La IRT Flushing Line es una ruta de tránsito rápido del sistema de metro de la ciudad de Nueva York , llamada así por su terminal este en Flushing, Queens . Se maneja como parte de la División A . La Interborough Rapid Transit Company (IRT), un operador privado, había construido la sección de la línea desde Flushing , Queens , hasta Times Square , Manhattan entre 1915 y 1928. Se abrió una extensión occidental a Hudson Yards en el oeste de Manhattan en 2015, y la línea ahora se extiende desde Flushing hasta Chelsea, Manhattan. Transporta trenes del servicio local 7 , así como el expreso <7> durante las horas pico en la dirección pico. [2] Es la única línea IRT actualmente operativa para servir a Queens.
Línea de lavado IRT | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Descripción general | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Dueño | Ciudad de nueva york | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Termini | Flushing – Main Street 34th Street – Hudson Yards | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Estaciones | 22 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Servicio | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Tipo | Tránsito rápido | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Sistema | Metro de Nueva York | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Operador (es) | Autoridad de Tránsito de la Ciudad de Nueva York | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Pasajeros diarios | 817.793 [1] | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Historia | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Abrió | 1915-1928 (entre Times Square y Flushing – Main Street) 13 de septiembre de 2015 (entre 34th Street y Times Square) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Técnico | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Numero de pistas | 2-5 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Personaje | Subterráneo (Manhattan, Western Queens y Main Street) Elevado (al este de Hunters Point Avenue y al oeste de Main Street, exclusivo) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Ancho de vía | 4 pies 8+1 / 2 en(1435 mm) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Electrificación | Tercer carril de 625 V CC | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Se muestra en color violeta en los letreros de las estaciones, el mapa oficial del metro y los mapas de rutas internas en los vagones R188 . Antes de que la línea se abriera hasta Flushing en 1928, se conocía como Corona Line o Woodside and Corona Line . Antes de la interrupción de los servicios de BMT en 1949, la parte de la línea IRT Flushing Line entre Times Square y Queensboro Plaza se conocía como Queensboro Line . Desde mediados de la década de 2010, el sistema de señales de la línea se ha convertido en un sistema automatizado .
La línea Flushing tiene varios estilos de arquitectura, que van desde estructuras elevadas con vigas de acero hasta viaductos de hormigón de estilo europeo . Las estaciones de metro también tienen algunos diseños únicos. Los diseños incluyen Hunters Point Avenue , que tiene un estilo italiano ; Grand Central – 42nd Street , que es un solo tubo redondo similar a una estación de metro de Londres ; y 34th Street – Hudson Yards , que, con su profunda bóveda y espacioso interior, se asemeja a una estación de metro de Washington .
Extensión y servicio
Ruta
Los servicios que utilizan Flushing Line son de color violeta. Los siguientes servicios utilizan parte o la totalidad de la línea de lavado de IRT: [3]
Servicio | Periodo de tiempo | |
---|---|---|
Horas punta , dirección pico | Otros tiempos | |
Local | Línea completa | |
Rápido | Línea completa | Sin servicio |
La línea tiene dos secciones distintas, divididas por la estación Queensboro Plaza . Comienza como un metro de tres vías, con la vía central utilizada para el servicio expreso, en Flushing – Main Street . [4] Se deja rápidamente el suelo en un acero de estructura elevada por encima de la Avenida Roosevelt, pasando Citi Field y el Estados Asociación de Tenis de Estados 's Centro Nacional de Tenis . Un cruce aéreo entre Mets-Willets Point y 111th Street brinda acceso a Corona Yard desde las pistas locales. [5] En 48th Street en Sunnyside , la línea cambia a Queens Boulevard y comienza un ornamentado viaducto de hormigón . La vía rápida termina entre 33rd Street – Rawson Street y Queensboro Plaza. [4] [6]
En Queensboro Plaza, la vía en dirección este ( ferrocarril norte ) está por encima de la vía en dirección oeste, con ambas vías en el lado sur de las plataformas de la isla. En el lado norte de estas plataformas se encuentra la línea BMT Astoria . Al este de este punto, tanto la Línea Flushing como la Línea Astoria fueron operadas anteriormente por el IRT y el BMT . Todavía existen conexiones entre las vías en dirección este justo al este de las plataformas, pero no se pueden utilizar para el servicio de ingresos ya que los trenes BMT son más anchos que los trenes IRT. Esta es la única conexión de vía entre Flushing Line y el resto del sistema de metro. [4] [6]
Al oeste de Queensboro Plaza, la línea gira bruscamente hacia el sur hacia una estructura elevada sobre 23rd Street. Se adentra en el extremo oeste de Amtrak 's Sunnyside Yard , y pasa a través de dos estaciones de metro antes de entrar en Manhattan a través del túnel Steinway bajo el East River . En Manhattan, la línea pasa por debajo de la calle 42 , con una parte directamente debajo del transbordador de la calle 42 ( tren S ), antes de girar hacia la calle 41. La estación Times Square – 42nd Street , sin conexiones de vías con otras líneas, está directamente debajo de 41st Street. [4]
Al oeste de Times Square, las vías se curvan bruscamente hacia abajo antes de pasar por la 11th Avenue . Las vías terminan en la calle 24, aunque la última estación está en la calle 34 . [4] [7] Este segmento fue construido como parte de la extensión de la línea Flushing Line hacia el oeste hasta el Far West Side de Manhattan (ver § Extensión hacia el oeste ). [8] Un menor nivel dado de baja en la Octava Avenida del IND 's la calle 42-Port Terminal Autoridad autobús estación anteriormente bloqueado el camino. [9] Aunque Londres finalmente recibió la oferta para los Juegos Olímpicos de Verano de 2012 , la ciudad de Nueva York buscó la extensión de todos modos, aunque como un medio para permitir la remodelación del extremo oeste bajo el Proyecto de remodelación de Hudson Yards . [10]
Distinciones
La línea Flushing es una de las dos únicas líneas de metro no lanzadera de la ciudad de Nueva York que alberga un solo servicio y no comparte el recorrido operativo con ninguna otra línea o servicio; el otro es el BMT Canarsie Line , que lleva el tren L. Debido a esto, la MTA está automatizando la línea con nuevos trenes utilizando el control de trenes basado en comunicaciones (CBTC), similar a la Línea Canarsie (ver § Automatización de la línea ). [11]
El servicio 7 de IRT Flushing Line tiene la distinción de operar trenes con la mayor cantidad de vagones en el metro de la ciudad de Nueva York. 7 trenes tienen once vagones de largo; la mayoría de los demás servicios del metro de la ciudad de Nueva York funcionan con trenes de diez u ocho vagones. Sin embargo, los trenes no son los más largos por longitud total. Un tren IND / BMT de diez vagones de 60 pies (18 m) de largo u ocho vagones de 75 pies (23 m) de largo, que tiene 600 pies (180 m) de largo, todavía es 35 pies (11 m) más largo que un tren IRT de once vagones de 51,4 pies (15,7 m) de largo, que tiene 565 pies (172 m) de largo. [4]
Historia
Orígenes
Los primeros orígenes de Flushing Line surgieron el 22 de febrero de 1885, con la fundación del East River Tunnel Railroad . El ferrocarril construiría el túnel Steinway debajo del East River, conectando Long Island Rail Road en Queens con el New York Central Railroad en Manhattan. [12] Sin embargo, la East River Tunnel Railroad Company desapareció. El 22 de julio de 1887, Walter S. Gurnee y Malcolm W. Niven fundaron New York and Long Island Railroad Company (NY & LIRR). Pronto comenzaron a planificar el túnel. [13]
Para correr desde West 42nd Street y Tenth Avenue hasta Van Alst Avenue después de cruzar debajo del East River, los constructores planearon que el resto de la línea se construyera en terrenos privados, y se hicieron numerosas modificaciones a la propuesta. [13] En 1890, William Steinway aconsejó a la empresa que utilizara electricidad para alimentar los túneles, creyendo que la construcción del túnel aumentaría el valor de sus propiedades en los alrededores. [13] [14]
El 3 de junio de 1892, comenzó la construcción del túnel cerca de la intersección de 50th Avenue y Vernon y Jackson Avenues. [15] : 164 Sin embargo, varias fallas y obstáculos, que incluyeron un manantial subterráneo que impedía la extracción de escombros, resultaron en la terminación del proyecto el 2 de febrero de 1893. [15] : 165 Varias convocatorias para la reanudación del proyecto entre 1893 y 1896, además de una extensión propuesta a Nueva Jersey, fueron inútiles. [16] El túnel se abrió para el uso del metro el 22 de junio de 1915, con servicio entre Grand Central y Vernon-Jackson Avenues . [17]
La línea Flushing se extendió una parada desde Vernon-Jackson Avenues hasta Hunters Point Avenue el 15 de febrero de 1916. [18] [19] El 5 de noviembre de 1916, la línea Flushing se extendió dos paradas más hacia el este hasta la estación Queensboro Plaza. . [20] [21] [19] En este punto, la Línea Flushing entre Grand Central y Queensboro Plaza se llamaba Línea Queensboro . [22] [20]
Construcción bajo los contratos duales
En Queensboro Plaza, la línea se unía con el túnel de la calle 60 del BMT , así como con un ramal de la línea elevada de la segunda avenida del IRT en el puente de Queensboro . Desde este punto hacia el este, las líneas Flushing y Astoria fueron construidas por la ciudad de Nueva York como parte de los contratos duales . Eran oficialmente líneas IRT en las que el BMT tenía derechos de seguimiento irrevocables e iguales . Debido a que los trenes BMT eran más anchos y las plataformas habían sido construidas para el IRT, los trenes BMT normales corrían solo hasta Queensboro Plaza , con una transferencia a lanzaderas , usando vagones elevados, que alternaban entre las terminales Astoria-Ditmars Boulevard y Flushing-Main Street. Los trenes IRT simplemente continuaron desde Queensboro Line y Queensboro Bridge hasta las líneas a Astoria y Flushing. [13] La línea a Flushing originalmente se llamaba Corona Line o Woodside and Corona Line antes de que se completara a Flushing. [23] [24] : 9, 128
La línea se abrió desde Queensboro Plaza hasta Alburtis Avenue el 21 de abril de 1917. [20] [25] [26] [27] La línea Flushing fue inicialmente ridiculizada por los oponentes, ya que pasaba por áreas agrícolas en lugar de conectar lugares poblados, como las líneas anteriores tenían. El rápido desarrollo siguió rápidamente una vez que Flushing Line estuvo en funcionamiento, con edificios de apartamentos de seis pisos que se erigieron directamente en los campos anteriores, y varias firmas importantes construyeron viviendas para sus trabajadores a lo largo de la ruta. [28] En junio de 1917, el número de pasajeros en la línea superó las expectativas, con 363,726 pasajeros usando la Línea Corona ese mes, 126,100 usando la estación Queensboro Plaza y 363,508 usando el Metro Queensboro. [29]
Los transbordadores BMT comenzaron a utilizar las líneas Flushing y Astoria el 8 de abril de 1923. [30] El servicio a la calle 111 se inauguró el 13 de octubre de 1925, con un servicio de transporte entre la calle 111 y la terminal anterior en Alburtis Avenue (ahora 103rd Street - Corona Plaza) en la pista con destino a Manhattan. [31] [32] La línea a Main Street se había completado prácticamente en este punto, pero tuvo que ser reconstruida en parte debido al hundimiento de los cimientos de la estructura en las cercanías de Flushing Creek. [32] [33] Una vez que se consideró que la estructura era segura para la operación, la línea se extendió hasta Willets Point Boulevard el 7 de mayo de 1927. [34] [35] : 13 Esta extensión fue servida por trenes lanzadera hasta que se completó el servicio. inaugurado el 14 de mayo. En esa fecha se celebró formalmente la inauguración de la estación; coincidió con la apertura del puente de la Avenida Roosevelt para automóviles y autobuses. [36] [37]
El 22 de marzo de 1926, la línea se extendió una parada hacia el oeste desde Grand Central hasta la Quinta Avenida . [38] [39] : 4 La línea finalmente se extendió a Times Square el 14 de marzo de 1927. [35] : 13 [40] La extensión este a Flushing – Main Street se abrió el 21 de enero de 1928. [41] En este tiempo, Corona Yard abrió, con el cobertizo de inspección y algunas pistas de patio disponibles para su uso. [42] : 9 Las pistas restantes se abrieron el 16 de abril de 1928. [24] : 104
Para la Feria Mundial de Nueva York de 1939 , la estación de Willets Point Boulevard fue reconstruida y centrada en 123rd Street, justo al oeste de donde se encontraba originalmente la estación. Algunos restos de la antigua estación aún son visibles; los herrajes tienden a indicar dónde estaban las estaciones más antiguas de la plataforma exterior, y los restos del área de entrada de tarifas se pueden ver al este de la estación actual. La estación original de Willets Point Boulevard era una parada "menor" en la línea Flushing; tenía sólo dos escaleras y marquesinas de estación cortas al nivel de la plataforma. Fue reconstruida en la estación mucho más grande que se usa hoy en día, y la rampa utilizada durante dos Ferias Mundiales todavía existe, pero solo se usa durante eventos especiales, como el Abierto de Estados Unidos de tenis . El servicio expreso a la Feria Mundial comenzó en Flushing Line el 24 de abril de 1939. [43]
Actualmente e históricamente, el IRT asignó el número 7 a su servicio de metro Flushing Line, aunque esto no apareció en ningún equipo hasta la introducción del material rodante R12 en 1948. El BMT asignó el número 9 a su servicio, utilizado en mapas pero no firmado en trenes. [44]
Expansión oriental no realizada
La estación de Main Street no estaba destinada a ser la terminal de Flushing Line. [45] : 49 [46] Mientras que la controversia sobre una línea elevada en Flushing continuaba en enero de 1913, la Asociación de Mejoramiento de Whitestone presionó por un elevado a Whitestone , College Point y Bayside. Sin embargo, algunos miembros de ese grupo querían oponerse a la construcción de la línea Flushing si no iba a haber una extensión a Whitestone. En enero de 1913, grupos que representaban a las comunidades en el sur de Flushing colaboraron para impulsar un elevado a lo largo de lo que entonces era la Rama Central del LIRR , [45] : 53–55 en el actual derecho de paso del Kissena Corridor Park . [45] : 277 Poco después, la Comisión de Servicios Públicos de Nueva York (PSC) anunció su intención de extender la línea como una línea de Corona a Flushing, con una posible extensión adicional a Little Neck Bay en Bayside. [45] : 56 Hubo consenso en que la línea no debería terminar abruptamente en Corona, pero incluso con la extensión de 5,5 millas (8,9 km) a Bayside, el municipio todavía tendría menos kilometraje de ruta de contratos duales que Brooklyn o el Bronx. El New York Times escribió que en comparación con el Bronx, Queens tendría mucho menos kilometraje en metro per cápita incluso con la extensión de Flushing. [47]
The Bayside extension was tentatively approved in June 1913, but only after the construction of the initial extension to Flushing.[45]:61 Under the revised subway expansion plan put forth in December 1913, the Flushing Line would be extended past Main Street, along and/or parallel to the right-of-way of the nearby Port Washington Branch of the LIRR towards Bell Boulevard in Bayside. A spur line would branch off north along 149th Street towards College Point.[48]
In 1914, the PSC chairman and the commissioner committed to building the line toward Bayside. However, at the time, the LIRR and IRT were administered separately, and the IRT plan would require rebuilding a section of the Port Washington branch between the Broadway and Auburndale stations. The LIRR moved to block the IRT extension past Flushing since it would compete with the Port Washington Branch service in Bayside.[45]:62 One member of the United Civic Association submitted a proposal to the LIRR to let the IRT use the Port Washington Branch to serve Flushing and Bayside, using a connection between the two lines in Corona.[45]:63 The PSC supported the connection as an interim measure, and on March 11, 1915, it voted to let the Bayside connection be built. Subsequently, engineers surveying the planned intersection of the LIRR and IRT lines found that the IRT land would not actually overlap with any LIRR land.[45]:63[49] The LIRR president at the time, Ralph Peters, offered to lease the Port Washington and Whitestone Branches to the IRT for rapid transit use for $250,000 annually (equivalent to $6,400,000 in 2020), excluding other maintenance costs. The lease would last for ten years, with an option to extend the lease by ten more years. The PSC favored the idea of the IRT being a lessee along these lines, but did not know where to put the Corona connection.[45]:64 Even the majority of groups in eastern Queens supported the lease plan.[50] The only group who opposed the lease agreement was the Flushing Association, who preferred a previous plan to build the Corona Line extension as a subway under Amity Street (currently Roosevelt Avenue), ending at Main Street.[45]:64–65
Afterward, the PSC largely ignored the lease plan since it was still focused on building the first phase of the Dual Contracts. The Flushing Business Men's Association kept advocating for the Amity Street subway, causing a schism between them and the rest of the groups that supported the LIRR lease. Through the summer of 1915, the PSC and the LIRR negotiated the planned lease to $125,000 a first year, equivalent to $3,200,000 in 2020, with an eight percent increase each year; the negotiations then stalled in 1916.[45]:65–66 The Whitestone Improvement Association, impatient with the pace of negotiations, approved of the subway under Amity Street even though it would not serve them directly.[45]:66[51] The PSC's chief engineer wrote in a report that a combined 20,600 riders would use the Whitestone and Bayside lines each day in either direction, and that by 1927, there would be 34,000 riders per day per direction.[51][45]:67 The Third Ward Rapid Transit Association wrote a report showing how much they had petitioned for Flushing subway extensions to that point, compared to how little progress they had made in doing so.[52] Negotiations continued to be stalled in 1917.[45]:67 Despite the line not having been extended past Corona yet, the idea of a subway extension to Little Neck encouraged development there.[45]:68
The Whitestone Branch would have had to be rebuilt if it were leased to the subway, with railroad crossings removed and the single track doubled. The PSC located 14 places where crossings needed to be eliminated. However, by early 1917, there was barely enough money to build the subway to Flushing, let alone a link to Whitestone and Bayside.[45]:68 A lease agreement was announced on October 16, 1917,[53] but the IRT withdrew from the agreement a month later, citing that it was inappropriate to enter such an agreement at that time.[45]:68 Thereafter, the PSC instead turned its attention back to the Main Street subway extension.[45]:71
Even after the Main Street station opened in 1928, efforts to extend the line past Flushing persisted. In 1928, the New York City Board of Transportation (BOT) proposed allowing IRT trains to build a connection to use the Whitestone Branch, but the IRT did not accept the offer since this would entail upgrading railroad crossings and the single-tracked line. Subsequently, the LIRR abandoned the branch in 1932.[45]:72 As part of the 1929 IND Second System plan, the Flushing Line would have had branches to College Point and Bayside east of Main Street.[45][54][55] That plan was revived in 1939.[56] The BOT kept proposing an extension of the Flushing Line past Main Street until 1945, when World War II ended and new budgets did not allow for a Flushing extension. Since then, several New York City Transit Authority proposals for an eastward extension have all failed.[45]:72
Service curtailments and slight improvements
Second Avenue Line service, including the connection across the Queensboro Bridge, ended June 13, 1942,[57] and free transfers to the IRT Third Avenue Line were offered at Grand Central.[58] These transfers were valid until May 12, 1955, when Third Avenue Line service ended.[59]:113
On October 17, 1949, the joint BMT/IRT service arrangement ended. The Flushing Line became the responsibility of IRT. The Astoria Line had its platforms shaved back, and became BMT-only.[60] Because of this, routes through the then eight-track Queensboro Plaza station were consolidated and the northern half of the structure was later torn down. Evidence of where the torn-down platforms were, as well as the trackways that approached this area, can still be seen in the ironwork at the station.[citation needed]
During the joint service period, the elevated stations on the Astoria and Flushing Lines were only able to fit nine 51-foot-long IRT cars, or seven 60-foot-long BMT cars. After the BMT/IRT dual services ended in 1949, the New York City Board of Transportation announced that the Flushing Line platforms would be lengthened to 11 IRT car lengths, and the Astoria Line platforms extended to 10 BMT car lengths. The project, to start in 1950, would cost $3.85 million.[61]
Identification of Trains and Routing Automatically (IDENTRA) was implemented on the line in the 1957 and used until 1997, when a route selector punch box with B1 Astoria, local/express buttons was installed at the 10/11 car marker on the upper level of Queensboro Plaza.[62][63] IDENTRA used a removable round circular disc type radio antenna assembly, slide-mounted on the small mounting brackets that were attached on the front of R12, R14, R15, and R17 cars that were assigned to the 7 route, which had been used on the line since 1948. Similar to the use of radio transponders in the CBTC installation, the system used the antennas to determine whether a train was running local or express, and then accordingly switched the track at interlockings near the Queensboro Plaza and Flushing–Main Street stations. This move reduced the number of signal towers on the line from 9 to 2[62][64] and theoretically allowed to operate 37 eleven-car trains instead of only 30 nine-car trains per hour.[65][66] The consolidated signal system was in use by 1956 while the selector system was in service by 1958.[67] However, in practice, train frequencies were not necessarily increased. According to an experiment performed by the Long Island Star Journal in 1957, rush-hour headways ranged from 6 to 15 minutes between local trains, and 2 to 6 minutes between express trains.[66]
In 1953, with increased ridership on the line, a "super-express" service was instituted on the line.[68] The next year, the trains were lengthened to nine cars each. Subsequently, the trains were extended to ten cars on November 1, 1962.[69] With the 1964–1965 World's Fair in Flushing Meadows–Corona Park in April 1964, trains were lengthened to eleven cars.[67][70] The Flushing Line received 430 new R33S and R36 cars for this enhanced service.[59]:137
Rolling stock along the Flushing Line received "strip maps" in 1965, the first such installation in the system. The strip maps showed only the stations on the Flushing Line, as opposed to for the entire system, but the transfers available at each station were listed.[71]
Decline and rehabilitation
As with much of the rest of the subway system, the IRT Flushing Line was allowed to deteriorate throughout the 1970s to the late 1980s. Structural defects that required immediate attention at the time were labeled as "Code Red" defects or "Red Tag" areas, and were numerous on the Flushing Line. Some columns that supported elevated structures on the Flushing Line were so shaky that trains did not run when the wind speed exceeded 65 miles per hour (105 km/h). This was particularly widespread on the Flushing and the BMT Jamaica Lines.
On May 13, 1985, a 4 1⁄2-year long project, $70 million project to overhaul the IRT Flushing Line commenced.[72] It forced single-tracking on much of the line during weekends, and the elimination of express service for the duration of the project. The MTA advertised this change by putting leaflets in the New York Times, the Staten Island Advance, the Daily News, and Newsday. The project laid new track, replaced or repaired concrete and steel structures, replaced wooden station canopies with aluminum, improved lighting, improved signage, and installed new ventilation and pumping equipment. Expanded service was provided when the Mets played home games or when there were sporting events in Flushing Meadows–Corona Park. Paradoxically, Flushing local trains had better on-time performance during the construction than before it started.
The $70 million rehabilitation project on the Queens Boulevard concrete viaduct was completed six months early, and <7> express service was restored on August 21, 1989, without stopping at 61st Street–Woodside.[73]:17 This led to protests by community members to get express service back at 61st Street station. The reason for the discontinuance on the Flushing express was because the MTA felt it took too long to transfer between locals and expresses. The service was also due to fears of delays on the line when locals and expresses merged after 33rd Street–Rawson Street. The change was supposed to enable local trains to stop at 61st Street every four minutes (15 trains per hour) during rush hours, but according to riders, the trains arrived every 8–10 minutes. The community opposition led to service changes, and expresses began stopping at Woodside again a few months later.[74]
On weekends between January 19 and March 11, 7 service was partially shutdown so that switches at the Fisk Interlocking could be replaced. The $5 million project was not done in conjunction with the work between 1985 and 1989 because the 23-year old switches were not due for replacement.[72]
In the mid-1990s, the MTA discovered that the Queens Boulevard viaduct structure was unstable, as rocks that were used to support the tracks as ballast became loose due to poor drainage, which, in turn, affected the integrity of the concrete structure overall. <7> express service was suspended again between 61st Street–Woodside and Queensboro Plaza; temporary platforms were installed to access the express track in the four intermediate stations.[75] The work began on April 5, 1993.[76][77] When the viaduct reconstruction finished on March 31, 1997, full <7> express service was reinstated.[78] Throughout this entire period, ridership grew steadily.[79]
In spring 2018, express service west of 74th Street was suspended temporarily so the MTA could fix the supports under the center track at 61st Street.[80]
Early 21st century upgrades
Automation of the line
In January 2012, the MTA selected Thales for a $343 million contract to set up a communications-based train control (CBTC) system as part of the plan to automate the line. This was the second installation of CBTC, following a successful implementation on the BMT Canarsie Line. The total cost was $550 million for the signals and other trackside infrastructure, and $613.7 million for CBTC-compliant rolling stock.[64] The safety assessment at system level was performed using the formal method Event-B.[81]
The MTA chose the Flushing Line for the next implementation of CBTC because it is also a self-contained line with no direct connections to other subway lines currently in use. Funding was allocated in the 2010–2014 capital budget for CBTC installation on the Flushing Line, with scheduled installation completion in 2016.[11] The R188 cars were ordered so the line would have compatible rolling stock. CBTC on the line will allow the 7 and <7> services to run 7% more service, or 2 more trains per hour (tph) during peak hours (before retrofit, it ran 27 tph).[82] However, the system had been retrofitted to operate at 33 tph even without CBTC.[64][83]
The first train of R188 cars began operating in passenger service on November 9, 2013.[84][85] Test runs of R188s in automated mode started in late 2014.[64] However, the CBTC retrofit date was later pushed back to 2017[86] or 2018[87] after a series of problems that workers encountered during installation, including problems with the R188s.[86][87] The project also went over budget, costing $405 million for a plan originally marked at $265.6 million.[86] The whole line was cutover to CBTC operation on November 26, 2018, with the completion of the segment from Hudson Yards to the north of Grand Central.[88]
Completely independent of the CBTC installation is the 7 Subway Extension (see below), which features both CBTC signals and fixed-block signaling. The extension will also increase line capacity.[64]
Extension westward
In the 1990s, the Metropolitan Transportation Authority (MTA) began exploring the possibility of a Flushing Line extension to New Jersey.[10] In 2001, a business and civic group convened by Senator Charles Schumer argued that a proposed westward extension of the Midtown office district could not be accomplished without a subway extension, saying:[89]
The long blocks along the avenues make the walk as long as 20 minutes to the westernmost parts of the area. In addition, there is no convenient link from Grand Central Station or elsewhere on the east side of Manhattan, making the Far West Side a difficult commute for workers from parts of Manhattan, Queens, Westchester and Connecticut.[89]
An extension of the Flushing Line was then proposed as part of the New York City bid for the 2012 Summer Olympics.[90][91] The City wanted to get funding before July 2005, at which time the International Olympic Committee would vote on funding, but due to budget shortfalls, the MTA could not pay to fund the extension.[10] After New York City lost their Olympic bid, the government of New York City devised a rezoning plan for the Hudson Yards area and proposed two new subway stations to serve that area.[92][93] The subway extension was approved[10] following the successful rezoning of about 60 blocks from 28th to 43rd Streets, which became the Hudson Yards neighborhood.[94] In October 2007, the MTA awarded a $1.145 billion contract to build an extension from Times Square to Hudson Yards.[95][96][97]
There is one new station at 34th Street and Eleventh Avenue to serve Hudson Yards. The MTA originally planned for another station at 10th Avenue and 41st Street but eliminated it due to lack of funding.[95] The extension's opening was delayed several times due to issues in installing the custom-made incline elevators for the 34th Street station.[98][99][100] The extension eventually opened on September 13, 2015.[8] The 34th Street–Hudson Yards station's design has been compared to that of Washington Metro stations,[101] or to those of stations along London's Jubilee Line Extension.[102][103]
Station renovations
In early 2012, the 45th Road–Court House Square station was closed for a complete renovation, which included the addition of elevators and a connection to the Court Square–23rd Street station complex.[104] As part of the 2015–2019 Capital Program, the MTA would renovate the 52nd, 61st, 69th, 82nd, 103rd and 111th Streets stations, a project that has been delayed for several years but is slated to begin in mid-2020. Conditions at these stations were among the worst of all stations in the subway system.[105] Additionally, several stations along the line, including Vernon Boulevard–Jackson Avenue, Queensboro Plaza, 33rd Street, and 46th Street, are slated to receive elevators as part of the 2020–2024 MTA Capital Program.[106]
Listado de emisoras
Station service legend | |
---|---|
Stops all times | |
Stops all times except late nights | |
Stops late nights and weekends only | |
Stops weekdays only | |
Stops rush hours in the peak direction only | |
Time period details | |
Station is compliant with the Americans with Disabilities Act | |
↑ | Station is compliant with the Americans with Disabilities Act in the indicated direction only |
↓ | |
Elevator access to mezzanine only |
Neighborhood (approximate) | Station | Tracks | Services | Opened | Transfers and notes | |
---|---|---|---|---|---|---|
Queens | ||||||
Begins as a three track line | ||||||
Flushing | Flushing–Main Street[107] | all | 7 <7> | January 21, 1928[108] | originally Main Street Q44 Select Bus Service Connection to LIRR at Flushing–Main Street | |
Willets Point | ↑[a] | Mets–Willets Point[107] | all | 7 <7> | January 21, 1928[108] | Connection to LIRR at Mets–Willets Point (special events only) formerly Willets Point–Shea Stadium originally Willets Point Boulevard |
Corona | connecting tracks to Corona Yard | |||||
111th Street[107] | local | 7 | October 13, 1925[31] | |||
103rd Street–Corona Plaza[107] | local | 7 | April 21, 1917[26] | originally Alburtis Avenue | ||
Junction Boulevard[107] | all | 7 <7> | April 21, 1917[26] | originally Junction Avenue | ||
Elmhurst | 90th Street–Elmhurst Avenue[107] | local | 7 | April 21, 1917[26] | originally Elmhurst Avenue | |
Jackson Heights | 82nd Street–Jackson Heights[107] | local | 7 | April 21, 1917[26] | originally 25th Street–Jackson Heights | |
74th Street–Broadway[107] | local | 7 | April 21, 1917[26] | E F M R (IND Queens Boulevard Line at Jackson Heights–Roosevelt Avenue) originally Broadway Q47 bus to LaGuardia Airport (Marine Air Terminal only) Q53 Select Bus Service Q70 Select Bus Service to LaGuardia Airport | ||
Woodside | 69th Street[107] | local | 7 | April 21, 1917[26] | originally Fisk Avenue Q47 bus to LaGuardia Airport (Marine Air Terminal only). | |
61st Street–Woodside[107] | all | 7 <7> | April 21, 1917[26] | originally Woodside Connection to LIRR at Woodside Q53 Select Bus Service Q70 Select Bus Service to LaGuardia Airport | ||
52nd Street[107] | local | 7 | April 21, 1917[26] | originally Lincoln Avenue | ||
Sunnyside | 46th Street–Bliss Street[107] | local | 7 | April 21, 1917[26] | originally Bliss Street | |
40th Street–Lowery Street[107] | local | 7 | April 21, 1917[26] | originally Lowery Street | ||
33rd Street–Rawson Street[107] | local | 7 | April 21, 1917[26] | originally Rawson Street | ||
Center Express track ends | ||||||
connecting tracks to BMT Astoria Line (no passenger service) | ||||||
Long Island City | Queensboro Plaza[107] | all | 7 <7> | November 5, 1916[21] | N W (BMT Astoria Line) | |
Court Square[107] | all | 7 <7> | November 5, 1916[21] | originally 45th Road–Court House Square G (IND Crosstown Line) E M (IND Queens Boulevard Line) | ||
Hunters Point Avenue[107] | all | 7 <7> | February 15, 1916[18] | Connection to LIRR at Hunterspoint Avenue | ||
Vernon Boulevard–Jackson Avenue | all | 7 <7> | June 22, 1915[17] | originally Vernon-Jackson Avenues Connection to LIRR at Long Island City | ||
Manhattan | ||||||
Steinway Tunnel under the East River | ||||||
Midtown Manhattan | Grand Central[107] | all | 7 <7> | June 22, 1915[17] | 4 5 6 <6> (IRT Lexington Avenue Line) S (IRT 42nd Street Shuttle) Connection to Metro-North Railroad at Grand Central Terminal | |
Fifth Avenue[107] | all | 7 <7> | March 22, 1926[38] | B D F M (IND Sixth Avenue Line at 42nd Street–Bryant Park) | ||
Midtown Manhattan (Times Square) | Times Square[107] | all | 7 <7> | March 14, 1927[40] | N Q R W (BMT Broadway Line) 1 2 3 (IRT Broadway–Seventh Avenue Line) A C E (IND Eighth Avenue Line at 42nd Street–Port Authority Bus Terminal) S (IRT 42nd Street Shuttle) Port Authority Bus Terminal | |
Hell's Kitchen / Hudson Yards / Chelsea | 34th Street–Hudson Yards[110] | all | 7 <7> | September 13, 2015[111] | built as part of the 7 Subway Extension planning names 34th Street, 34th Street–Javits Center M34 Select Bus Service |
Notas
- ^ Only the Flushing-bound local side platform is wheelchair-accessible. Trains operate on this platform only during New York Mets games and other special events.[109]
Referencias
- ^ "Average Weekday Subway Ridership". Metropolitan Transportation Authority. Archived from the original on March 28, 2014. Retrieved April 2, 2014.
- ^ "7 Subway Timetable, Effective September 13, 2020". Metropolitan Transportation Authority. Retrieved December 9, 2020.
- ^ "Subway Service Guide" (PDF). Metropolitan Transportation Authority. September 2019. Retrieved September 22, 2019.
- ^ a b c d e f Dougherty, Peter (2006) [2002]. Tracks of the New York City Subway 2006 (3rd ed.). Dougherty. OCLC 49777633 – via Google Books.
- ^ Dougherty, Peter (2020). Tracks of the New York City Subway 2020 (16th ed.). Dougherty. OCLC 1056711733.
- ^ a b "Flushing Line 2016 Town Hall April 5, 2016 Sunnyside, Queens" (PDF). Access Queens. Metropolitan Transportation Authority. April 5, 2016. Retrieved October 22, 2017.
- ^ Marrero, Robert (January 1, 2017). "472 Stations, 850 Miles" (PDF). B24 Blog, via Dropbox. Retrieved April 27, 2018.
- ^ a b Tangel, Andrew (September 13, 2015). "New Subway Station Opens on NYC's Far West Side". Wall Street Journal. Retrieved September 13, 2015.
- ^ Mindlin, Alex (April 20, 2008). "No Whoosh, No 'All Aboard'". The New York Times. Retrieved February 28, 2010.
- ^ a b c d Mitchell L. Moss (November 2011). "HOW NEW YORK CITY WON THE OLYMPICS" (PDF). Rudin Center for Transportation Policy and Management, Robert F. Wagner Graduate School of Public Service. New York University. Retrieved September 11, 2015.
- ^ a b Pages 11–12 Archived March 2, 2012, at the Wayback Machine
- ^ "Tunnel Under the East River" (PDF). The New York Times. February 22, 1885. ISSN 0362-4331. Retrieved January 9, 2018.[dead link]
- ^ a b c d Rogoff, David (1960). "The Steinway Tunnels". Electric Railroads (29).
- ^ "Rapid-Transit Systems; One Plan or Parts of Several May Be Adopted. the Availability and Utility of a Roomy Tunnel -- Speed, Light, and Cleanliness Obtainable by the Use of Electricity" (PDF). The New York Times. December 28, 1890. ISSN 0362-4331. Archived from the original (PDF) on December 22, 2019. Retrieved January 9, 2018.
- ^ a b Hood, Clifton (2004). 722 Miles: The Building of the Subways and How They Transformed New York (Centennial ed.). Baltimore: Johns Hopkins University Press. pp. 163–168. ISBN 978-0-8018-8054-4. Retrieved August 26, 2009.
- ^ Feinman, Mark S.; Darlington, Peggy; Pirmann, David. "IRT Flushing Line". www.nycsubway.org. www.nycsubway.org. Retrieved April 21, 2013.
- ^ a b c "Queensboro Tunnel Officially Opened — Subway, Started Twenty-Three Years Ago, Links Grand Central and Long Island City — Speeches Made in Station — Belmont, Shonts, and Connolly Among Those Making Addresses — $10,000,000 Outlay" (PDF). New York Times. June 23, 1915. p. 22. Retrieved October 2, 2011.
- ^ a b "Subway Extension Open - Many Use New Hunters Point Avenue Station" (PDF). New York Times. February 16, 1916. p. 22. Retrieved August 31, 2016.
- ^ a b Senate, New York (State) Legislature (January 1, 1917). Documents of the Senate of the State of New York.
- ^ a b c "Annual report — 1916-1917". Interborough Rapid Transit Company. December 12, 2013. hdl:2027/mdp.39015016416920. Cite journal requires
|journal=
(help) - ^ a b c "New Subway Link" (PDF). New York Times. November 5, 1916. p. XX4. Retrieved October 2, 2011.
- ^ Minutes and Proceedings. New York City Transit Authority. January 1, 1955.
- ^ "STATION SITES FOR NEW SUBWAYS; Pamphlet Issued by Utilities Board Contains List of Stops on Dual System" (PDF). The New York Times. July 6, 1913. ISSN 0362-4331. Retrieved October 1, 2017.[dead link]
- ^ a b Annual Report. J.B. Lyon Company. 1928.
- ^ Cunningham, Joseph; DeHart, Leonard O. (1993). A History of the New York City Subway System. J. Schmidt, R. Giglio, and K. Lang. p. 48.
- ^ a b c d e f g h i j k l "Transit Service on Corona Extension of Dual Subway System Opened to the Public" (PDF). New York Times. April 22, 1917. p. RE1. Retrieved October 2, 2011.
- ^ "To Celebrate Corona Line Opening" (PDF). The New York Times. April 20, 1917. ISSN 0362-4331. Retrieved October 1, 2017.[dead link]
- ^ "The Subway Line That Changed New York Forever". New York Post. August 4, 2017. Retrieved January 16, 2020.
- ^ "BIG TRAFFIC INCREASE.; Reports Show a Total of 100,000 Over May on Queensboro Subway" (PDF). The New York Times. August 12, 1917. ISSN 0362-4331. Retrieved October 1, 2017.[dead link]
- ^ "Additional Subway Service to Borough of Queens". New York Times. April 8, 1923. p. RE1.
- ^ a b "First Trains to be Run on Flushing Tube Line Oct. 13: Shuttle Operation Ordered to 111th Street Station on New Extension". Newspapers.com. Brooklyn Daily Eagle. October 5, 1925. p. 8. Retrieved September 20, 2015.
- ^ a b Poor's...1925. 1925. p. 523.
- ^ "Flushing Rejoices as Subway Opens" (PDF). New York Times. January 22, 1928. p. 28. Retrieved October 2, 2011.
- ^ "Corona Subway Extended" (PDF). New York Times. May 8, 1927. p. 26. Retrieved October 2, 2011.
- ^ a b Annual Report. J.B. Lyon Company. 1927.
- ^ "Flushing to Celebrate" (PDF). New York Times. May 13, 1927. p. 8. Retrieved October 2, 2011.
- ^ "Dual Queens Celebration" (PDF). New York Times. May 15, 1927. p. 3. Retrieved October 2, 2011.
- ^ a b "Fifth Av. Station of Subway Opened" (PDF). New York Times. March 23, 1926. p. 29. Retrieved October 2, 2011.
- ^ Annual Report For the Year Ended June 20, 1925. Interborough Rapid Transit Company. 1925.
- ^ a b "New Queens Subway Opened to Times Sq" (PDF). New York Times. March 15, 1927. p. 1. Retrieved October 2, 2011.
- ^ "Flushing Rejoices as Subway Opens – Service by B.M.T. and I.R.T. Begins as Soon as Official Train Makes First Run – Hope of 25 Years Realized – Pageant of Transportation Led by Indian and His Pony Marks the Celebration – Hedley Talks of Fare Rise – Transit Modes Depicted" (PDF). The New York Times. January 22, 1928. Retrieved September 18, 2015.
- ^ Annual Report for the Year Ending June 30, 1927. Interborough Rapid Transit Company. 1927.
- ^ "Fast Subway Service to Fair Is Opened" (PDF). New York Times. April 25, 1939. p. 1. Retrieved October 2, 2011.
- ^ Korman, Joseph (December 29, 2016). "Line Names". www.thejoekorner.com. Retrieved April 29, 2018.
- ^ a b c d e f g h i j k l m n o p q r s t u Raskin, Joseph B. (2013). The Routes Not Taken: A Trip Through New York City's Unbuilt Subway System. New York, New York: Fordham University Press. doi:10.5422/fordham/9780823253692.001.0001. ISBN 978-0-82325-369-2.
- ^ Wells, Pete (December 16, 2014). "In Queens, Kimchi Is Just the Start: Pete Wells Explores Korean Restaurants in Queens". The New York Times. Retrieved September 18, 2015.
We can blame the IRT. The No. 7 train was never meant to end at Main Street in Flushing.
- ^ "Extension of Corona Line to Bayside Will Benefit Flushing Section of Queens" (PDF). The New York Times. February 9, 1913. ISSN 0362-4331. Retrieved September 30, 2017.[dead link]
- ^ "Flushing Line Risk Put on the City – Interborough Agrees to Equip and Operate Main St. Branch, but Won't Face a Loss – It May Be a Precedent – Company's Letter Thought to Outline Its Policy Toward Future Extensions of Existing Lines" (PDF). The New York Times. December 4, 1913. Retrieved September 18, 2015.
- ^ "McCall and Maltbie Favor Transit Plan". Brooklyn Daily Eagle. March 6, 1915. p. 4. Retrieved September 30, 2017 – via Newspapers.com.
- ^ "9-FOOT PETITION FOR CARS.; Service Board Gets Plea of Several Long Island Towns" (PDF). The New York Times. April 2, 1915. ISSN 0362-4331. Retrieved September 30, 2017.[dead link]
- ^ a b "Now Urge Action on Old Transit Plan". Brooklyn Daily Eagle. March 29, 1916. p. 14. Retrieved September 30, 2017 – via Newspapers.com.
- ^ "Work for Transit is Called Wasted". Brooklyn Daily Eagle. May 18, 1916. p. 4. Retrieved September 30, 2017 – via Newspapers.com.
- ^ "Agree on tentative Plan for Lease of Tracks in 3rd Ward". Brooklyn Daily Eagle. October 16, 1917. p. 14. Retrieved September 30, 2017 – via Newspapers.com.
- ^ Board of Transportation of the City of New York Engineering Department, Proposed Additional Rapid Transit Lines And Proposed Vehicular Tunnel, dated August 23, 1929
- ^ Duffus, R.L. (September 22, 1929). "Our Great Subway Network Spreads Wider – New Plans of Board of Transportation Involve the Building of More Than One Hundred Miles of Additional Rapid Transit Routes for New York" (PDF). The New York Times. Retrieved August 19, 2015.
- ^ Project for Expanded Rapid Transit Facilities, New York City Transit System, dated July 5, 1939
- ^ "200 TAKE LAST RIDE ON 2D AVE. ELEVATED; Official Says the Structure Will Yield 29,400 Tons of Steel". The New York Times. June 14, 1942. ISSN 0362-4331. Retrieved April 29, 2018.
- ^ "EL' WILL CEASE SATURDAY; Service on Second Avenue Line From Queens to End". The New York Times. June 7, 1942. ISSN 0362-4331. Retrieved April 29, 2018.
- ^ a b Sparberg, Andrew J. (2014). From a Nickel to a Token: The Journey from Board of Transportation to MTA. Empire State Editions. ISBN 9780823261932.
- ^ "Direct Subway Runs To Flushing, Astoria" (PDF). The New York Times. October 15, 1949. ISSN 0362-4331. Retrieved October 7, 2017.
- ^ Bennett, Charles G. (November 20, 1949). "TRANSIT PLATFORMS ON LINES IN QUEENS TO BE LENGTHENED; $3,850,000 Program Outlined for Next Year to Care for Borough's Rapid Growth NEW LINKS ARE TO BE BUILT 400 More Buses to Roll Also -- Bulk of Work to Be on Corona-Flushing Route TRANSIT PROGRAM IN QUEENS OUTLINED". The New York Times. ISSN 0362-4331. Retrieved April 29, 2018.
- ^ a b "Subway Signals", thejoekorner.com
- ^ Conningham, Joseph J. (April 1, 2009). "Roots of an Evolution: Fifty Years of Automated Train Control in New York". Railway Age. Archived from the original on February 22, 2016. Retrieved September 15, 2015.
The latter included an installation on the IRT Flushing (7) line of the US&S IDENTRA (Identification of Trains and Routing Automatically) system in which a passive coil on the lead car actuated wayside readers to set routes and station signs.
– via HighBeam (subscription required) - ^ a b c d e "Moving Forward: Accelerating the Transition to Communications-Based Train Control for New York City's Subways" (PDF). rpa.org. Regional Plan Association. May 2014. Retrieved September 12, 2016.
- ^ "Automatic Control of Switches In New York Subway". Railway Signaling and Communications (4): 33. 1954.
- ^ a b Perlow, Austin H. (April 2, 1957). "Millions Spent... Flushing IRT Still Crawls" (PDF). Long Island Star – Journal. p. 1. Retrieved October 7, 2018 – via Fulton History.
- ^ a b Annual Report — 1962–1963. New York City Transit Authority. 1963.
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- ^ Perlmutter, Emanuel (April 14, 1965). "Subway Cars Here To Get Strip Maps Showing One Route; New Series of Maps, Signs and Schedules Are Designed to Take the Guesswork Out of Subway Travel" (PDF). New York Times. ISSN 0362-4331. Retrieved August 16, 2016.
- ^ a b Slagle, Alton (December 2, 1990). "More delays ahead for No. 7 line". New York Daily News. Retrieved November 5, 2018.
- ^ Annual Report on ... Rapid Routes Schedules and Service Planning. New York City Transit Authority. 1989.
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- ^ Pérez-Peńa, Richard (October 9, 1995). "Along the Subway, a Feat in Concrete". The New York Times. Retrieved May 15, 2009.
- ^ "April 1993 Map Information". Flickr. New York City Transit Authority. April 1993. Retrieved October 7, 2018.
- ^ "The repairs we're making on the 7 line will take some time. Like 3-4 minutes per trip if you ride the express". New York Daily News. April 2, 1993. Retrieved November 5, 2018.
- ^ "7 Express service is being restored between 61 Street/Woodside and Queensboro Plaza". New York Daily News. March 28, 1997. Retrieved November 5, 2018.
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- ^ Guéry, Jérôme; Reque, Antoine; Burdy, Lilian; Sabatier, Denis (2012). Formal Proofs for the NYCT Line 7 (Flushing) Modernization Project. Abstract State Machines, Alloy, B, VDM, and Z. Lecture Notes in Computer Science. 7316. pp. 369–372. doi:10.1007/978-3-642-30885-7_34. ISBN 978-3-642-30884-0. ISSN 0302-9743.
- ^ "MTA | Capital Programs Service Reliability". web.mta.info. Metropolitan Transportation Authority. Retrieved September 3, 2017.
- ^ Parkinson, Tom; Fisher, Ian (1996). Rail Transit Capacity. ISBN 9780309057189. Retrieved May 20, 2014.
- ^ Mann, Ted. "MTA Tests New Subway Trains on Flushing Line". The Wall Street Journal. Retrieved November 19, 2013.
- ^ "MTA - New Subway Cars Being Put to the Test". mta.info.
- ^ a b c Barone, Vincent (August 21, 2017). "7 train signal upgrade on track for 2017: MTA". am New York. Retrieved August 23, 2017.
- ^ a b Santora, Marc; Tarbell, Elizabeth (August 21, 2017). "Fixing the Subway Requires Pain. But How Much, and for How Long?". The New York Times. ISSN 0362-4331. Retrieved August 23, 2017.
- ^ "Capital Program Oversight Committee Meeting November 2018" (PDF). mta.info. Metropolitan Transportation Authority. November 2018. Retrieved November 26, 2018.
- ^ a b Preparing for the Future: A Commercial Development Strategy for New York City : Final Report. Group of 35. 2001. p. 56. Retrieved September 12, 2015.
- ^ "No. 7 Subway Extension". Hudson Yards Development Corporation. Archived from the original on February 9, 2015. Retrieved July 3, 2013.
- ^ Dobnik, Verena (February 7, 2013). "NYC Transit Projects: East Side Access, Second Avenue Subway, and 7 Train Extension". Huffington Post. Retrieved July 24, 2013.
- ^ "New York Comes in a Disappointing Fourth Place". WNYC. July 6, 2005. Retrieved September 12, 2015.
- ^ "NO. 7 SUBWAY EXTENSION-HUDSON YARDS REZONING AND DEVELOPMENT PROGRAM" (PDF). nyc.gov. Archived from the original (PDF) on March 4, 2016. Retrieved September 26, 2015.
- ^ Purnick, Joyce (January 2, 2005). "What Rises in the West? Uncertainty". The New York Times. Retrieved March 6, 2010.
- ^ a b "Transit Board Approves Funding For 7 Line Extension". NY1. October 25, 2007. Archived from the original on March 25, 2008. Retrieved February 28, 2010.
- ^ "Top New York Projects" (PDF). New York Construction. June 2008. p. 27. Archived from the original (PDF) on July 8, 2011. Retrieved February 28, 2010.
- ^ "Mayor Bloomberg and Governor Spitzer Announce Start of Construction on #7 Subway Extension" (Press release). New York City Mayor's Office. December 3, 2007. Retrieved February 28, 2010.
- ^ "MTA's 7 Line Extension Project Pushed Back Six Months". NY1. June 5, 2012. Archived from the original on July 11, 2012. Retrieved June 5, 2012.
- ^ Cuozzo, Steve (June 5, 2012). "No. 7 Train 6 Mos. Late". New York Post. Retrieved June 5, 2012.
- ^ Fitzsimmons, Emma G. (March 24, 2015). "More Delays for No. 7 Subway Line Extension". New York Times. Retrieved March 29, 2015.
- ^ "Various Visions of the Future in NYC's First New Subway Station in 25 Years". Hyperallergic. September 15, 2015. Retrieved September 17, 2015.
- ^ "A Tour of NYC's Newest Subway Station With Its Architect". Curbed NY. September 21, 2015. Retrieved September 24, 2015.
- ^ Coen, Amanda (January 19, 2012). "New York City's 7 Line Extension is Ahead of Schedule & Under Budget". Inhabitat. Archived from the original on March 1, 2014. Retrieved May 13, 2014.
- ^ "Court Square on the No.7 Line Re-Opens". Metropolitan Transportation Authority. April 2, 2012. Retrieved July 28, 2016.
- ^ "MTA To Overhaul Six Stations on the 7 Line, Currently in Design Phase". Sunnyside Post. November 19, 2019. Retrieved April 29, 2020.
- ^ "Funding For Subway Station ADA-Accessibility Approved". www.mta.info. April 26, 2018. Archived from the original on April 28, 2018. Retrieved April 27, 2018.
- ^ a b c d e f g h i j k l m n o p q r s t "MTA/New York City Transit Subway Line Information". mta.info. Metropolitan Transportation Authority. Retrieved April 21, 2013.
- ^ a b "Flushing Line Opens Jan. 21" (PDF). New York Times. January 12, 1928. p. 12. Retrieved October 2, 2011.
- See also: "Flushing Extension of Corona Subway Ready to Open" (PDF). New York Times. January 8, 1928. p. 189. Retrieved October 2, 2011.
- ^ "Mets — Willets Point Station: Accessibility on Game Days and Special Events Only". Metropolitan Transportation Authority. Archived from the original on April 22, 2009. Retrieved May 15, 2009.
- ^ "7 Line Extension". mta.info. Metropolitan Transportation Authority.
- ^ Fitzsimmons, Emma G. (September 10, 2015). "Subway Station for 7 Line Opens on Far West Side". New York Times. Retrieved September 13, 2015.
enlaces externos
Route map:
- IRT Flushing Line, nycsubway.org (text used with permission)
- BMT and IRT Joint Operation on the Flushing Line