in Manhattan and through service to Brooklyn and
13432-412: 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
13578-597: The morning and afternoon on Saturday, instead of every six minutes during the morning rush hour, and every seven minutes during the morning and afternoon. During late evenings, trains began running every twelve minutes instead of every eight minutes. In 1953, the platforms were lengthened at 75th Avenue , Sutphin Boulevard , Spring Street , Canal Street , Ralph Avenue , and Broadway–East New York to 660 feet (200 m) to allow E and F trains to run eleven-car trains. The E and F began running eleven-car trains during rush hours on September 8, 1953. The extra train car increased
13724-460: The morning and afternoon, and every six or eight minutes in the evening. On Sunday, E trains ran every six or seven minutes in the morning, every five minutes in the afternoon, and every six or eight minutes in the evening. Service was provided by three-car trains during rush hours and two-car trains at other times. By January 16, 1934, rush hour service was operating with three- or four-car trains. E trains were extended to East Broadway following
13870-618: The morning rush hour and three E trains began terminating there in the evening rush hour, after complaints from riders. Shuttles between Euclid Avenue and the Rockaways, which had not been assigned a route designation, but often were signed as E trains, were labeled HH trains on February 1, 1962. In 1964, E trains were cut back from five-car trains to four-car trains on Saturday late nights and to three-car trains on Sunday late nights. In addition, trains were lengthened from five cars to six cars on Sunday mornings, afternoons, and evenings. Two additional E trains began running from 169th Street during
14016-503: The morning rush hour on April 6, 1964; these trips began entering service at 179th Street on December 21, 1964. On July 11, 1966, midday service began running every ten minutes, instead of every eight, and evening service began running every twelve minutes, instead of every ten. At the same time, midday and evening trains began running with ten-car trains instead of eight-car trains, and late night trains were extended from four-car trains to five-car trains. Midday and evening shuttles between
14162-472: The morning rush hour. At the same time, the headway between rush hour trains in the peak-direction was reduced from four minutes to three minutes. The Queens Boulevard Line's extension to 179th Street opened on December 11, 1950, and E trains were extended from 169th Street to terminate there. In 1952, trains were lengthened from five-car trains to six-car trains on Saturday mornings, afternoons, and evenings. On June 30, 1952, two morning rush hour trips on
14308-481: The new connection, and were replaced by new local V trains. To further increase capacity, as part of the MTA's 2010–2014 Capital Program the MTA is equipping the tracks from 50th Street/8th Avenue and 47th–50th Streets–Rockefeller Center to Kew Gardens–Union Turnpike with communications-based train control , which would allow for three more trains during peak hours on the Queens Boulevard express tracks (it currently runs 29 tph). This would also increase capacity on
14454-447: 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,
14600-624: The opening of the IND Queens Boulevard Line . In its early years, the E train ran along the Rutgers Street Tunnel and South Brooklyn Line to Brooklyn , though this service pattern stopped by 1940. Until 1976, the E train ran to Brooklyn and Queens via the IND Fulton Street Line and IND Rockaway Line during rush hours and to the World Trade Center at other times. The E's northern terminal
14746-699: The opening of the IND Sixth Avenue Line from West Fourth Street on January 1, 1936. E trains no longer served stations on the Eighth Avenue Line south of West Fourth Street. On April 9 of the same year, the Sixth Avenue Line was extended through the Rutgers Street Tunnel to Jay Street–Borough Hall , and E trains were extended via this line and the IND South Brooklyn Line to Church Avenue , replacing
14892-416: The overcrowded E and F to the new line, which would have connected to the BMT Broadway Line and IND Sixth Avenue Lines in Manhattan via the new 63rd Street Lines . Since funding for the entire line dried up because of the 1975–1976 New York City fiscal crisis , the plan was scaled back to the construction of the 63rd Street Lines to a dead-end station at 21st Street–Queensbridge in Queens. In 1990,
15038-441: The peak of rush hour was reduced to three minutes at this time. On September 12, 1938, nine weekday rush hour trains began terminating at Jay Street between 7:45 and 8:30 a.m. Five of these trips originated at 169th Street, while the other four began service at Parsons Boulevard . Four northbound E trains entered service at Smith–Ninth Streets between 4:52 and 5:25 p.m. on weekdays. The additional service allowed for
15184-404: 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
15330-501: 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
15476-482: 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
15622-506: The problem. In 1968, as part of the Metropolitan Commuter Transportation Authority (MCTA) 's Program for Action plan to drastically expand the region's transportation network, the 63rd Street–Southeast Queens line was proposed to increase capacity between Queens and Manhattan and reduce overcrowding on Queens Boulevard express trains. This line would have served as a "super-express" bypass of
15768-665: 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
15914-450: The removal of seats would allow each E train to carry up to 100 additional riders. Subsequent surveys found that the removal of seats improved passenger flow on trains, helping reduce dwell times in stations. For several decades, the E has hosted a large population of homeless people and has been nicknamed the "Homeless Express", according to a conductor interviewed by WNBC . It is the subway route that most homeless people sleep on since
16060-491: The replacement of track switches at the World Trade Center station, the E was extended to Euclid Avenue at all times except late nights, when it operated to Canal Street . Service on the E was again affected by the September 11 attacks in 2001, as its terminal station, World Trade Center, was located at the northeastern corner of the World Trade Center site , so for a time, the E again operated to Euclid Avenue in Brooklyn as
16206-400: The route at the specified times: For a more detailed station listing, see the articles on the lines listed above. The E is signed on trains, in stations, and on maps with a blue emblem, or "bullet" since it runs via the Eighth Avenue Line. The route was first color-coded in a light blue on November 26, 1967, when the NYCTA introduced its first set of colored service labels to coincide with
16352-520: The route runs fully underground, sheltering people from the cold, and since the route has some of the system's newer rolling stock. In addition, the route passes through major transit hubs that shelter the homeless, like Pennsylvania Station and the Port Authority Bus Terminal . E trains run between Jamaica Center–Parsons/Archer on the Archer Avenue Line and World Trade Center on the Eighth Avenue Line at all times, running via
16498-406: The same date, late night G service was permanently cut back from 179th Street to Court Square, replaced by F service running local east of Queens Plaza, doubling late night service frequency at Queens Boulevard local stations. On September 8, 1998, E trains began running at a frequency of eight trains per hour middays, an increase from six trains per hour. During the early part of 2000, because of
16644-399: The second plan was decided upon. The change in the plan was the operation of alternate E trains from 179th Street as expresses during the morning rush hour between 7:07 and 8:19 a.m. to provide an appropriate level of E service to Archer during the morning rush, to maintain the same level of service to 179th Street while providing express service, and to provide greater choice for riders at
16790-741: 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
16936-513: 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
17082-473: 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
17228-512: The test, 35 trains were scheduled to leave 179th Street during the morning peak hour, 17 E trains and 18 F trains. However, only 32 trains actually left the terminal, 15 E trains and 17 F trains. The study found that the average number of trains actually in service was 28 at Queens Plaza, 14 Es and 14 Fs, and 31 at 71st Avenue, 15 Es and 16 Fs, and that running such a high frequency of service was not possible without increasing running times and causing congestion. Southbound E trains began stopping at
17374-402: 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
17520-919: The total carrying capacity by 4,000 passengers. The lengthening project cost $ 400,000. On October 30, 1954, the E service was modified as part of a series of service changes made following the completion of the Culver Ramp, which made it possible for IND service on the Culver Line to run to Coney Island . Non-rush hour E service was rerouted from Broadway–Lafayette Street to Hudson Terminal, and E trains began running express in Manhattan during rush hours, when they headed to Brooklyn. In 1955, late night trains were cut back from five-car trains to three-car trains, and midday and evening trains were lengthened from six-car trains to eight-car trains. A year later, late night trains were lengthened to operate with four-car trains instead of three-car trains. On June 28, 1956,
17666-544: 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,
17812-438: 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,
17958-451: The train running to Far Rockaway, and the other half going to Rockaway Park. After the end of the morning rush hour, several trains terminated at East New York, before going back into Manhattan-bound service before the afternoon rush hour. On September 17, 1956, rush hour E service was cut back to Euclid Avenue when Rockaway service was replaced by the A train. The A and E later switched southern terminals again, and on September 8, 1958,
18104-402: 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
18250-610: 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
18396-534: 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
18542-402: Was also provided on Saturdays between 6:30 a.m. and 4 p.m. During rush hours, GG trains were extended to Continental Avenue from Queens Plaza, taking over the local service. During non-rush hours, when GG service terminated at Queens Plaza, local service was provided by EE trains, which operated between 169th Street and Church Avenue in Brooklyn. The initial headway for express service
18688-451: 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
18834-703: 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
18980-496: 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
19126-512: Was between three and five minutes. With the completion of the Crosstown Line on July 1, 1937, non-rush hour GG service was extended to 71st Avenue, allowing E trains to run express along Queens Boulevard west of 71st Avenue at all times. EE service was discontinued at this time. In addition, three southbound E trains began service at 71st Avenue between 8:07 and 8:28 a.m. during the morning rush hour. The headway between trains during
19272-399: 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
19418-544: Was completed in December 2020. On March 17, 2023, New York City Transit made adjustments to evening and late night E, F and R service to accommodate long-term CBTC installation on the Queens Boulevard Line between Union Turnpike and 179th Street . E service originating from the World Trade Center began operating local in Queens two hours earlier on weekdays and Saturdays, after 9:30 pm instead of 11:30 pm, and one hour earlier on Sundays, after 9:30 pm instead of 10:30 pm. Starting on August 28, 2023, E service to 179th Street
19564-469: Was held in December 1986, and it was determined that having the E and R, which would replace the N, run during late nights provided the best service. On May 24, 1987, ten-minute frequencies on E during evenings were extended by an additional hour to 9 p.m. On December 11, 1988, the Archer Avenue Lines opened, and E trains were rerouted via this branch, running to Jamaica Center via
19710-470: Was implemented on a permanent basis six months later, eliminating express service along Hillside Avenue. On March 23, 1997, the E service began stopping at 75th Avenue and Briarwood during evenings, nights and weekends. On August 30, 1997, E service began running local in Queens during late nights in order to ease connections, reduce the need for late night transfers, and provide even service intervals. On
19856-421: 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
20002-401: Was increased from 12 trains per hour to 15 trains per hour, and F service decreased from 18 trains per hour to 15 trains per hour to accommodate these trains. The additional E trains ran to 179th Street, running express along Hillside Avenue, due to a lack of capacity to handle additional trains at Jamaica Center. Four trains began at 179th Street in the morning rush hour, and three began there in
20148-483: Was increased to run every eight minutes on February 22, 2004. On September 16, 2019, the three trips that terminated at Kew Gardens were extended to 179th Street, making express stops along Hillside Avenue. Between September 19 and November 2, 2020, E service was cut back to Jamaica–Van Wyck due to track replacement on the upper levels of the Jamaica Center and Sutphin Boulevard stations. During this time,
20294-415: Was increased to run every ten or twelve minutes during the morning and evening, instead of every twelve or fifteen minutes, and trains began running every 8 or 10 minutes during afternoons, instead of every twelve minutes. On April 27, 2003, evening service was increased, with trains running at six-, eight-, and ten-minute headways, instead of twelve-minute headways. Midday, afternoon, and early evening service
20440-524: 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
20586-422: 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
20732-495: 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
20878-435: 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
21024-426: Was switched from 179th Street to Jamaica Center with the opening of the IND Archer Avenue Line in 1988. E service began with the opening of the IND Queens Boulevard Line from 50th Street to Roosevelt Avenue on August 19, 1933, running between Roosevelt Avenue and Hudson Terminal (current World Trade Center station) on the IND Eighth Avenue Line . Because the IND Crosstown Line did not yet fully open, and as
21170-399: Was temporarily suspended; this service change continued through the end of March 2024. The EE originally ran as an Eighth Avenue local between 71st Avenue and Chambers Street during off peak hours when the GG did not run. This service was discontinued on July 1, 1937. However, the EE reappeared on November 27, 1967, when it ran between 71st–Continental Avenues and Whitehall Street via
21316-405: 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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