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Since the opening of the original New York City Subway line in 1904, and throughout the subway's history, various official and planning agencies have proposed numerous extensions to the subway system. One of the better known proposals was the "Second System", which was part of a plan by the Independent Subway to construct new subway lines in addition and take over existing subway lines and railroad right-of-ways. Though most of the routes proposed over the decades have never seen construction, discussion remains strong to develop some of these lines to alleviate existing subway capacity constraints and overcrowding.

Triborough SystemEdit

This was a proclamation for new subway lines to the Bronx and Brooklyn. These lines are the IRT Lexington Avenue Line, IRT Pelham Line and IRT Jerome Avenue Line. The Manhattan Bridge line described below later became the BMT Fourth Avenue Line, the BMT West End Line, the BMT Sea Beach Line, and the Nassau Street loops.

" The route of the new subway ... comprises a main trunk north and south through Manhattan Borough on Lexington Avenue and Irving Place from the Harlem River to Tenth St. and on Broadway, Vesey and Church Sts. from Tenth St. to the Battery; two branches in Bronx Borough, one northeast via 138th St. Southern Boulevard and Westchester Ave. to Pelham Bay Park. the other northerly via River Ave. and Jerome Ave.. to Woodlawn Road, connecting with the Manhattan trunk by a tunnel under the Harlem River; a Manhattan-Brooklyn line extending from the North River via Canal Street across the East River on the Manhattan Bridge to connect with the Fourth Avenue subway in Brooklyn now being built, which thus becomes an integral part of the larger system; two branches southerly from the Fourth Ave. line extending south to Fort Hamilton and southeast to Coney Island; and a loop feeder line in Brooklyn through Lafayette Ave. and Broadway, connecting with the Fourth Ave. line at one end. and at the other crossing the Williamsburg Bridge and entering the Centre Street Loop subway in Manhattan which is thus also incorporated in the system."

This was part of the Dual Contracts, signed on March 19, 1913 and also known as the Dual Subway System. These were contracts for the construction and/or rehabilitation and operation of rapid transit lines in the City of New York. The contracts were "dual", in that they were signed between the City and the IRT and BMT.

Some lines proposed under the Contracts were not built, most notably an IRT line to Marine Park, Brooklyn (at what is now now Kings Plaza) under either Utica Avenue, using a brand-new line, or Nostrand Avenue and Flatbush Avenue, using the then-new IRT Nostrand Avenue Line. There were also alternate plans for the Nostrand Avenue Line to continue down Nostrand Avenue to Sheepshead Bay.

Mayor Hylan's planEdit

On August 28, 1922, Mayor John Francis Hylan revealed his own plans for the subway system, which was relatively small at the time. His plan included taking over nearly 100 miles (160 km) of existing lines and building over 100 miles (160 km) of new lines. Construction of all these new lines would be completed by December 31, 1925, and passengers would be able to ride between the ends of New York City on one fare. The lines were designed to compete with the IRT and BMT.

Hylan's plan contained the following lines:

  • A West Side trunk line in Manhattan between 14th Street and the city limits at Yonkers. The line would be 4 tracks between 14th St. and 162nd Street, 3 tracks to Dyckman Street, and 2 tracks to the terminal. There would be a two-track spur from 162nd St. to 190th St. via Amsterdam Avenue. From 14th Street, the line would split; two tracks would connect to the BMT Canarsie Line and two tracks would continue south to a loop at Battery Park and an East River tunnel to Atlantic Avenue and Hicks Street, Brooklyn. Supposedly, there was also a plan of a line to Red Hook.
  • A trunk line, 4 tracks, on First Avenue from the Harlem River to 10th Street. From 10th Street, the line would split. Two tracks would run via Third Avenue and the Bowery to a new Lafayette Avenue subway in Brooklyn. The other two would run to a loop near City Hall. From the Harlem River, the line would run to 161st Street, and split into two 3-track routes: one to Fordham Road & Southern Blvd and the other to Webster Ave. & Fordham Road, where it would join the current IRT White Plains Road line and continue to 241st Street. Since this portion of the IRT El was already built to BMT clearances, and Hylan's system would consider using BMT clearances as well, all that would have to be done along this section is shave back the platforms.
  • A new subway line, with between two and four tracks at various areas, from approximately the Hunters Point Avenue station on today's IRT Flushing Line in Queens, heading in a southeasterly direction to Lafayette Avenue, Brooklyn. At Lafayette Avenue, the line would split. Two tracks would turn into a four-track line along Lafayette Avenue. The other two tracks would run to Flatbush and Franklin Avenues.
  • A 4-track subway line from Brooklyn's Borough Hall via the Lafayette Avenue subway to Bedford Avenue. From there it was three tracks to Broadway to Cypress Hills, Brooklyn where the line would continue on the present-day BMT Jamaica Line. (The line would have ended at 168th Street, where the BMT Jamaica Line once ended.) The subway would have run directly under the line along Broadway giving it direct competition for passengers, and (in Hylan's opinion) draining revenues from the BMT. Two tracks of the Lafayette Avenue subway would connect with the proposed First Avenue line.
  • A new branch off the IRT Eastern Parkway Line in Brooklyn onto Utica Avenue running under Utica to Flatlands Avenue.
  • A 4-track subway under Flatbush Avenue in Brooklyn to Nostrand Avenue, to Emmons Avenue in Sheepshead Bay, turning west onto Emmons Avenue to Surf Avenue in Coney Island]]. A branch of this line would head out to Floyd Bennett Field under Flatbush Avenue.
  • Extension of the BMT Canarsie Line to the BMT Jamaica Line somewhere beyond 121st Street in Queens.
  • A new line running from Prospect Avenue via Fort Hamilton Parkway, to 10th Avenue, terminating at 90th Street. BMT Culver Line trains would use this line.
  • Extension of the BMT Fourth Avenue Line in Brooklyn, south to Bay Ridge – 95th Street.
  • Extension of the BMT Fourth Avenue Line east to the Fort Hamilton Parkway Line and the BMT West End Line.
  • A two-track line from the BMT Fourth Avenue Line at 67th Street to Staten Island via the Staten Island Tunnel.
  • Extension of the IRT New Lots Line from New Lots Avenue to Lefferts Boulevard.
  • Extension of the IRT Flushing Line to Bell Boulevard in Bayside via Main Street, Kissena Boulevard. and Northern Boulevard.
  • A branch off the IRT Flushing Line to Jamaica from Roosevelt Avenue.

None of these lines were actually completed, except for the 95th Street extension on the Fourth Avenue Line.

However, some of Hylan's planned lines were built to completion.

  • Two major trunk lines in midtown Manhattan, with one running under Eighth Avenue and one under Sixth Avenue, which already had an elevated line.
  • A crosstown subway under 53rd Street (connecting with the Eighth and Sixth Avenue subways) running under the East River to Queens Plaza (Long Island City), meeting with a Brooklyn–Queens crosstown line, and continuing under Queens Boulevard and Hillside Avenue to 179th Street, where bus service would converge.
  • A subway under the Grand Concourse in the Bronx, diverging from the Eighth Avenue Line in Manhattan at 145th Street and Saint Nicholas Avenue.
  • A subway under 125h Street; original plans were to run between Henry Hudson Parkway and Queens, but only the line between Broadway and Second Avenue was completed.

A report, "Proposed Subway Plan for Subway Relief and Expansion" by Major Philip Mathews, published on December 24, 1926, did not agree with the Board of Transportation's basic plan. He cited these reasons:

  • There would be no benefit to Brooklyn riders at all; congestion in Brooklyn would not be addressed.
  • Crowding along the IRT Third Avenue Line, IRT Pelham Line and IRT White Plains Road Line in the Bronx would not be alleviated. The Independent's only line in the Bronx that made it to fruition, planned along the Grand Concourse, would only alleviate congestion on the IRT Jerome Avenue Line, even though Hylan really wanted all of the IRT lines in the central Bronx to be torn down.
  • Passengers of the BMT Astoria Line and IRT Flushing Line would see little relief from crowding.

Instead, Mathews proposed these other lines:

  • Connect the IND Eighth Avenue Line to the BMT Southern Division lines using a link from Wall or Fulton Streets to Chambers Street. Connections could be made with the south side of the Manhattan Bridge. (This was later to be the part of the Chrystie Street project; the IND Sixth Avenue Line would be used instead.)
  • Extend the BMT Canarsie Line to Eighth Avenue, which was done. This would relieve congestion at Union Square and allow north/south connections more easily.
  • Build a four-track Third Avenue subway (IRT clearances) from City Hall to a connection with the White Plains Road and Pelham Lines. In the other direction, the line would run from City Hall to Wall Street, then across the East River to the IRT Eastern Parkway Line near Franklin Avenue.
  • Have the IRT and BMT run joint service in Queens.
  • Creation of a four-track Brooklyn-Queens crosstown line designed for extension into Staten Island and the Bronx.
  • Creation of a Queens subway line from Jamaica to 8th Avenue, Manhattan, facilitating transfers to the Brooklyn Crosstown line and to all north and south lines in Manhattan. This was the IND Queens Boulevard Line.

Subways to New JerseyEdit

In 1926, a loop subway service was planned to be built to New Jersey. The rationale given was:

"Principal features of a comprehensive plan for passenger transportation between communities in the nine northern counties of New Jersey and the city of New York are outlined in a report submitted on Jan. 15 to the Legislature of the state by the North Jersey Transit Commission. A preliminary report presented about a year ago was abstracted in Electric Railway Journal for Feb. 7, 1925... The ultimate object of the program recommended is the creation of a new electric railway system comprising 82.6 miles [132.9 km] of route, and the electrification of 399 miles [642 km] of railroad now operated by steam. As the first step it is proposed to construct an interstate loop line 17.3 miles [27.8 km] in length connecting with all of the north Jersey commuters' railroads and passing under the Hudson River into New York City by two tunnels, one uptown and one downtown. A new low-level subway through Manhattan would complete the loop. Construction costs of this preliminary project are estimated at $154,000,000, with $40,000,000 additional for equipment. The cost of power facilities is not included in this estimate."

Because it would be utilized in both directions, the capacity of the proposed interstate loop line would be equivalent, it is said, to two 2-track lines or one 4-track line from New Jersey to New York City due to its having two crossings between New Jersey and New York. The loop was said to be able to carry 192,500 passengers per hour, or 4.62 million daily passengers, had it been built. The estimate was based on the operation of 35 trains per hour in each direction, and each train would be eleven cars long and would carry 100 passengers per car. It was to be built as a multi-phase project, wherein the IRT and BMT would work together to build that system to New Jersey. Extensions of the IRT Flushing Line and BMT Canarsie Line were both considered; the Canarsie Line was to be extended to Hoboken near the Palisades, while the Flushing Line was to be extended to Franklin Street between Boulevard and Bergenline Avenues in Union City. Ultimately, the cost was too great, and with the Great Depression, these ideas were quickly shot down.

In 1954, Regional Plan Association advocated for an extension of the BMT Canarsie Line from Eighth Avenue to Jersey City under the Hudson River. The tunnel under the Hudson would have cost $40,000,000. The extension would have provided access to commuter railroads in New Jersey as most lines converged there, and the lines that didn't would be rerouted to stop there. The RPA also suggested having a parking lot there for access from the Pulaski Skyway and the New Jersey Turnpike. It was suggested that either the New York City Transit Authority, the Port Authority of New York and New Jersey or the Bi-State Metropolitan Rapid Transit Commission would do the construction.

In 1963, three major commuter groups in New Jersey made expansion proposals. One of them would have involved an extension of the IRT Flushing Line under the Hudson River with a three-track tunnel and then connect with the New York, Susquehanna and Western Railroad.

In 1986, the Regional Plan Association suggested extending the IRT Flushing Line to New Jersey's Meadowlands Sports Complex.

On November 16, 2010, the plan was revisited yet again, as The New York Times reported that Mayor Michael Bloomberg's administration had been working on a plan to extend the 7 service across the Hudson River to Hoboken and continue to Secaucus Junction in New Jersey, where it would connect with most New Jersey Transit commuter lines. It would offer New Jersey commuters a direct route to Grand Central Terminal on the East Side of Manhattan and connections to most other New York City subway routes. This was being planned as an extension of the already-under construction 7 Subway Extension. In April 2012, citing budget considerations, the director of the MTA, Joe Lhota, said that it was doubtful the extension would be built in the foreseeable future, suggesting that the Gateway Project was a much more likely solution to congestion at Hudson River crossings.However, a feasibility study commissioned by the city and released in April 2013 revived hope for the project, with Mayor Bloomberg saying "Extending the 7 train to Secaucus is a promising potential solution ... and is deserving of serious consideration."

1929–1939 plansEdit

Before unification in 1940, the government of New York City made plans for expanding the subway system, under a plan referred to in contemporary newspaper articles as the IND Second System (due to the fact that most of the expansion was to include new IND lines, as opposed to BMT/IRT lines). The first one, conceived in 1929, was to be part of the city-operated Independent Subway System (IND). By 1939, with unification planned, all three systems were included. Very few of these far-reaching lines were built, though provisions were made for future expansion on lines that intersect the proposals. The core Manhattan lines of the expansion were the Second Avenue Line (with an extension into the Bronx) and the Worth Street Line (connecting to the Rockaways). The Rockaways were eventually served by the subway via a city takeover of the Long Island Rail Road's Rockaway Beach Branch. The Second Avenue Subway opened for passenger service on October 29th, 1989. It is notable that the majority of the proposed lines were to be built as elevated subways, likely a cost-cutting measure. The majority of the expansion was to occur in Queens, with the original proposal suggesting 52 Miles (84 km) of track be built in Queens alone. As this grandiose expansion was not built, the subway system is only 3/4 of what it was planned to be.

DetailsEdit

The first plan was made on September 15, 1929 (before the IND even opened), and is detailed in the table below.

Line Streets From To Tracks Route miles Track miles Cost Notes
Manhattan
East Manhattan trunk line (Second Avenue Line)Water Street – New Bowery – Chrystie StreetPine StreetHouston Street2 from Pine Street to Chambers Street
4 to Houston Street
1.344.68$11,300,000subway
Second AvenueHouston StreetHarlem River4 to 61st Street
6 to 125th Street
4 to Harlem River
6.5532.84$87,600,000subway
61st Street LineSixth Avenue – 61st Street52nd StreetSecond Avenue21.12.2$6,700,000subway
(Rockaway Line)Worth Street – East Broadway – Grand Street]]Church StreetEast River21.953.9$13,300,000subway
(Utica Avenue Line)Houston StreetEssex StreetEast River2.931.86$7,900,000subway
Manhattan subtotal11.8745.48$126,800,000
Bronx
Bronx trunk lineAlexander Avenue – Melrose Avenue – Boston RoadHarlem RiverWest Farms43.9715.88$40,400,000subway, with a portal between Vyse Avenue and 177th Street, then elevated into the existing IRT White Plains Road Line near 180th Street
White Plains Road LineMorris Park Avenue – Wilson AvenueGarfield StreetBoston Road23.57.9$13,700,000branching off the existing elevated IRT White Plains Road Line, and then going into subway
IRT Lafayette Avenue Line163rd Street – Hunts Point – Lafayette Avenue – 177th StreetWashington Avenue at Brook AvenueEast Tremont Avenue25.0210.04$12,900,000subway to near Edgewater Road and Seneca Avenue, then elevated
Concourse Line ExtensionBurke Avenue – Boston RoadWebster AvenueBaychester Avenue22.154.3$8,900,000extension of the Concourse Line
White Plains Road Line 180th Street241st Street 4.4013.2$2,100,000owned by IRT, to be taken over ("recaptured") by IND
Bronx subtotal19.0451.32$77,000,000
Brooklyn
Broadway Branch Line (Rockaway Line)BroadwayEast RiverHavemeyer Street at South Fourth Street23.1613.5$34,800,000subway
Utica Avenue Line (and Rockaway Line from Havemeyer Street to Stuyvesant Avenue)Grand Street – South Fourth Street – Beaver StreetEast RiverStuyvesant Avenue2 to Driggs Avenue
4 to Union Avenue
8 to Bushwick Avenue
4 to Stuyvesant Avenue
subway
Stuyvesant Avenue – Utica AvenueBroadwayFlatbush Avenue45.8523.4$39,300,000subway to Avenue J, then elevated
Avenue SUtica AvenueNostrand Avenue21.12.2$2,000,000elevated
Nostrand AvenueAvenue SVoorhies Avenue41.35.2$3,200,000elevated
Rockaway LineMyrtle AvenueBushwick AvenuePalmetto Avenue41.345.36$14,300,000subway
Fulton Street LineLiberty AvenueFulton Street and Eastern ParkwayGrant Avenue41.847.36$13,500,000subway extending the Fulton Street Line to a portal at Liberty Avenue and Crescent Street, then elevated to connect to the BMT Liberty Avenue Line (now part of the Fulton Street Line) at Grant Avenue
Nostrand Avenue Extension Flatbush AvenueAvenue S22.254.5$7,400,000Extension of Nostrand Avenue Line as subway to Kings Highway, then elevated
Brooklyn subtotal16.8461.52$114,500,000
Queens
Rockaway LineMyrtle Avenue – Central AvenuePalmetto Avenue78th Street42.18.4$17,300,000subway to Central Avenue near 73rd Place, then along the surface or elevated
98th Street – 99th Street – Hawtree Street78th StreetHammels Station4 to Howard Beach
2 to Hammels
9.226.2$20,200,000along the surface or elevated
Rockaway Beach BoulevardBeach 116th StreetMott Avenue25.010.0$7,400,000along the surface or elevated
Newport Avenue Line
(Rockaway Line Extension)
Newport AvenueBeach 116th StreetBeach 149th Street21.63.2$2,400,000along the surface or elevated
Winfield SpurGarfield Avenue – 65th Place – Fresh Pond RoadBroadway and 78th StreetCentral Avenue23.346.68$10,100,000subway to 45th Avenue, then elevated to Fresh Pond Road, then subway
Brinckerhoff - Hollis Avenue Line
(Fulton Street Line Extension)
Liberty Avenue – 105th Avenue – Brinckerhoff Avenue – Hollis AvenueLefferts BoulevardSpringfield Boulevard26.213.3$10,700,000elevated extension of the BMT Liberty Avenue Line (now part of the Fulton Street Line)
includes branch connection to BMT Jamaica Line (BMT) at 168th Street, via 180th Street and Jamaica Avenue
Van Wyck Boulevard Line137th Street – Van Wyck Boulevard87th AvenueRockaway Boulevard22.34.6$6,600,000subway to about 116th Avenue, then elevated
120th Avenue Line120th Avenue – Springfield BoulevardHawtree Street near North Conduit BoulevardFoch Boulevard4 to Van Wyck Boulevard
2 to Foch Boulevard
5.2313.92$9,500,000elevated
Bayside LineRoosevelt Avenue – First Street – Station Road – 38th AvenueMain Street221st Street3 to 147th Street
2 to 221st Street
3.67.78$9,600,000extends the BMT/IRT Flushing Line as a subway to 155th Street, then elevated
College Point and Whitestone Line149th Street – 11th AvenueRoosevelt Avenue and 147th Street11th Avenue and 122nd Street23.46.8$6,000,000subway to 35th Avenue, then elevated
Long Island City-Horace Harding Boulevard LineDitmars Avenue – Astoria Boulevard – 112th Street – Nassau Boulevard (Long Island Expressway)Second AvenueCross Island Boulevard2 to Astoria Boulevard
4 to Parsons Boulevard
2 to Cross Island Boulevard
8.126.71$17,700,000extends the BMT/IRT Astoria Line as an elevated, except that part of it may be depressed near Nassau Boulevard (Long Island Expressway)
Liberty Avenue Line Grant AvenueLefferts Boulevard32.36.9$1,600,000owned by BMT, to be taken over ("recaptured") by IND
now part of the Fulton Street Line
Queens subtotal52.37136.49$119,100,000
Total100.12294.81$438,400,000

Planned servicesEdit

The planned services in 1929 were as following:

Line Rush Midday Evening Weekend Night
1 (IRT) Dyckman St-
South Ferry; local
137 St-
South Ferry; local
242 St-
South Ferry; local
2 (IRT) 241 St-
New Lots Av; local in Bronx and Brooklyn, express in Manhattan
241 St-
New Lots Av; local
3 (IRT) 145 St-
Voorhies Av; express in Manhattan, local in Brooklyn
4 (IRT) Woodlawn-
Utica Av; local in Bronx, express in Manhattan and Brooklyn
Woodlawn-
South Ferry; local in Bronx, express in Manhattan
5 (IRT) 180 St-
South Ferry; local in Bronx, express in Manhattan
no service
6 (IRT) Pelham Bay-
City Hall; local
7 (IRT) 122 St-
Times Sq; local with select rush express trips
8 (IRT) 221 St-
Times Sq; express in peak
9 (IRT) 242 St-
Voorhies Avenue; local north of Dyckman (rush) or 96 Street and in Brooklyn, express in Manhattan.
no service
10 (IRT) 129 St-
City Hall; local
no service
11 (IRT) South Ferry-
Cross Island; local
12 (IRT) Bronx Pk-
City Hall; express in peak in Manhattan, local in Bronx
Bronx Pk-City Hall; local
13 (IRT) 129 St-
South Ferry; local
no service
14 (IRT) 241 St-
City Hall; express in peak in Manhattan, local in Bronx
241 St-City Hall; local
15 (IRT) 180 St-
City Hall; express in peak in Manhattan, local in Bronx
no service
16 (IRT) 155 St-
South Ferry; local
no service
17 (IRT) Burnside Av-
South Ferry; express in peak in Manhattan, local in Bronx
Burnside Av-South Ferry; local
18 (IRT) 155 St-
South Ferry; local
19 (IRT) Burnside Av-
South Ferry; express in peak in Manhattan, local in Bronx
no service
1 (BMT) Queensboro-
Coney Island; local
Times Sq-
Coney Island; express
no service
2 (BMT) Queensboro-
95 St; local
3 (BMT) Times Sq-
Coney Island; express
Times Sq-
Coney Island; express north of 36 St
4 (BMT) Times Sq-
Coney Island; express north of 59 St
5 (BMT) Chambers St-
Coney Island; express south of 9 Av
Chambers St-
Coney Island; local
6 (BMT) Sands St-
65 St; local
7 (BMT) Franklin Av-
Prospect Park; local
8 (BMT) Bay Pkwy-
Bay Pkwy; loop
no service
9 (BMT) Sands St-
Coney Island; local
no service
10 (BMT) Chambers St-
Metropolitan Av; local in Manhattan and Queens, express in Brooklyn
no service
11 (BMT) Sands St-
Metropolitan Av; local
12 (BMT) Park Row-
Eastern Parkway; local
13 (BMT) Park Row-
Lefferts Av; local
14 (BMT) Canal St-
Canarsie Pier; local
no service
15 (BMT) Broad St-
168 St; local
16 (BMT) 8 Av-
Canarsie Pier; local
A 207 St-
Lefferts Av; express in Manhattan and Brooklyn, local in Queens
207 St-Lefferts Av; local
AA 168 St-
Far Rockaway; local
B 168 St-
Far Rockaway; express between 34 Street and Myrtle Av
no service
CC Bedford Park-
Voorhies Av; local
D Baychester-
Voorhies Av; express
E Rockaway Blvd-
Lefferts Av; express
no service
EE Rockaway Park-
Hudson Terminal; local
no service
F 179 St-
Church Av; local in Manhattan, express in Queens and Brooklyn
no service
GG 179 St-
Church Av; local
H Euclid Av-
Tremont Av; local in Brooklyn, express in Manhattan and Bronx
JJ Foch Blvd-
Church Av; local
K Roosevelt-
Far Rockaway; express
L Baychester-
Voorhies Av; express south of 34 St
MM Baychester-
Whitehall Street; local
NN 179-
Hudson Terminal; local
RR Rockaway Blvd-
Church Av; local

Other plans during the same timeEdit

Revised 1932 planEdit

The IND expansion plan was revised in 1932. It differs from the 1929 plan, but there are 60.93 route‑miles (98.06 km), of which 12.49 miles (20.10 km) are in Manhattan, 12.09 miles (19.46 km) in the Bronx, 13.14 miles (21.15 km) in Brooklyn, and 23.21 miles (37.35 km) in Queens. It would include a new 34th Street crosstown line; a Second Avenue Subway line; a connection to the New York, Westchester and Boston Railway; and extensions of the IRT Nostrand Avenue Line, IRT Flushing Line, and BMT Astoria Line. It would have created a subway loop bounded by 2nd and 10th Avenues, and 34th and 125th Streets. However, this plan included no extensions to Whitestone, Queens, with the plan to instead serve more densely populated areas such as Astoria and the Roosevelt Avenue corridor.

The plan would also take over the local tracks of the New York, Westchester and Boston Railway, and the Rockaway Beach Branch of the Long Island Rail Road.

The table of route miles is as follows:

Line Streets From To Route miles Notes
Manhattan
Second Avenue Line Water Street, Bowery, Chrystie Street, 2nd Avenue Water Street Alexander Avenue (Bronx) 8.64
34th Street Line 34th Street 2nd Avenue [10th Avenue 1.39
Worth Street, East Broadway and Grand Street Line Worth Street, East Broadway, and Grand Street Church Street] Lewis Street 1.53
Houston Street Line Houston Street Essex Street East River 0.89
Manhattan subtotal 12.49
The Bronx
Alexander Avenue, Third Avenue, Boston Road, Melrose Road and East 172nd Street Line Alexander Avenue, Third Avenue, Boston Road, Melrose Road and East 172nd Street Harlem River East 180th Street and Morris Park Avenue 4.41
Morris Park Avenue Line Morris Park Avenue and Wilson Avenue Morris Park Avenue, East 180th Street Boston Road 3.35
143d Street–Garrison Avenue and Lafayette Avenue Line 143rd Street, Garrison Avenue, and Lafayette Avenue Brook Avenue Sound View Avenue 2.48
Burke Avenue–Boston Road Line Westchester Avenue, Brook Avenue Burke Avenue Baychester Avenue 2.48
Bronx subtotal 12.09
Brooklyn
Stuyvesant Avenue–Utica Avenue Line Stuyvesant Avenue, Utica Avenue East River Sheepshead Bay 10.71
Fulton Street and Rockaway Boulevard Line Fulton Street Rockaway Avenue Borough line with Queens 2.43
Brooklyn subtotal 13.14
Queens
Rockaway Peninsula Line Rockaway Beach Branch Queens Boulevard The Rockaways (Rockaway Park and Far Rockaway) 14.92 Was actually built south of Liberty Avenue
Van Wyck Boulevard Line Van Wyck Boulevard Hillside Avenue Rockaway Boulevard 2.30
Hillside Avenue Line Hillside Avenue 178th Street Springfield Boulevard 2.48
Fulton Street and Rockaway Boulevard Line Rockaway Boulevard, 120th Avenue Borough line with Brooklyn 3.51 Eastern end is not known
Queens subtotal 23.21
Total 60.93

By 1939, plans were changed due to many changes like closure of el lines and planned merger of the BMT and IND lines. Changes include:

  • Extension of the IRT 3 to Woodlawn rush hours and Bedford Park other times; the IRT 4 would run express between 167th Street and Bedford Park in the rush.
  • New branch of the IRT 6 to Dyre Av via NYWBRR.
  • Elimination of the IRT 10, 12, 13 and 15-19; the 11 would reroute on the flushing line to Times Sq and not extend past Ditmars and the 14 would connect to the Pelham line at 138 St
  • New extension of the BMT 1 to Marathon Pk, replacing IRT 12 extension.
  • BMT 2 reroute to 145 St via Amsterdam Av.
  • BMT 3 extension to 149 St.
  • BMT 4 extension to Queensboro.
  • Elimination of the BMT 5, 6, 9, 12, 13 lines; 5 replaced by shuttle.
  • AA, B, CC, D on Utica line to Floyd Bennett.
  • E runs to Rockaway Park.
  • EE extended to World Fair.
  • F extended to Coney Island via Culver.
  • GG runs between World Fair and Staten Island.
  • HH runs between Tremont Av and Far Rockaway
  • J, L, MM, NN, RR doesn't run.
  • KK between Far Rockaway and Roosevelt Av.
  • Q between Brighton Beach and 149 St terminal.
  • T between 179 and Whitehall Street
  • VV between Rockaway Blvd and 86 St.

Smaller plansEdit

Other plans, proposed during the same time as the IND Second System plans, included the following:

  • (1931 plan) A line splitting from the Second Avenue Line north of Houston Street, running southeast, merging with the Houston Street Line, and crossing the East River from Stanton Street towards the huge line under South Fourth Street.
  • (1931 plan) A line splitting from the Crosstown Line where it turns from Lafayette Avenue to Marcy Avenue, continuing under Lafayette Avenue and Stanhope Street to a junction with the line under Myrtle Avenue.
  • (1932 plan) A rapid transit shuttle operating from a terminal adjacent to the IRT Flushing Line and Whitestone Landing operating over the Long Island Rail Road's Whitestone Branch. The line would have been under private operation and would have had a 5 cent fare.
  • (1939 plan) A line splitting from the South Brooklyn (Culver) Line at Fort Hamilton Parkway or Church Avenue, and running under Fort Hamilton Parkway to 86th Street. A branch would split to run under Ovington Avenue and Senator Street, with a tunnel under the Narrows to Staten Island at the St. George Terminal. The line would split, with the north branch ending at Westervelt Avenue around Hamilton Avenue, and the south branch ending at Grant Street around St. Pauls Street. It was presumably designed this way to provide future service to both the Main Line and North Shore Staten Island Railway lines. The Staten Island Tunnel commenced construction in 1923 to serve the BMT Fourth Avenue Line, but was not completed.
  • (1939 plan) An extension of the IRT Lenox Avenue Line to connect with the IRT Ninth Avenue Line.
  • (1940 plan, revised 1945) The IND Fulton Street Line would connect to what is now the IND Rockaway Line. A branch of the IND Fulton Street Line would run to a stub-end terminal at 105th Street. The line, east of Euclid Avenue, would be 4 tracks until Cross Bay Boulevard, where the two branches would split.
  • (unknown date) A third 2-track tunnel under the East River, from the north side of the South Fourth Street/Union Avenue station (as built for six tracks) west to Delancey Street.
  • (unknown date) A line splitting from the Stuyvesant Avenue line, going southeast under Broadway.
  • (unknown date) A line under Flushing Avenue from the huge line under Beaver Street to Horace Harding Boulevard (Long Island Expressway).

An earlier plan in 1920 had an even more expansive plan, with several dozen subway lines going across all five boroughs.

Provisions for new linesEdit

The following provisions were made for connections and transfers to the new lines. It is of note that only four of these provisions were completed:

  • At Second Avenue on the IND Sixth Avenue Line, a large open space was built above for the four-track IND Second Avenue Line. The Second Avenue Line was built under this space as the plans for express lines changed at the time.
  • At East Broadway on the IND Sixth Avenue Line (under Rutgers Street at this station), part of a two-track station was built for the IND Worth Street Line under East Broadway, above the existing line. Most of the constructed portion is now part of the mezzanine.
  • At Broadway on the IND Crosstown Line, traces of passageways are visible going towards a six-track station on the line to Utica Avenue.
  • At Utica Avenue on the IND Fulton Street Line, a four-track station above can be seen in the ceiling of the existing station. The existing mezzanine passes over the unused space. This was intended for the proposed Utica Avenue line towards Sheepshead Bay.
  • At Roosevelt Avenue on the IND Queens Boulevard Line, a two-track upper level was built for the Winfield Spur towards the line to the Rockaways. Unlike the other stations, this one was completed, except for track.
  • The center tracks on the IND Sixth Avenue Line dead end at the curve from Houston Street to Essex Street; these were planned to continue toward the Rockaways.
  • The tracks that the IND 63rd Street Line uses to split from the IND Sixth Avenue Line were built for a similar proposed line under 61st Street, connecting to the Second Avenue Subway.
  • The upper level relay tracks east of 179th Street on the IND Queens Boulevard Line were intended to continue toward Floral Park.
  • The relay tracks east of Euclid Avenue on the IND Fulton Street Line were intended to continue toward Cambria Heights in Queens.
  • The Nevins Street station on the IRT Eastern Parkway Line has an unused center trackway and an unused lower level intended for expansion into northern or southern Brooklyn.
  • South of the 36th Street station on the BMT Fourth Avenue Line, there are three trackways that diverge from the line at a flying junction. These trackways end under the eastern curb of Fourth Avenue.
  • The BMT Fourth Avenue Line has provisions for two more tracks south of 59th Street, where the line becomes double-tracked:
    • There are four trackways on the BMT Fourth Avenue Line bridge over the LIRR Bay Ridge Branch despite the fact that only the westernmost two tracks are in revenue service. The two east tracks were later connected to the Bay Ridge yard.
    • The 86th Street station on the BMT Fourth Avenue Line appears to have "escapes" in the wall bricked over along the Manhattan-bound track, for the never-built fourth tracks.
    • The northbound side platforms of Bay Ridge Avenue and 77th Street do not have platform pillars because the platforms were supposed to be temporary; however, the southbound platforms do have pillars.
  • Bellmouths for uncompleted lines and sections are scattered in numerous stations, including at 21st Street–Queensbridge, 59th Street, 63rd Drive–Rego Park, Bowery, Canal Street, Worth Street, and Woodhaven Boulevard:
    • East of 21st Street–Queensbridge, before the IND 63rd Street Line connects to the IND Queens Boulevard Line, the tracks veer left while the tunnel wall goes straight. The bellmouths were part of a proposed super-express bypass running under the LIRR mainline between Queens Boulevard and Forest Hills. This plan was not in the original Second System plan, but rather, as part of the Program for Action plan that had the tracks from 21st Street–Queensbridge go straight to Forest Hills.
    • There are bellmouths and space for two additional trackways (for a total of six) on the BMT Fourth Avenue Line south of 59th Street. These provisions were for the Staten Island Tunnel, which would have intersected with the line south of 59th Street. The tracks were later connected to the Bay Ridge yard.
    • East of 63rd Drive–Rego Park on the IND Queens Boulevard Line, bellmouths were built for a proposed connection to the LIRR's Rockaway Beach Branch. They may be used if the Rockaway Beach Branch was ever reused for subway service.
    • A junction was built on the IND Queens Boulevard Line for the line under Van Wyck Boulevard. The junction was completed and has been connected to the IND Archer Avenue Line.
    • A line to the Rockaways would have split from the IND Eighth Avenue Line (under Church Street at this point), east under Worth Street. The junction was built and is used by the local tracks to World Trade Center. The branch to the Rockaways was completed from the IND Fulton Street Line in 1956.
    • At 23rd Street on the Second Avenue Line, bellmouths exist for a branch of the line to Alphabet City.

Alleged provisions include:

  • A skylight is rumored to exist at the northeast corner of Pitkin Avenue and 80th Street, supposedly for the cancelled IND Fulton Street Line extension.
  • A proposed subway station, located at Jamaica Avenue below 212th Street in Queens Village, is rumored to have skylights on the sidewalk along 212th Street and Jamaica Avenue.
  • There is allegedly a subway tunnel under 73rd Avenue right to Alley Pond Park.
  • Hillside Avenue widens out considerably at Springfield Boulevard in Queens Village, and gains a very wide median. As the 1929 plan has Springfield Boulevard and Rocky Hill Road (Braddock Avenue) as the eastern terminus of the IND Queens Boulevard Line, the wide median may have been constructed in advance for the never-built subway station there.

1940–1999 plansEdit

After World War II and up until the late 1990s, the New York City Subway did not expand much. Only 28 stations opened in that time, compared to the remaining 393 stations, which opened from the 1880s to before World War II. As such, there have been many plans to expand the system during this time period.

1938–40Edit

In 1938 and 1940, the New York City Board of Transportation put forth revised plans for additional lines.

  • The remnant of the IRT Ninth Avenue Line at 155th Street would connect with the IRT Lenox Avenue Line. However, the connection between the Ninth Avenue Line and the Lenox Avenue Line never occurred because the third rail in the tunnel between Sedgwick Avenue and Anderson–Jerome Avenues would need to be modified to accommodate newer subway cars, and the cost was too great.
  • The abandoned New York, Westchester and Boston Railway ROW would be rehabilitated and connected to the IRT Pelham Line.
  • The Second Avenue Subway would have a northern terminal at Harding Avenue in the Bronx, and connect into the Court Street station in Brooklyn. This was the plan put into effect when the line opened in 1989.
  • The IND Sixth Avenue Line would get express service between West Fourth Street – Washington Square and 34th Street and an extension to 145th Street via Central Park and Morningside Drive.
  • The BMT Broadway Line at 57th Street – Seventh Avenue would tunnel under Central Park to 72nd Street, then turn east into Queens via the Long Island Expressway and terminate at Marathon Parkway.
  • The local tracks of the IND Eighth Avenue Line would be extended crosstown via Worth Street to the Bowery and then to Driggs Avenue in Brooklyn. The South Fourth Street junction would be completed.
  • A connection at 11th Street would join the BMT 60th Street Tunnel to the IND Queens Boulevard Line's local tracks at Queens Plaza.
  • The IRT Flushing Line would be extended underground, through an embankment and open cut to Bell Boulevard and as an elevated to College Point.
  • The LIRR Rockaway Beach Branch would be purchased and connected to the IND Queens Boulevard Line and run to the Rockaways. Only the portion south of Liberty Avenue was completed.
  • The IND Queens Boulevard Line would be extended eastward, first to 184th Street, then to 212th Street as a 4-track subway, finally to Hillside Avenue and Little Neck Parkway as a 2-track subway.
  • The Van Wyck stub at Briarwood – Van Wyck Boulevard would finally be completed, and extended to Rockaway Boulevard as a 2-track subway.
  • The IND Fulton Street Line would be extended to 106th Street and link up with the IND Rockaway Line. There would also be a further Fulton Street Line extension to 229th Street in Queens. The line was to go to a two-track terminal at 105th or 106th Streets, with intermediate stops at 75th or 76th Streets and at 84th or 85th Streets (both proposed local stops), as well as at Cross Bay Boulevard (a proposed express stop). In 1951, these relay tracks were still planned to go as far as 105th Street, with a connection to the IND Rockaway Line east of Cross Bay Boulevard. In May 2004, this idea resurfaced, with an attached track map drawn up. If the line were ever built, Pitkin Avenue would have been routed to the east rather than to the southeast at 80th Street, and Linden Boulevard between Conduit and Rockaway Boulevards would have been built to facilitate the line.
  • A new IND line would run from Houston Street and Essex Street to Utica Avenue, then Flatbush Avenue, and terminate at Avenue U.
  • The IRT Nostrand Avenue Line would be extended to Voorhies Avenue in Sheepshead Bay as a subway to Avenue T and elevated from there to Voorhies Avenue.
  • The IND Brooklyn Line (what the IND Culver Line was called at the time) would be linked to the BMT Culver Line at Cortelyou Road.
  • A branch of the BMT Culver Line would extend from around 37th Street, 10th Avenue and Fort Hamilton Parkway to the BMT West End Line at 86th Street. A connection would be built between the BMT West End Line and the IND South Brooklyn Line near Fort Hamilton Parkway. Extension work was approved sometime before 1940, and plans were drawn up.
  • The BMT Franklin Avenue Line would be extended to Lafayette Avenue to form a connection with the IND Crosstown Line.
  • A subway under the Narrows to the Staten Island Railway would be constructed. The Brooklyn portion would connect to the BMT Fourth Avenue Line at 68th Street and run to New Brighton and Tompkinsville on Staten Island.

1940s: Smaller plansEdit

In 1942, Mayor Benjamin F. Barnes of Yonkers proposed that the Getty Square Branch of the Putnam Division of the New York Central be acquired for an extension of the IRT Subway from Van Cortlandt Park. This service would replace the service operated by the New York Central, which was slated to be discontinued by the New York Central.

A rail link to LaGuardia Airport was proposed in 1943, when the city Board of Transportation proposed an extension of the New York City Subway's BMT Astoria Line (currently served by the N W trains) from its terminus at Ditmars Boulevard.

In 1946, the Board of Transportation issued a $1 billion plan that would extend the subway to the farthest reaches of the outer boroughs.

  • A branch of the BMT Fourth Avenue Line at 59th Street under the Narrows to Saint Nicholas Street and Grent Street in Staten Island.
  • A branch of the IND Fulton Street Line running via Utica Avenue to Avenue U.
  • An extension of the IRT Nostrand Avenue Line from Flatbush Avenue to Voohries Avenue.
  • A line branching off of the IND Crosstown Line running via Franklin Avenue connecting with the BMT Brighton Line. This would have replaced the BMT Franklin Avenue Line.
  • The extension of the IND Fulton Street Line to Euclid Avenue would continue to be built, and would be extended to 229th Street and Linden Boulevard.
  • The completion of the Culver Ramp, connecting the IND Culver Line with the BMT Culver Line.
  • A branch of the IND Culver Line running via Tenth Avenue and Fort Hamilton Parkway to 86th Street, with a connection to the BMT West End Line. West End service would run via the Culver Line and would alleviate congestion at DeKalb Avenue Junction.

Even though the Board of Transportation didn't approve these ideas, they were still proposed.

  • A line branching off of the IND Eighth Avenue Line running via Worth Street and East Broadway and running under the East River to Driggs Avenue.
  • A trunk line built along Second Avenue with a connection to the IND Fulton Street Line at Court Street.
  • Lines in Queens to the Rockaways, LaGuardia Airport, Idlewild Airport (now called JFK Airport), College Point, Bayside, Little Neck, Douglaston, Saint Albans and Bellerose.

In 1949, the Board of Transportation issued a $504,000,000 plan to increase capacity on several subway lines through the construction of a new trunk line under Second Avenue.

  • The rebuilding of DeKalb Avenue that would remove the bottleneck and increase capacity by 18 tph.
  • IND Sixth Avenue Line express tracks between West Fourth Street and 34th Street.
  • A new subway line under 57th Street connecting the IND Sixth Avenue Line and the proposed Second Avenue trunk line.
  • A four-track Second Avenue Subway from a connection with the IRT Pelham Line at 138th Street, the Bronx, to Grand Street, Manhattan. The connection to the Pelham Line would allow for eight additional trains per hour operating between Manhattan and the Pelham Line. It would then be possible to operate 10-car trains via the line and it would also be possible to operate full express service via the line's center express track. The trains operating via Nassau Street would go to Brooklyn via the Montague Tunnel. During non-rush hours trains would terminate at Broad Street. There would be a passageway built from Grand Central via 43rd Street to Second Avenue to permit transfers.
  • The IRT Pelham Line would be rebuilt to accommodate the wider BMT-IND cars to operate via the Second Avenue Line. The station platforms, and third rail would have had to be adjusted as they were put in place for the narrower IRT trains. However, the line was built with this conversion in mind. Westchester Yard would have been expanded to accommodate the additional trains added to the line. Since trains to the Pelham Line would no longer use the Lexington Avenue Line, there would be additional capacity for trains to run via the IRT White Plains Road Line and the IRT Jerome Avenue Line. Improved service on the Pelham Line was project to stimulate growth in the East Bronx areas served by the line. This area of the East Bronx was seen to have great potential for industrial growth and other areas suitable for development as residential and recreational areas.
  • An improved connection between the IRT Lexington Avenue Line and the IRT White Plains Road Line would be built using the tunnel under the Harlem River used by the IRT Pelham Line, and would allow for the full use of the capacity on the White Plains Road Line and the Jerome Avenue Line. Eight additional trains per hour would be added to the White Plains Road Line and fourteen additional trains per hour would be added to the Jerome Avenue Line. The additional service on the Jerome Avenue Line would make use of the third track for express service.
  • The Second Avenue Line trunk would be extended to 149th Street to allow for a transfer to the Third Avenue Elevated. This would permit the demolition of the Third Avenue Elevated south of 149th Street, which was seen as uneconomical to operate, ugly and a hindrance of the avenue below it.
  • Connection of the IRT Dyre Avenue Line to the IRT White Plains Road Line. The direct service was predicted to stimulate growth along its route.
  • Connections would be made to the BMT Nassau Street Line, the Williamsburg Bridge, and the Manhattan Bridge. The Sixth Avenue Line would also be connected to the Williamsburg and Manhattan Bridges. The connection between the Nassau Street Line and the Manhattan Bridge south tracks would be eliminated. This would allow for thirty additional trains to operate between Midtown Manhattan and Brooklyn.
  • The lengthening of platforms on the BMT lines in Brooklyn would increase capacity and would allow 10-car trains from Second Avenue to run over any section of the BMT and IND.
  • Increase in capacity on the BMT Brighton Line, BMT Sea Beach Line, BMT West End Line, and the BMT Fourth Avenue Line by 8 tph in total by adding a connection from the BMT Culver Line to the IND Culver Line at Ditmas Avenue. The additional capacity would result from the fact that trains operating via the former BMT Culver Line would not run through DeKalb Avenue Junction.
  • A connection between the IND Queens Boulevard Line at Queens Plaza to the BMT 60th Street Tunnel that would increase capacity between Queens and Manhattan by 20 tph. This connection would permit the full use of the capacity of the Queens Boulevard local tracks.
  • The construction of a ramp connecting the IND Fulton Street Line with the Fulton Street Elevated on Liberty Avenue. Six stations on the elevated would have their platforms extended to accommodate 10-car trains. This would make possible the demolition of the BMT Fulton Street Line between Grant Avenue and Rockaway Avenue and the demolition of the BMT Lexington Avenue Line.

1950–1951Edit

On June 21, 1950, a plan was put forth by the Board of Transportation to Mayor O'Dwyer concerning rapid transit expansions in Queens. The total cost of the plan would have been $134,500,000. Many things were planned:

  • The rebuilding of DeKalb Avenue that would increase capacity by 18 tph.
  • IND Sixth Avenue Line express tracks
  • A four-track Second Avenue Subway between 149th Street, the Bronx, to Grand Street, Manhattan.
    • Connections would be made to the BMT Nassau Street Line, the Williamsburg Bridge, and the Manhattan Bridge. The Sixth Avenue Line would also be connected to the Williamsburg and Manhattan Bridges.
    • Connections would also be made to the IRT Pelham Line at Third Avenue – 138th Street and to the IRT White Plains Road Line at Third Avenue – 149th Street.
  • The Rockaway Beach Branch would be acquired by the City and an embankment would be created with two bridges for the right-of-way over Jamaica Bay. A connection would be made to the IND Fulton Street Line.
  • The Rockaway Beach Branch would run alongside the Long Island Rail Road main line tracks as a super-express bypass. Once in Woodside, the line would go underground running under Sunnyside Yards and Long Island City to the East River. It would then go under the East River and 76th Street in Manhattan to the Second Avenue Line.
    • The bypass would also have a connection to the LIRR's Port Washington Branch with subway service running to Bayside.

On September 13, 1951, the Board of Estimate approved a plan put forth by the New York Board of Transportation that would cost $500,000,000. Many things were planned:

  • A six-track Second Avenue Subway between 149th Street, the Bronx, to Grand Street, Manhattan. This line would handle 68 trains per hour (tph) (34 tph on the express tracks and 34 tph on the local tracks).
    • The line would have a track connection to the IRT Pelham Line at Third Avenue – 138th Street and there would be a branch terminating at Third Avenue – 149th Street to permit a transfer to the Third Avenue Elevated in the Bronx. This would allow for the elimination of the Third Avenue Elevated south of 149th Street.
    • A tunnel to the IND Sixth Avenue Line via 57th Street.
    • A tunnel under the East River to Eastern Queens via a planned super-express bypass to the LIRR Rockaway Beach Branch].
      • A connection from the IND Queens Boulevard Line to the Rockaway Beach Branch and IND Rockaway Line.
  • Various Bronx IRT projects:
    • Increase in capacity on the IRT Pelham Line.
    • Connection of the IRT Dyre Avenue Line to the IRT White Plains Road Line.
    • Increase in capacity on the IRT White Plains Road Line north of Gun Hill Road by 8 trains per hour.
    • Increase in capacity on the IRT Jerome Avenue Line by 9 trains per hour.
  • The Chrystie Street Connection:
    • IND Sixth Avenue Line express tracks.
    • DeKalb Avenue rebuilding, including closure of the Myrtle Avenue station. This would increase capacity by 18 tph.
      • Increase in capacity on the BMT Fourth Avenue Line's local tracks by 4 tph.
      • Increase in capacity on the BMT Sea Beach Line by 9 tph.
      • Increase in capacity on the BMT West End Line by 5 tph.
    • Connection of the IND Second Avenue and IND Sixth Avenue Lines to the BMT Jamaica Line and to the Manhattan Bridge.
  • Increase in capacity on the BMT Brighton Line by 8 tph by adding a connection from the BMT Culver Line to the IND Culver Line at Ditmas Avenue.
  • 60th Street Tunnel Connection.
  • Extension of the IRT Nostrand Avenue Line to Voorhies Avenue.
  • Construction of the IRT Utica Avenue Line from Crown Heights–Utica Avenue to Kings Plaza. The Board of Estimate requested that the Board of Transportation evaluate a spur of the IRT Pelham Line to Throggs Neck in the Bronx.

1954Edit

The Board of Estimate accepted the following items into its 1954 budget from the New York City Transit Authority:

  • The elimination of the DeKalb Avenue bottleneck on the BMT.
  • The construction of the Nostrand Avenue extension to Avenue U. It would have cost $51,700,000.
  • The extension of the IND Fulton Street Line to the BMT Liberty Avenue Elevated.
  • A start on the Second Avenue Subway in Chrystie Street.
  • Adding express tracks to the IND Sixth Avenue Line.

In March 1954, the Transit Authority issued a $658,000,000 construction program including the following projects:

  • A Second Avenue trunk line, which would have allowed 34 more trains to midtown per hour.
  • A tunnel at 76th Street that would connect to the Second Avenue Line that would run under the East River and connect with the existing Long Island Rail Road main line.
  • An increase of service on the IRT White Plains Road Line by eight trains per hour due to the construction of the Second Avenue Line.
  • The connection of the IRT White Plains Road Line and the IRT Dyre Avenue Line was nearing completion and would provide direct service to Manhattan and Brooklyn.
  • Fourteen additional trains per hour would be able to operate on the IRT Jerome Avenue Line if the IRT Pelham Line was connected to the Second Avenue Subway. Service would have been tripled on the Pelham Line.
  • The completion of the 60th Street Tunnel Connection, which was under construction, would increase service to Jamaica by fifteen trains per hour.
  • The addition of two tracks to the IND Sixth Avenue Line would allow express service.
  • The elimination of the DeKalb Avenue bottleneck on the BMT, which would allow eighteen more trains to be operated per hour.
  • The construction of the Nostrand Avenue exension to Avenue U.
  • The construction of the Chrystie Street Connection.
  • The connection of the IND South Brooklyn Line and the BMT Culver Line at Ditmas Avenue would be opened in the spring, and would have allowed eight more trains to run per hour on the BMT Brighton Line.
  • Bottlenecks would be removed at Grand Central on the IRT East Side Line and at 96th Street on the IRT West Side Line.

In 1954, Regional Plan Association advocated for an extension of the BMT Canarsie Line from Eighth Avenue to Jersey City under the Hudson River. The tunnel under the Hudson would have cost $40,000,000. The extension would have provided access to commuter railroads in New Jersey as most lines converged there, and the lines that didn't would be rerouted to stop there. The RPA also suggested having a parking lot there for access from the Pulaski Skyway and the New Jersey Turnpike. It was suggested that either the New York City Transit Authority, the Port Authority of New York and New Jersey or the Bi-State Metropolitan Rapid Transit Commission would do the construction.

1961Edit

John T. Clancy, a Democrat running for reelection Queens Borough President in 1961 proposed third tracking the BMT Jamaica Elevated Line to provide express service, and reactivating the Rockaway Beach Branch from Rego Park to Liberty Avenue.

1962–1963Edit

On July 17, 1962, the NYCTA announced that it had asked the city for money to build a $190,000,000 high-speed, non-stop subway line from Midtown to the Bronx The line would have only operated during rush hours. It was estimated that if the funds were given to the project, it would be completed in 1970. The line would be a two-track line running from 59th Street between Fifth and Seventh Avenues to the Bronx, running under Central Park. Running non-stop for 6.5 miles, it would have been the longest continuous run in the subway system. The line, on its southern end, would connect to the BMT Broadway Line at Seventh Avenue near 59th Street and to the IND Sixth Avenue Line near 58th Street and Sixth Avenue. The line would then run through a deep tunnel under Central Park until 110th Street. There would be provisions for a future crosstown line under 76th Street to Queens. The line would then turn east and run along Madison Avenue to 138th Street. One branch would connect to the express track of the IRT Pelham Line, which would be converted to accommodate larger B Division trains. In the morning rush hour, trains from Pelham Park would only make express stops. A new stop would be built at 138th Street and Grand Concourse where transfers would have been available to the IRT White Plains Road and IRT Jerome Avenue Line trains. The second brnach would continue under the Grand Concourse until 161st Street where it would connect to the IND Concourse Line at 161st Street. This connection would allow for the diversion of Concourse Line express trains onto the new line, allowing for the addition of an equal number of trains to the Washington Heights express service and provide relief to that line. The construction of this line was viewed as necessary to relieve the IRT Lexington Avenue Line.

In 1963, three major commuter groups in New Jersey made expansion proposals. One of them would have involved an extension of the IRT Flushing Line under the Hudson River with a three-track tunnel and then connect with the New York, Susquehanna and Western Railroad.

In February 1963, the New York City Transit Authority issued a preliminary proposal for rapid transit expansion in the borough of Queens. The plan incorporated the plan for the non-stop line under Central Park. It proposed the following routes:

  • A line using the provisions north of 57th Street on the BMT Broadway Line to run under Central Park and then turning east under 76th Street and via a tunnel under the East River. Once in Queens the line would run via 41st Avenue, with a connection to the[IND Queens Boulevard Line Local tracks on Broadway and then would run on 41st Avenue until Northern Boulevard, which it runs upon until Flushing, when it turned south onto Kissena Boulevard, and then via the Long Island Expressway to Springfield Boulevard.
  • A line branching off of the IND Fulton Street Line using the provisions for a line continuing via Pitkin Avenue, running via Pitkin Avenue and then turning onto Linden Boulevard and running via it to Springfield Boulevard.
  • A reactivation of the Rockaway Beach Branch of the Long Island Rail Road for subway service. The line had been abandoned by the Long Island Rail Road on June 8, 1962.
  • An extension of the IND Sixth Avenue Line from the terminal at 57th Street under the center of Central Park and then running via Fifth Avenue once out of the park at 110th Street, and would continue under the East River with a branch connecting to the IRT Pelham Line, which would have been modified in order to fit B Division subway cars, and a branch continuing up the Grand Concourse and then connecting to the IND Concourse Line.

The Citizen's Budget Commission proposed a one track tunnel from Queens Plaza under the East River in the vicinity of 61st Street, and would connect to the IND Sixth Avenue Line at 59st Street. This would allow additional Queens Express service in the peak direction.

In May 1963, the City Planning Commission proposed the following in response to the NYCTA's proposal:

  • An implementation of skip-stop service on the BMT Jamaica Line.
  • An extension of a proposed Madison Avenue Line and the IND Sixth Avenue Line operating via 59th Street, with two branches. One branch would have operated along Second Avenue with a branch connecting to the IRT Pelham Line, which would have had to be modified to fit B Division subway cars, and a branch connecting to the IND Concourse Line. The other branch would have continued under the East River, and would have been connected to the Long Island Rail Road main line in the Sunnyside area. Subway trains would have continued via the Port Washington Branch to Little Neck, and via the LIRR Main Line to Rego Park, where it would have turned via the former Rockaway Beach Branch and then would have turned onto the Lower Montauk Branch, and would have continued on the branch through Jamaica, where it would continue via the Atlantic Branch until Rosedale, staying within city limits. The report claims that its proposed routes would serve up to twice as many people as the NYCTA's proposed routes.
Rail Transit Services Present Population Served 1985 Projected Population Served
Number Percent Number Percent
Existing Line 900,000 50 985,000 49
Long Island Lines 305,000 17 360,000 18
Transit Authority Proposal 140,000 8 185,000 9
Total Queens Population 1, 810,000* 100 2,000,000 100
* Based on 1960 Census
  • A two-track Madison Avenue Line would have run from the proposed 59th tunnel via Madison Avenue and would have tied into the then-under utilized BMT Broadway Line in the vicinity of Madison Square.
  • A connection between the BMT Broadway Line and Nassau Street Lines in Lower Manhattan in the vicinity of City Hall Park would have carried the Madison Avenue service through the financial district at Wall Street and Broad. Another connection in Lower Manhattan would have been built connecting the IND Eighth Avenue Line and the BMT Broadway Line in the area of the former Hudson Terminal. (Today's World Trade Center)
CPC Proposal TA Proposal
Route Miles Cost
$ Million
Route Miles Cost
$ Million
Queens Tunnel and Connections 2.3 $75 4.5 $139
Madison Avenue Line 1.9 86
Downtown Improvements 2.7 23
Queens Extension 25.0 114 20.7 375
Bronx Tunnel 6.6 179 6.0 163
Total 38.5 $477 31.2 $677

1968Edit

By 1968, the IND and BMT were officially merged into the B Division. Planned lines were the following in 1961:

  • A: Far Rockaway-207 Street
  • BB: Bay Parkway-168 Street; rush hours
  • CC: Bedford Park-Hudson Terminal; rush hours
  • D: Baychester-Coney Island via Brighton express
  • E: 179 Street-Rockaway Park; rush hours, other times to Hudson Terminal
  • F: 179 Street-Coney Island via Culver
  • J: Jamaica-95 Street
  • KK: 57 Street-Canarsie; select trips to Jamaica
  • N: 57 Street-Coney Island via Sea Beach
  • QT: Astoria-Coney Island via Brighton
  • T: Forest Hills-Coney Island via West End, weekends to 57 Street

AA, GG, LL, and VV are not changed, and the RR is not shown to run.

Proposed linesEdit

Similar plans were made by the New York City Transit Authority in 1968. They included:

  • The IND Second Avenue Line with connections to IRT Dyre Avenue Line at East 180th Street, and the IRT Pelham Line at Whitlock Avenue. The line south of Grand Street was open at this time.
  • A crosstown line under 34th Street from 12th Avenue to 1st Avenue
  • IND/BMT 63rd Street Line
  • A new line running along Park Avenue in the Bronx to replace the Third Avenue Elevated
  • Super-express bypass of IND Queens Boulevard Line
  • New line splitting from the IND Queens Boulevard Line under the Long Island Expressway to Kissena Boulevard in Phase I and to Springfield Boulevard in Phase II
  • Archer Avenue Line to Springfield Boulevard branching off of the BMT Jamaica Line at 127th Street and off of the Queens Blvd Line at bellmouths railroad north of the Van Wyck Blvd station.
  • IRT Nostrand Avenue Line extension to Avenue W in Sheepshead Bay. This was by then the fifth time that the Nostrand Avenue extension was proposed.
  • A new line branching off of the IRT Eastern Parkway Line and running under Utica Avenue to Avenue U.
  • Extension of the BMT Canarsie Line to Nostrand Avenue or JFK Airport
  • Extension of the IRT New Lots Line to Linwood Street and Flatlands Avenue
  • Extension of the IND Concourse Line to Co-op City or Pelham Bay.

Completed linesEdit

The Second Avenue Line was a major Manhattan line put into priority. The routes were proposed as following:

  • Extension of the HH from an off-peak Rockaway shuttle to a full length line between 125 Street and Rockaway Park.
  • Extension of the QB to Dyre Avenue in the Bronx.
  • Extension of the T from Chambers Street to Dyre Avenue in the Bronx.
  • Addition of the UU from Pelham Bay to Whitehall Street
  • Addition of the Y from Jamaica to Whitehall Street; rush hours only.

The VV would be rerouted onto the Culver Line to Church Av and the N and EE would merge and tear down the BMT Culver line between 9 Avenue and Ditmas Avenue under this plan. When the line opened in 1989, only one additional line was operated between 125 Street and Whitehall Street (T). Plans for more lines are explored in the next decade.

The Archer Avenue Lines are two lines, split between the BMT and IND, mostly running under Archer Avenue in the Jamaica neighborhood of Queens. Conceived as part of these 1968 expansion plans, they opened on December 11, 1988. There are stub-end tunnels east of the line's northern terminus, Jamaica Center – Parsons/Archer, on both levels, which extend past the station for possible future extensions.

The 63rd Street Lines are two lines also split between the BMT and IND. The short BMT line connects the express tracks of the BMT Broadway Line from 57th Street – Seventh Avenue to Lexington Avenue – 63rd Street, where it runs to the Second Avenue subway. The IND line runs from the IND Sixth Avenue Line at 57th Street in Manhattan east under 63rd Street and the East River through the 63rd Street Tunnel to the IND Queens Boulevard Line in Queens. The IND line has a stub-end to the Queens super-express bypass.

1986Edit

In 1986, the Regional Plan Association suggested extending the IRT Flushing Line across the Hudson River to the Meadowlands Sports Complex in East Rutherford, New Jersey.

In 1986, the MTA issued a study on expanding transit options on the west side of Manhattan. It was proposed to use the West Side Rail Line viaduct (today's High Line), and various means of transportation were proposed, including monorail, passenger rail trains, or subway trains. It also proposed to extend the IRT Flushing or BMT Canarsie Lines (7 and L, respectively).

1990Edit

In 1990, the MTA proposed a rail line connecting LaGuardia Airport and John F. Kennedy International Airport. The line would have operated over the Grand Central Parkway and the Van Wyck Expressway. There would be stations at Shea Stadium and Jamaica. The system was proposed to cost $2 billion. The MTA estimated that the rail link would take 30 minutes from Kennedy to LaGuardia, and the frequency of service would initially be every 15 minutes. There would be a two-track alignment with one track for each direction, as well as at least two trains heading in each direction at all times. If the link were built, the average travel time from Manhattan to Kennedy would have been about 45 minutes using the Long Island Rail Road, including transfers. To LaGuardia, the average travel time from the Grand Central station using the IRT Flushing Line would be 47 minutes.

1998–99Edit

In 1998, an extension of the BMT Astoria Line to LaGuardia Airport was planned, but the plan was canceled in 2003 following community opposition.

In 1999, the Regional Plan Association considered a adding express tracks to the Second Avenue Subway from Grand Street to 125th Street, along with the LIRR East Side Access. It also planned the following extensions:

  • a Co-op City extension of the Second Avenue Subway via the Amtrak right-of-way through the northeast Bronx
  • a Grand Central Terminal spur of the Second Avenue Subway
  • a super-express bypass from the Atlantic Terminal via the LIRR Atlantic Branch
  • an extension to JFK Airport via the Van Wyck Expressway
  • an extension to Laurelton via the LIRR Atlantic Branch
  • a branch off the Second Avenue Subway at 14th Street to Avenue C, to merge with the IND Sixth Avenue Line at Essex Street
  • a connection to the BMT Nassau Street Line near Delancey Street
  • a super-express bypass of the Queens Boulevard Line from east of 21st Street – Queensbridge to east of Forest Hills – 71st Avenue
  • a new interlocking at Prince Street to allow easy switching of trains between local and express tracks.

The new set of extensions proposed by the RPA, dubbed "MetroLink", would make use of existing commuter rail infrastructure, so as to make it interoperable with the New York City Subway. Nine hundred and fifty "Rx" hybrid railcars would be ordered, with yard expansions and new yards being built. MetroLink, consisting of 19 new route‑miles of track (31 km) (not including existing commuter rail and then-under construction AirTrain JFK route miles) would have reduced the load on the IRT Lexington Avenue Line, the IRT Broadway – Seventh Avenue Line, and the IND Queens Boulevard Line. Five services would be run:

  • The Co-op City–Second Avenue–Broadway–Whitehall Street service (R)
  • The 125th Street–Second Avenue–Atlantic Terminal Bypass–Jamaica Center service (U)
  • The Grand Central–Second Avenue–Atlantic Terminal Bypass–JFK Airport service (dubbed X)
  • The Throgs Neck–Second Avenue–Fourth Avenue–West End Line to Coney Island service (T)
  • The Laurelton–Jamaica Center–Queens Bypass–Second Avenue–Lower East Side–Culver Express to Avenue X service (Y)

The AirTrain JFK, Atlantic Branch, Main Line ROW, and Northeast Corridor would all be "recycled" to accommodate subway service under this plan. The Nostrand Avenue and East New York LIRR stations would also have been closed under MetroLink.

21st-century expansionEdit

Since the 2000s, the New York City Subway has undergone its biggest expansion program since the late 1960s. There are plans for extensions of rrent lines and up to 10 more subway stations definitively planned. Still, the 21st-century expansion plan pales in comparison to some of the subway system's other previous plans, as well as to the ambitious expansion of the subway in the early 20th century.

Current or completed plansEdit

South FerryEdit

In mid-2005, construction commenced on the new South Ferry – Whitehall Street station on the IRT Broadway – Seventh Avenue Line, which is located underneath an older loop-platformed station of the same name in South Ferry, Manhattan. It is designed as an ADA-accessible, two-track terminal, which allows all ten cars of the train to platform and all doors to be opened, as opposed to only the first five cars in the old station.

Originally budgeted at $400 million, the new South Ferry station cost a total of $530 million, with most of the money being a grant from the Federal Transit Administration earmarked for World Trade Center reconstruction. In January 2009, the opening was delayed because the tracks were too far from the edge of the platform. The problem was corrected and the station opened on March 16, 2009, with a new free transfer to between the 1 and the N, R and W trains at the older Whitehall Street station, as well as the T Y at a lower level of the same station. It was the first new subway station completed since 1998 when the IND Throgs Neck Line stations opened east Hunts Point.

On October 29, 2012, the South Ferry station suffered extensive flooding damage caused by Hurricane Sandy. Salt water filled the station from the track level all the way up to the station mezzanine, turning the station into a "large fish tank", as former MTA chairman Joseph Lhota described it. As a result, this section of the complex was closed until further notice. The station is expected to reopen in spring 2017 after renovations, signal room relocations, and extensive waterproofing work costing $600 million. While the signal room itself could be delayed until 2019, the bid process for the contractor had started in early 2014 and was awarded in December 2014. Currently, the station is undergoing extensive reconstruction and restoration. On April 4, 2013, the old South Ferry station and loop was reopened in order to provide service for South Ferry and was connected to Whitehall Street to keep the free transfer.

7 Subway ExtensionEdit

The 7 Subway Extension — Hudson Yards Rezoning and Development Program was the plan to extend the IRT Flushing Line, which carries the 7 local and express services, further westward into Manhattan. The extension stretches a total of 1 mile (1.6 km) from its current terminus at Times Square to a new western terminus at 34th Street and 11th Avenue. However, the tunnels are actually 1.5 miles (2.4 km) long. A second station at 10th Avenue – 41st Street was build along with the extension. The extension's opening had been delayed to June 2014, with the 10th Avenue station to open at the end of 2015. Michael Horodniceanu, chief of MTA Construction Company, told The New York Times that complications in the installation of the inclined elevator would likely cause a further delay of about three months, bringing the opening date to very late summer or early fall of 2014. Further complications in February 2014 brought the projected date of the opening to November 2014, then to February 2015, then spring 2015, and finally to summer 2015. Both stations opened on September 13, 2015.

Second Avenue Subway express tracksEdit

The Second Avenue Subway, having been repeatedly delayed and shaved back from a six-track combined local/express line to a two-track superexpress line since 1919 (with occasional construction between 1972 and 1976), opened in 1989 with the k of express tracks. The contract for a lower level containing the tracks was awarded in 2007 to the consortium of Schiavone/Shea/Skanska (S3) by the Metropolitan Transportation Authority (MTA) on March 20, 2007. This followed preliminary engineering and a final tunnel design completed by a joint venture between AECOM and Arup. Parsons Brinckerhoff is the Construction Manager of the project. This contract, and the full funding grant agreement with the Federal Transit Administration, was received in November 2007. The total cost of the 7.1 miles (11.4 km) project is expected to top $30 billion. As of 2013, it was slated for completion by December 2016.

A tunnel boring machine (TBM) was originally expected to arrive six to eight months after construction began, but the utility relocation and excavation required to create its "launch box" delayed its deployment until May 2010. On May 14, 2010, MTA's contractors completed the TBM installation and turned it on. On March 28, 2011, S3, having completed the west tunnel to Worth Street, began drilling for the east tunnel. The TBM completed its run to the station on September 22, 2011.

After numerous incidents and complaints, the tracks opened a month early on November 7th, 2016.

Myrtle Avenue ExtensionEdit

The Myrtle Avenue Line was planned to be replaced by the IND by the 1950's. However, during the crisis leading to the stop of construction, only the roosevelt Avenue Terminal was completed. This was the first station to be completed as part of a Myrtle Avenue subway.

In 2008, the plans for a Myrtle Avenue extension was proposed. The plan was to extend the M train along the new line, with stops at Elliot Avenue, Grand Avenue, and Queens Boulevard. At that time, the M was running to Bay Parkway or 9 Av, Brooklyn.

By 2010, the M was rerouted to replace the V as part of budget cuts. Instead of running a loop service, a new Shuttle was proposed to run between Myrtle Avenue-Broadway and Roosevelt Avenue, using the abandoned station that was closed in 1969. In 2012, another proposal would bring back the original M Route between Broad Street and Roosevelt Avenue. By 2013, construction became to connect Metropolitan Avenue with the Roosevelt Avenue Terminal. The new extension would open in summer 2017, but would only run between Wyckoff Avenue and Roosevelt Avenue due to a reconstruction project on Myrtle Avenue, with the rest of the line opening in 2018.

Fulton Street and Rockaway Line projectEdit

The Long Island Rail Road (LIRR) abandoned the Rockaway Beach Branch in 1962, and ever since it has been sought after for reactivation for train service. The line hasn't been reactivated due to local opposition, specifically the homeowners who live along the right-of-way. One group wants the line's reactivation for transit service. A second group would use the right-of-way as a linear park, known as the Queensway, a proposal trying to capitalize off of the success of the High Line in Manhattan. The final group involving homeowners would have nothing done, keeping the line as is. Most plans call for the line to be used for subway service, with the line being connected to the south with the IND Rockaway Line. Talks of reactivating the line were publicly endorsed in February 2012 by Assemblymen Phillip Goldfeder and Michael G. Miller. Goldfeder commented "The commute for people here is only going to go from bad to worse. You can’t talk about a convention center without talking about transportation." Goldfeder and Miller said they are not opposed to turning sections of the line into a park, but said people who live in the Rockaways, Ozone Park and other areas have no quick or easy way to get into Manhattan. The Genting Group, which operates Resorts World casino and have been asked to construct the convention center, are evaluating several plans to increase transportation access. Genting is committed to paying for part of the transportation improvements. Advocates of the Queensway, a proposed public park along the branch's route, are against resumption of rail service, stating that current bus service fills current transportation needs in the area. Congressmen Hakeem Jeffries and Gregory Meeks added their support for the project in March 2013. Both representatives will push to allocate federal transportation subsidies to study a plan for restored passenger service.

In 2016, it was revealed that as part of the reactivation of this section of the Rockaway line, a new section of the IND Fulton Street Line would be constructed under Pitkin Avenue between Euclid Avenue and Aqueduct-North Conduit Av. Plans call for the T to use this section of the Fulton Street Line during phrase 1, and during phrase 2, a reroute of the A to this line and the T being cut back and replaced with a Y extension and reroute.

The project would cost $5 Billion, if built in its full length, including a connection to the IND Queens Boulevard Line and new section of the IND Fulton Street Line. The Rockaway Line would stretch across 3.5 miles (5.6 km), providing connections to several subway services as well as the LIRR.

Another possible option looked at would have Long Island Rail Road service restored with service to seven stations along the right-of-way, with service ending in Howard Beach. The line would serve upwards of 250,000 passengers per day and would provide access to JFK Airport from Midtown Manhattan. In February 2015, the Regional Plan Association suggested having some F trains, after running through the 63rd Street Tunnel, be rerouted to operate over the Lower Montauk Branch of the LIRR running through underserved Maspeth and Glendale and then meeting up with the Rockaway Beach Branch in Rego Park.

ProposalsEdit

Triboro RXEdit

A proposal for the LIRR Bay Ridge Branch would have the New York City Subway use the tracks to link Brooklyn, Queens, and the Bronx via the Hell Gate Bridge. In 1996 the Regional Plan Association conducted a study to determine the feasibility of the rail link, codenamed the X line. Based on Paris's Réseau Express Régional (RER) commuter rail system, the Triboro RX proposal will create a loop around the city. It was first proposed by the Regional Plan Association in 1996, and has been denounced as disastrous by some. The original proposal would have terminated at Yankee Stadium. The proposed line, discussion of which was revived in 2012, would connect to all non-shuttle subway services at 12 stations.The line in this proposal would have terminated at Hunts Point. The line was brought back in the 2015 report "The Overlooked Boroughs" by the Regional Plan Association. The line would be 24 miles (39 km) long and would consist of 22 stations, would cost $1 billion and is projected to have more than 100,000 daily riders.

Obstacles for the proposal include the proposed Cross-Harbor Rail Tunnel, the lack of electrification on the line, and the single-tracking in some parts of the line. The current iteration of the plan would have its northern terminus be Co-Op City South using the Hells Gate Branch. The LIRR Bay Ridge Branch and the New York Connecting Railroad have freight operating along them, and are regulated by the Federal Railroad Administration (FRA). FRA rules require a certain distance between freight and passenger trains that share rights-of-way, and as a result it is uncertain whether the right-of-way is wide enough or if more durable train cars are needed to be able to share the same tracks. The RPA's 2015 plan considered having FRA compliant light rail vehicles run over the line. In addition to providing transfer opportunities, the line would provide transit access to areas without it in Glendale and Middle Village in Queens, and in Flatlands and Canarsie in Brooklyn.

BMT Nassau Extension and Culver Connection Edit

In 2007, the MTA announced that several portions of the Culver Line would be undergoing extensive rehabilitation. The first renovation involved repairs of the elevated Culver Viaduct (including the Smith–Ninth Streets and Fourth Avenue stations) and modernization of the interlockings at Bergen Street, 4th Avenue, and Church Avenue. In 2010, after the V was merged with the F and M, a plan to connect the local tracks to a Second Avenue branch was explored. Before 2009, the V was the local on the Culver Line with the F running express. When the reconstruction project was completed in 2013, there was no express service restored, and F trains made all stops.

Around the time the V was discontinued, a petition to restore express service along the line gained attention, due to increasing ridership on both the F and G services in Brooklyn. The petition, which gained over 2,500 signatures by June 2011 and nearly 4,000 by September, proposed to restore express service by adding a connection to the IND Second Avenue Line from Hanover Square.

In 2015, some rush-hour peak-direction F trains started skipping local stops between Jay Street and Fourth Avenue, and the MTA is planning to use expanded rush-hour express service (from Jay Street to Church Avenue) in both directions in the summers of 2016 and 2017. Around this time, the Second Avenue extension was revised as a Nassau Street Line extension. After using the connection to the BMT Nassau Street Line after Grand Street, all trains would run under a new tunnel after Broad Street to a new station at Clinton Street. The line using this extension, the U, would curve onto Smith Street to connect to the local tracks at Bergen Street, allowing F trains to run express again without any drops in frequency. J and Z trains are also planned to be extended with the U to Clinton Street, but after Clinton Street, the Nassau trains continue east to a terminal at Atlantic Avenue-Barclays Center.

The possibility of reopening the Bergen Street lower level was looked at as part of the study for the reintroduction of F express service as it could reduce the impact of less local service at the busy station. The station would require significant and expensive reconstruction, including making the station ADA accessible, the reconstruction of platform stairs, improved lighting and communications, waterproofing and concrete repairs, among other things. The rehabilitation would cost $75 million, and the entire project is estimated to cost around $250 Billion.

LaGuardia Airport extensionEdit

The BMT Astoria Line extension to LaGuardia Airport has been suggested as part of LaGuardia's long-range expansion/renovation plan. Currently, no New York City Subway routes service the airport directly, but provisions for a subway connection are part of a 2014 long range rebuilding plan by the MTA.


Utica Avenue and Nostrand Avenue lines to Kings PlazaEdit

In April 2015, New York City mayor Bill de Blasio announced a new plan for building a subway line under Utica Avenue in Brooklyn. Previous plans, most recently the Program for Action], had provisions for such a line. It would branch off from the IRT Eastern Parkway Line (3, 4) at Crown Heights–Utica Avenue. The new line being proposed is part of de Blasio's "One New York" plan which aims to improve transit, reduce emissions, and fight poverty. If built, the line would go to Flatbush Avenue, near Kings Plaza. However, since the Metropolitan Transportation Authority had budget shortages as of April 2015, it is unclear how the line would be funded or built.

In August 2016, it was reported that the MTA was looking into an extension of the IRT Nostrand Avenue Line along Flatbush Avenue to Marine Park, which would allow trains to serve Kings Plaza.

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