View source for IND Queens Boulevard Line

{{short description|New York City Subway line}}
{{Use mdy dates|date=December 2020}}
{{Use American English|date=February 2025}}
{{good article}}
{{Infobox rail line
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| name            = IND Queens Boulevard Line
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| image           = {{rint|nycs|E|size=45}} {{rint|nycs|F|size=45}} {{rint|nycs|Fd|size=45}} {{rint|nycs|M|size=45}} {{rint|nycs|R|size=45}}
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| caption         = Stations on the IND Queens Boulevard Line<br>are served by [[E (New York City Subway service)|E]], [[F (New York City Subway service)|F]], [[Fd (New York City Subway service)|&lt;F&gt;]], [[M (New York City Subway service)|M]] and [[R (New York City Subway service)|R]] trains.
| type            = [[Rapid transit]]
| system          = [[New York City Subway]]
| status          = 
| locale          = [[Manhattan]] and [[Queens]], [[New York City]]
| start           = [[50th Street (IND Queens Boulevard Line)|50th Street]]
| end             = [[Jamaica–179th Street (IND Queens Boulevard Line)|Jamaica–179th Street]]
| stations        = 25
| routes          = 
| daily_ridership = 256,518 (2022, weekday)<ref name="ridership">{{NYCS const|riderref|weekday}}</ref>
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| owner           = [[Government of New York City|City of New York]]
| operator        = [[New York City Transit Authority]]
| character       = Underground
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The '''IND Queens Boulevard Line''', sometimes abbreviated as '''QBL''',<ref name=MTA-CapitalOversight-July2015/> is a line of the [[B Division (NYCS)|B Division]] of the [[New York City Subway]] in [[Manhattan]] and [[Queens]], [[New York City]]. The line, which is underground throughout its entire route, contains 23 stations. The core section between [[50th Street (IND Eighth Avenue Line)|50th Street]] in [[Hell's Kitchen, Manhattan]], and [[169th Street (IND Queens Boulevard Line)|169th Street]] in [[Jamaica, Queens]], was built by the [[Independent Subway System]] (IND) in stages between 1933 and 1940, with the [[Jamaica–179th Street (IND Queens Boulevard Line)|Jamaica–179th Street]] terminus opening in 1950. {{As of|2015}}, it is among the system's busiest lines, with a weekday ridership of over 460,000 people.

The Queens Boulevard Line's eastern terminus is the four-track 179th Street station. The line continues westward then northwest as a four-track line with the local tracks to the outside of the express tracks. The Queens Boulevard Line merges with the [[Archer Avenue Lines|IND Archer Avenue Line]] east of [[Briarwood (IND Queens Boulevard Line)|Briarwood]] and with [[Jamaica Yard]] spurs west of Briarwood and east of [[Forest Hills–71st Avenue (IND Queens Boulevard Line)|Forest Hills–71st Avenue]]. The express tracks and the local tracks diverge at [[65th Street (IND Queens Boulevard Line)|65th Street]] in [[Jackson Heights, Queens|Jackson Heights]] and merge again at [[36th Street (IND Queens Boulevard Line)|36th Street]] in [[Sunnyside, Queens|Sunnyside]]. West of 36th Street, the [[IND 63rd Street Line]] splits off both pairs of tracks, entering Manhattan via the [[63rd Street Tunnel]]. At [[Queens Plaza (IND Queens Boulevard Line)|Queens Plaza]] in [[Long Island City]], the line narrows to two tracks, with the local tracks splitting into the [[60th Street Tunnel Connection]] and the [[IND Crosstown Line]]. From there, the express tracks of the line provide crosstown service across Manhattan under [[53rd Street (Manhattan)|53rd Street]] before turning southwest at Eighth Avenue, ending at the 50th Street station. The two-track section west of Queens Plaza is also known as the '''IND 53rd Street Line'''.

The Queens Boulevard Line is served by four overlapping routes - the {{NYCS|E}} and {{NYCS|F}} at all times, the {{NYCS|R}} except at night, and the {{NYCS|M}} only on weekdays during the day. The routes experience frequent overcrowding during weekdays, and the Queens Boulevard Line has among the highest train frequencies during rush hours in the system. A planned upgrade to the line, to replace its signals with a [[communications-based train control]] system, would add capacity to the line. The [[E (New York City Subway service)|E]] train serves the section between 50th Street and Briarwood, normally running express. The [[F (New York City Subway service)|F]] runs express from 36th Street to 71st Avenue and local east of 71st Avenue to 179th Street. The [[M (New York City Subway service)|M]] and [[R (New York City Subway service)|R]] serve local stops on the route west of 71st Avenue, with the M diverging from the line west of [[Fifth Avenue/53rd Street (IND Queens Boulevard Line)|Fifth Avenue/53rd Street]] and the R splitting west of Queens Plaza. During evenings and weekends, the E runs local between 71st Avenue and Briarwood, and E and F trains make all local stops west of 71st Avenue during late nights to provide local service along the line.

The line's construction in the 1920s and 1930s promoted housing growth along the [[Queens Boulevard]] corridor and stimulated the urbanization of central Queens. However, there are multiple provisions for spur routes along the Queens Boulevard line that were never built. The most notable of these proposals was the [[IND Second System]], which would have provided a spur to [[Maspeth, Queens|Maspeth]] from the [[Jackson Heights–Roosevelt Avenue (IND Queens Boulevard Line)|Jackson Heights–Roosevelt Avenue]] station; another spur to the [[Rockaway, Queens|Rockaways]] east of [[63rd Drive–Rego Park (IND Queens Boulevard Line)|63rd Drive–Rego Park]] via the [[Rockaway Beach Branch]]; a third spur east of Briarwood along the former [[Interstate 678|Van Wyck Boulevard]] to [[South Ozone Park, Queens|South Ozone Park]]; and an extension of the line eastward past 179th Street. Other proposals included a "super express bypass" that would use the [[Right-of-way (transportation)|right-of-way]] of the [[Main Line (Long Island Rail Road)|Long Island Rail Road's Main Line]] to bypass all stations between 36th Street and 71st Avenue, as well as a spur from the [[Woodhaven Boulevard (IND Queens Boulevard Line)|Woodhaven Boulevard]] station northeast to [[Queens College, City University of New York|Queens College]] via the [[Interstate 495 (New York)|Long Island Expressway]].

==Route==
The IND Queens Boulevard Line begins with a large storage yard consisting of two levels with four tracks each south of 185th Street and Hillside Avenue. Once the tracks from the lower level merge with the tracks on the upper level, there is the first station [[Jamaica–179th Street (IND Queens Boulevard Line)|Jamaica–179th Street]] ({{NYCS trains|Queens Hillside}}), and the line continues as a four-track subway under [[Hillside Avenue (Queens)|Hillside Avenue]].<ref name="NYTImes-169Test-19372">* {{cite news|url=https://timesmachine.nytimes.com/timesmachine/1937/04/09/94351009.pdf|title=Trial Run to Jamaica on Subway Tomorrow: Section From Kew Gardens to 169th Street Will Open to Public in Two Weeks|date=April 9, 1937|website=[[The New York Times]]|access-date=June 30, 2015}}
* {{cite news|url=https://timesmachine.nytimes.com/timesmachine/1946/08/02/93139678.pdf|title=Subway Extension In Queens Is Voted|date=August 2, 1946|website=[[The New York Times]]|access-date=June 30, 2015}}
* {{cite news|url=https://www.nytimes.com/1988/11/21/nyregion/for-shelter-homeless-take-the-e-train.html|title=For Shelter, Homeless Take the E Train|last1=Verhovek|first1=Sam Howe|date=November 21, 1988|website=[[The New York Times]]|access-date=July 15, 2015|archive-date=October 13, 2017|archive-url=https://web.archive.org/web/20171013173155/http://www.nytimes.com/1988/11/21/nyregion/for-shelter-homeless-take-the-e-train.html?pagewanted=all|url-status=live}}
* {{cite web|url=http://www.vanshnookenraggen.com/_index/wp-content/uploads/2015/05/IND_Hillside-Ext.jpg|title=Hillside Avenue Extension, Route 108-Section 13|last=Erlitz|first=Jeffrey|date=September 12, 1931|access-date=July 10, 2016|archive-date=January 5, 2022|archive-url=https://web.archive.org/web/20220105174629/https://www.vanshnookenraggen.com/_index/wp-content/uploads/2015/05/IND_Hillside-Ext.jpg|url-status=live}}</ref> Just after curving north under the [[Interstate 678|Van Wyck Expressway]], a [[flying junction]] joins the two-track [[Archer Avenue Line]] ({{NYCS trains|Archer upper}}) to the local and express tracks. Soon after, the line turns west under [[Queens Boulevard]].<ref name=":23">{{NYCS const|trackref|trackbook}}</ref>

[[File:IND 39th Av Ventilation Complex jeh.jpg|thumb|left|39th Avenue Ventilation Complex on Northern Boulevard]]

East of [[Kew Gardens–Union Turnpike (IND Queens Boulevard Line)|Kew Gardens–Union Turnpike]], another flying junction ties the eastward tracks to [[Jamaica Yard]]. The other side of the wye curves west to become a lower level of the subway just west of Kew Gardens–Union Turnpike. After passing through [[75th Avenue (IND Queens Boulevard Line)|75th Avenue]], those tracks join the local and express tracks at another flying junction.<ref name=":23" />

At [[Forest Hills–71st Avenue (IND Queens Boulevard Line)|Forest Hills–71st Avenue]], {{NYCS Queens 71st}} trains begin their westward route. West of here, the line (now carrying the {{NYCS trains|Queens}}) runs under Queens Boulevard until it turns north onto Broadway after [[Grand Avenue–Newtown (IND Queens Boulevard Line)|Grand Avenue–Newtown]]. Near [[Jackson Heights–Roosevelt Avenue (IND Queens Boulevard Line)|Jackson Heights–Roosevelt Avenue]], an abandoned trackless tunnel for the [[IND Second System]] branches off into an unused upper part of the station which is used for storage.<ref name=NYTimes-Subway-LoftyAmbitions-1996 /> At the intersection of Broadway and [[New York State Route 25A|Northern Boulevard]], west of the line's [[Northern Boulevard (IND Queens Boulevard Line)|Northern Boulevard]] station, the express tracks turn west under Northern Boulevard. The local tracks take a longer route, remaining under Broadway, then turning south onto Steinway Street and west again onto Northern Boulevard, where they rejoin the express tracks.<ref name=":23" /><ref name=":03">{{Cite book|url=https://books.google.com/books?id=w8cDPQAACAAJ|title=Building the Independent Subway|last=Kramer|first=Frederick A.|date=1990|publisher=Quadrant Press|isbn=978-0-915276-50-9|language=en|access-date=July 17, 2016|archive-date=October 6, 2022|archive-url=https://web.archive.org/web/20221006133150/https://books.google.com/books?id=w8cDPQAACAAJ|url-status=live}}</ref> This is only one of two areas in the subway where the express tracks diverge from the local tracks (the other being the [[IND Culver Line]] between [[Seventh Avenue (IND Culver Line)|Seventh Avenue]] and [[Church Avenue (IND Culver Line)|Church Avenue]].)<ref name=MTA-CapitalOversight-July2015 /><ref name=NYTimes-OurGreatSubway-IND2ndSystem-1929 />

As the line leaves [[36th Street (IND Queens Boulevard Line)|36th Street]], the two-track [[IND 63rd Street Line]] ({{NYCS trains|63rd connector}}) splits from both sets of tracks at a flying junction, running to Manhattan under 41st Avenue. The Queens Boulevard Line continues under Northern Boulevard to [[Queens Plaza (IND Queens Boulevard Line)|Queens Plaza]] ({{NYCS trains|Queens Plaza}}) before line splitting into three parts at another flying junction. The express tracks ({{NYCS trains|Queens 53rd}}) continue towards Manhattan under 44th Drive, while the local tracks split two ways, with the [[60th Street Tunnel Connection]] ({{NYCS trains|60th Connection}}) turning northwest and the [[IND Crosstown Line]] ({{NYCS trains|Crosstown north}}) remaining under Jackson Avenue (Northern Boulevard south of Queens Plaza). From this point on, the Queens Boulevard Line has only two tracks.<ref name=":23" />

The line continues west through the 53rd Street Tunnel under the [[East River]] into Manhattan. After [[Lexington Avenue–53rd Street (IND Queens Boulevard Line)|Lexington Avenue–53rd Street]], the westbound track rises above the eastbound track. A flying junction after [[Fifth Avenue/53rd Street (IND Queens Boulevard Line)|Fifth Avenue/53rd Street]], ties the westbound track into the southbound local tracks of the [[IND Sixth Avenue Line]], which begin here as a merge of these connection tracks and the [[IND 63rd Street Line]]. At that junction, the Sixth Avenue express tracks turn west under 53rd Street, just to the south of the Queens Boulevard Line. The two lines share platforms at [[Seventh Avenue (IND Queens Boulevard Line)|Seventh Avenue]], but no connecting tracks are present.<ref name=":23" />

The Queens Boulevard Line then turns south below the [[IND Eighth Avenue Line]] with separate lower-level platforms at [[50th Street (IND Eighth Avenue Line)|50th Street]]. Afterward, the tracks split to join the local and express tracks of the Eighth Avenue Line north of [[42nd Street–Port Authority Bus Terminal]]. At that station, a special lower platform formerly served a single southbound track from the Queens Boulevard Line, merging with both southbound tracks of the Eighth Avenue Line south of the station;<ref name=":23" /><ref name=NYTimes-42PABTLwrLvl-1952>{{cite news|title=New IND Platform Will Open Monday|url=https://timesmachine.nytimes.com/timesmachine/1952/08/23/84347733.pdf|website=[[The New York Times]]|access-date=June 30, 2015|date=August 23, 1952|archive-date=June 19, 2022|archive-url=https://web.archive.org/web/20220619171810/https://timesmachine.nytimes.com/timesmachine/1952/08/23/84347733.html?pdf_redirect=true&site=false|url-status=live}}</ref><ref name=NYTimes-42PABTLwr-Expedite-1952>{{cite news|last1=Ingraham|first1=Joseph C.|title=New IND Platform at 8th and 42d To Expedite Service From Queens|url=https://timesmachine.nytimes.com/timesmachine/1952/06/20/93496604.pdf|website=[[The New York Times]]|access-date=June 30, 2015|date=June 20, 1952|archive-date=June 19, 2022|archive-url=https://web.archive.org/web/20220619171817/https://timesmachine.nytimes.com/timesmachine/1952/06/20/93496604.html?pdf_redirect=true&site=false|url-status=live}}</ref> the long-disused platform was demolished in June 2013 to make way for the [[7 Subway Extension|extension of the IRT Flushing Line]].<ref>{{cite news |title=Abandoned No More: 2nd Life Drilled into Old 7 Subway Platform |first=Pete |last=Donohue |url=http://www.nydailynews.com/news/2009/06/20/2009-06-20_abandoned_no_more_2nd_life_drilled_into_old_7_subway_platform.html |newspaper=[[Daily News (New York)|New York Daily News]] |date=June 20, 2009 |access-date=January 30, 2010 |archive-date=June 23, 2009 |archive-url=https://web.archive.org/web/20090623061323/http://www.nydailynews.com/news/2009/06/20/2009-06-20_abandoned_no_more_2nd_life_drilled_into_old_7_subway_platform.html |url-status=live }}</ref>

{{wide image|Linea IND Queens Boulevard.png|600px|Overview of the IND Queens Boulevard Line}}

==Services==
The following services use part or all of the IND Queens Boulevard Line:<ref name=servguide/>
{|class="wikitable"
!rowspan=2 width=10|&nbsp;
!colspan=5|Time period<ref name=servguide/>
!rowspan=2|Section of line<ref name=servguide/>
|-
!Rush hours
!Middays
!Evenings
!Weekends
!Late nights
|-
|{{rint|newyork|E}}
|
*express (entire line limited rush hour trips)
*express (south of [[Briarwood (IND Queens Boulevard Line)|Briarwood]])
|express (south of [[Briarwood (IND Queens Boulevard Line)|Briarwood]])
|colspan=2|
*express (south of [[Forest Hills–71st Avenue (IND Queens Boulevard Line)|Forest Hills–71st Avenue]])
*local (between [[Forest Hills–71st Avenue (IND Queens Boulevard Line)|Forest Hills–71st Avenue]] and [[Briarwood (IND Queens Boulevard Line)|Briarwood]])
|local (south of [[Briarwood (IND Queens Boulevard Line)|Briarwood]])
|full line (limited rush hour trips)<br>south of [[Briarwood (IND Queens Boulevard Line)|Briarwood]] (other times)
|-
|{{rint|newyork|F}}
|colspan=4|
*express (south of [[Forest Hills–71st Avenue (IND Queens Boulevard Line)|Forest Hills–71st Avenue]])<br>local (north of [[Forest Hills–71st Avenue (IND Queens Boulevard Line)|Forest Hills–71st Avenue]])
|local
|north of [[36th Street (IND Queens Boulevard Line)|36th Street]]
|-
|-
|{{rint|newyork|Fd}}
|
*express (south of [[Forest Hills–71st Avenue (IND Queens Boulevard Line)|Forest Hills–71st Avenue]])<br>local (north of [[Forest Hills–71st Avenue (IND Queens Boulevard Line)|Forest Hills–71st Avenue]])
|colspan=4 align=center|no service
|north of [[36th Street (IND Queens Boulevard Line)|36th Street]]
|-
|{{rint|newyork|M}}
|colspan=3|
*local (south of [[Forest Hills–71st Avenue (IND Queens Boulevard Line)|Forest Hills–71st Avenue]])
|align=center colspan=2|no service
|between [[Fifth Avenue/53rd Street (IND Queens Boulevard Line)|Fifth Avenue/53rd Street]] and [[Forest Hills–71st Avenue (IND Queens Boulevard Line)|Forest Hills–71st Avenue]] (weekdays)
|-
|{{rint|newyork|R}}
|colspan=4|
*local (south of [[Forest Hills–71st Avenue (IND Queens Boulevard Line)|Forest Hills–71st Avenue]])
|align=center|no service
|between [[Queens Plaza (IND Queens Boulevard Line)|Queens Plaza]] and [[Forest Hills–71st Avenue (IND Queens Boulevard Line)|Forest Hills–71st Avenue]] (all except late nights)
|}
[[File:Briarwood IND police sta jeh.jpg|thumb|left|Briarwood station police headquarters]]
During daytime hours, the portion of the line between [[36th Street (IND Queens Boulevard Line)|36th Street]] and [[Forest Hills–71st Avenue (IND Queens Boulevard Line)|Forest Hills–71st Avenue]] is served by four services: the {{NYCS|E}}, {{NYCS|F}}, {{NYCS|M}}, and {{NYCS|R}}.<ref name=servguide/> The M operates via [[IND Sixth Avenue Line|Sixth Avenue]] and 53rd Street to [[Queens Plaza (IND Queens Boulevard Line)|Queens Plaza]] before making local stops to Forest Hills–71st Avenue on weekdays.<ref name=daymap>{{NYCS const|map}}</ref> The R enters Queens Boulevard from the [[BMT Broadway Line|Broadway Line]] and the [[60th Street Tunnel]] before making local stops to Forest Hills–71st Avenue at all times except late nights.<ref name=daymap/> The F train joins the IND Queens Boulevard Line from the [[IND 63rd Street Line|63rd Street Line]]. During the daytime, the F runs express to Forest Hills–71st Avenue before making local stops to [[Jamaica–179th Street (IND Queens Boulevard Line)|Jamaica–179th Street]]; the F makes all stops during late nights.<ref name=daymap/> The E train runs from the [[IND Eighth Avenue Line|Eighth Avenue Line]] and 53rd Street to Queens Boulevard before making express stops along the line (except evenings and weekends when it makes all stops east of Forest Hills–71st Avenue and during late night hours when it runs local on the entire line) to the [[Archer Avenue Line]] east of [[Briarwood (IND Queens Boulevard Line)|Briarwood]].<ref name=servguide>{{NYCS const|serviceguide}}</ref><ref name=daymap/> Limited rush hour E trains also run express to Jamaica–179th Street.<ref name=servguide/>

The entire line is patrolled by [[NYPD]] Transit Bureau District 20, headquartered at Briarwood.<ref>{{Cite web|url=https://www1.nyc.gov/site/nypd/bureaus/transit-housing/transit-district-20.page|title=Transit District 20|website=www.nyc.gov|access-date=December 29, 2018|archive-date=December 30, 2018|archive-url=https://web.archive.org/web/20181230081239/https://www1.nyc.gov/site/nypd/bureaus/transit-housing/transit-district-20.page|url-status=live}}</ref>

==History==

===Construction===
The Queens Boulevard Line, also referred to as the Long Island City−Jamaica Line, Fifty-third Street−Jamaica Line, and Queens Boulevard−Jamaica Line prior to opening,<ref name=NYTimes-OurGreatSubway-IND2ndSystem-1929 /><ref name="NYTimes-QBL-AheadSched-1929">{{cite web|url=https://www.nytimes.com/1929/04/07/archives/queens-subway-work-ahead-of-schedule-completion-will-lead-to-big.html|title=Queens Subway Work Ahead of Schedule: Completion Will Lead to Big Apartment Building, Says William C. Speers|date=April 7, 1929|work=[[The New York Times]]|access-date=September 1, 2015|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007134155/https://www.nytimes.com/1929/04/07/archives/queens-subway-work-ahead-of-schedule-completion-will-lead-to-big.html|url-status=live}}</ref><ref name=BklynEagle-QnsBestBoro-1929>{{cite web|title=Queens Lauded as Best Boro By Chamber Chief|url=https://www.newspapers.com/image/58266784/?terms=%22178th%22%2Bsubway%2Bqueens|via=[[Newspapers.com]]|newspaper=[[Brooklyn Daily Eagle]]|access-date=October 4, 2015|page=40|date=September 23, 1929|archive-date=October 26, 2016|archive-url=https://web.archive.org/web/20161026232315/https://www.newspapers.com/image/58266784/?terms=%22178th%22%2Bsubway%2Bqueens|url-status=live}}</ref> was one of the original lines of the city-owned [[Independent Subway System]] (IND), planned to stretch between the [[IND Eighth Avenue Line]] in Manhattan and 178th Street and Hillside Avenue in Jamaica, Queens.<ref name=NYTimes-OurGreatSubway-IND2ndSystem-1929 /><ref name=BklynEagle-QnsBestBoro-1929 /><ref name=NYTimes-HylanSubway-CulverCrstwnQBL-1925>{{cite news|work=The New York Times|url=https://www.nytimes.com/1925/03/21/archives/new-subway-routes-in-hylan-program-to-cost-186046000-board-of.html|title=New Subway Routes in Hylan Program to Cost $186,046,000|date=March 21, 1925|issn=0362-4331|page=1|access-date=December 28, 2020|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007134156/https://www.nytimes.com/1925/03/21/archives/new-subway-routes-in-hylan-program-to-cost-186046000-board-of.html?searchResultPosition=1|url-status=live}}</ref>

As originally proposed in 1925, the line's junction with the [[IND Crosstown Line]] in Long Island City would have been a T-junction, allowing trains from Manhattan to travel south to Brooklyn via the Crosstown line.<ref name=NYTimes-HylanSubway-CulverCrstwnQBL-1925/> A map from June of that year shows a proposed alternate routing for the Queens Boulevard Line,<ref>{{cite web|url=https://www.flickr.com/photos/127872292@N06/16006113422/in/photostream/|title=1_8aaaf683001d5e21891cb425b64de612-1|work=Flickr – Photo Sharing!|date=December 12, 2014|access-date=September 27, 2015|archive-date=November 9, 2015|archive-url=https://web.archive.org/web/20151109074628/https://www.flickr.com/photos/127872292@N06/16006113422/in/photostream/|url-status=live}}</ref> that would have had the line turn via Kew Gardens Road after the Union Turnpike station instead of continuing via Queens Boulevard. After proceeding via Kew Gardens Road, the line would have turned via Hillside Avenue.<ref name="KGR" /> The proposed route via Kew Gardens Road was supported by Queens Borough President Maurice Connolly because it would have served Richmond Hill as well. He also pointed out that there was considerable opposition to building a subway line in front of Maple Grove Cemetery.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252024%2FRichmond%2520Hill%2520NY%2520Record%2FRichmond%2520Hill%2520NY%2520Record%25201925%2FRichmond%2520Hill%2520NY%2520Record%25201925%252000347.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3D726dfe2b%26DocId%3D5505495%26Index%3DZ%253a%255cDISK%2520X%26HitCount%3D15%26hits%3D75%2Bb9%2Bba%2Bd6%2Be7%2Be8%2B11a%2B11b%2B127%2B147%2B16c%2B1a6%2B566%2Be5e%2B1185%2B%26SearchForm%3D%252fFulton%255fNew%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252024%2FRichmond%2520Hill%2520NY%2520Record%2FRichmond%2520Hill%2520NY%2520Record%25201925%2FRichmond%2520Hill%2520NY%2520Record%25201925%252000347.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3D726dfe2b%26DocId%3D5505495%26Index%3DZ%253a%255cDISK%2520X%26HitCount%3D15%26hits%3D75%2Bb9%2Bba%2Bd6%2Be7%2Be8%2B11a%2B11b%2B127%2B147%2B16c%2B1a6%2B566%2Be5e%2B1185%2B%26SearchForm%3D%252fFulton%255fNew%255fform%252ehtml%26.pdf&openFirstHlPage=false|title=Movement To Change Subway To Richmond Hill|date=August 28, 1925|work=The Richmond Hill Record|access-date=April 24, 2018|page=1|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007134155/https://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252024%2FRichmond%2520Hill%2520NY%2520Record%2FRichmond%2520Hill%2520NY%2520Record%25201925%2FRichmond%2520Hill%2520NY%2520Record%25201925%252000347.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3D726dfe2b%26DocId%3D5505495%26Index%3DZ%253a%255cDISK%2520X%26HitCount%3D15%26hits%3D75%2Bb9%2Bba%2Bd6%2Be7%2Be8%2B11a%2B11b%2B127%2B147%2B16c%2B1a6%2B566%2Be5e%2B1185%2B%26SearchForm%3D%252fFulton%255fNew%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252024%2FRichmond%2520Hill%2520NY%2520Record%2FRichmond%2520Hill%2520NY%2520Record%25201925%2FRichmond%2520Hill%2520NY%2520Record%25201925%252000347.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3D726dfe2b%26DocId%3D5505495%26Index%3DZ%253a%255cDISK%2520X%26HitCount%3D15%26hits%3D75%2Bb9%2Bba%2Bd6%2Be7%2Be8%2B11a%2B11b%2B127%2B147%2B16c%2B1a6%2B566%2Be5e%2B1185%2B%26SearchForm%3D%252fFulton%255fNew%255fform%252ehtml%26.pdf&openFirstHlPage=false|url-status=live}}</ref> The map shows a second line branching off and continuing along Queens Boulevard, then running under private property on a diagonal line to Sutphin Boulevard, where it would continue south until it reached the [[Jamaica station|LIRR Jamaica station]].<ref name="KGR"/> Later plans eliminated the dual branches, and consolidated them along Queens Boulevard. This moved the initial alignment of the Sutphin Boulevard branch west to Van Wyck Boulevard (now [[Interstate 678|Van Wyck Expressway]]), which was to extend as far south as Atlantic and 94th Avenues. This change caused a conflict between local business groups who wanted the subway under one or the other road. Ultimately, Chairman of the Board of Transportation John H. Delaney sided with the Van Wyck Boulevard alignment due to the fact that the Sutphin Boulevard alignment would have required buying more private property.<ref>{{Cite news|date=1929-11-15|title=Delay is Gained by Sutphin Blvd. Tube Delegation|pages=10|work=Times Union|url=https://www.newspapers.com/article/times-union-delay-is-gained-by-sutphin-b/136851393/|access-date=2023-12-15}}</ref>

During construction, only [[Bellmouth (railroad terminology)|bellmouths]] were built for the line, however, they were eventually used for the [[IND Archer Avenue Line]]. As documented by the map, the Queens Boulevard Line, as originally planned, would have had the express trains travel on a more direct route, via Broadway and Queens Boulevard, while the local trains would take a less direct route hitting larger population centers. There were to be two such instances, however, only one was actually completed. The first one, which was not constructed, would have gone through Winfield (now [[Woodside, Queens|Woodside]]), west of the existing [[Elmhurst Avenue (IND Queens Boulevard Line)|Elmhurst Avenue]] station, and the local tracks would have diverged, continuing via Queens Boulevard before turning onto 69th Street (Fisk Avenue), rejoining the express tracks at Broadway in Woodside. The second instance, the one that was built, was planned to have the local tracks continue via Broadway west of the [[65th Street (IND Queens Boulevard Line)|65th Street]] station, and then it would turn south via Steinway Street before rejoining the express tracks at the [[36th Street (IND Queens Boulevard Line)|36th Street]] station. The express tracks here would take the more direct route, via Northern Boulevard.<ref name="KGR">*{{cite web|url=https://www.flickr.com/photos/127872292@N06/15387179193|title=Possible routing of queens blvd line via kew gardens rd|work=Flickr|date=December 12, 2014}}
*{{cite web|url=https://www.flickr.com/photos/127872292@N06/16006113552/in/photostream/|title=1_8aaaf683001d5e21891cb425b64de612|work=Flickr|date=December 12, 2014|access-date=September 27, 2015|archive-date=November 9, 2015|archive-url=https://web.archive.org/web/20151109061027/https://www.flickr.com/photos/127872292@N06/16006113552/in/photostream/|url-status=live}}
*{{Cite news|url=http://fultonhistory.com/Newspaper%2015/Brooklyn%20NY%20Daily%20Star/Brooklyn%20NY%20Daily%20Star%201927/Brooklyn%20NY%20Daily%20Star%201927%20-%203294.pdf|title=Rapid Transit Factor Key To Quick Growth Of Industrial Queens: Fifty-third Street Line and Brooklyn Crosstown Subway Plans, Now Under Way by City, Forecast Still Vaster Developments in Future|last=Nordman|first=Guy|page=3B|date=October 20, 1927|newspaper=The Daily Star|access-date=August 21, 2016|via=Fulton History|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007134155/https://fultonhistory.com/Newspaper%2015/Brooklyn%20NY%20Daily%20Star/Brooklyn%20NY%20Daily%20Star%201927/Brooklyn%20NY%20Daily%20Star%201927%20-%203294.pdf|url-status=live}}</ref>

Originally, the [[New York City Board of Transportation]] (BOT) did not plan for a [[50th Street (IND Lines)|50th Street]] station on the Queens Boulevard Line. This station was to have only been served by Eighth Avenue trains heading north toward Washington Heights. The Eighth Avenue Association petitioned the BOT for an additional stop at 50th Street. On November 21, 1926, it was announced that the BOT had agreed to construct a stop at this location for the Queens Boulevard Line.<ref>{{Cite news|url=https://www.nytimes.com/1926/11/22/archives/new-subway-stop-planned-in-8th-av-between-49th-and-51st-streets-on.html|title=New Subway Stop Planned; In 8th Av., Between 49th and 51st Streets on Queens Line.|date=November 22, 1926|work=The New York Times|access-date=March 21, 2018|language=en-US|issn=0362-4331|archive-date=March 22, 2018|archive-url=https://web.archive.org/web/20180322020338/https://www.nytimes.com/1926/11/22/archives/new-subway-stop-planned-in-8th-av-between-49th-and-51st-streets-on.html|url-status=live}}</ref>

{{multiple image
| align     = right
| direction = vertical
| image1    = Interboro Kew G Interchange jeh.JPG
| image2    = Queens Blvd East 06.jpg
| width =  250
| footer          = As part of the subway line's construction, underpasses were built at Kew Gardens (top) and Woodhaven Boulevard (bottom).
| footer_align      = left
}}
On February 26, 1927, the [[New York City Board of Estimate]] awarded and approved a $10,481,550 contract to the Patrick McGovern Company. Ground was broken at Vernon Boulevard and 44th Drive in Long Island City on April 2, 1927. The first contract for work entirely within Queens was given to the Atwell-Gustin-Morris Company by the BOT on December 14, 1927. The contract covered the section of the line under Jackson Avenue between the junction with the under-construction Crosstown Line near Queen Street and 44th Drive. The section between Arch Street and Steinway Avenue was awarded to the W.G.T. Construction Company, which required moving the support pillars for the elevated IRT Flushing Line to the sides of the street. Triest Construction Company was awarded the next segment, which was between Queen Street and the intersection of Northern Boulevard and 37th Street. The following section was awarded to J.F. Cogan Company, which was required to build the section between the intersection of Steinway Street and Broadway and the intersection of 53rd Street and Northern Boulevard. The remainder of the line was called Route 108, and it was divided into six sections. The first section, between 53rd Street and Pettit Place via Broadway went to Atwell-Gustin-Morris Company, while the section between along Broadway and Queens Boulevard from Pettit Place to 55th Avenue went to George H. Flynn Company. The sections from 55th Avenue to 64th Road and from 64th Road to 71st Road went to Arthur A. Johnson. The final two sections were from 71st Road to Union Turnpike, and from 137th Street (now the [[Van Wyck Expressway]]) to Hillside Avenue.<ref name=":3">{{Cite book|url=http://digitalarchives.queenslibrary.org/vital/access/services/Download/aql:12691/SOURCE1?view=true|title=Elmhurst : from town seat to mega-suburb|last=Seyfried|first=Vincent F.|publisher=Vincent F. Seyfried|year=1995|access-date=September 20, 2016|archive-date=September 23, 2016|archive-url=https://web.archive.org/web/20160923094202/http://digitalarchives.queenslibrary.org/vital/access/services/Download/aql%3A12691/SOURCE1?view=true|url-status=live}}</ref>

The two tubes of the 53rd Street Tunnel under the [[East River]] began construction in spring 1927, and were fully excavated between Queens and Manhattan in January 1929, with a ventilation shaft built on Welfare Island (today's [[Roosevelt Island]]).<ref name="LIDaily-QBL-Mar151930">{{cite news|title=L.I. City-Jamaica Subway To Open Between Plaza and Manhattan Next Year; City Will Extend Service With Completion of Each Section; Sullivan Reveals Plans of Board of Transportation|url=http://fultonhistory.com/Newspaper%2015/Brooklyn%20NY%20Daily%20Star/Brooklyn%20NY%20Daily%20Star%201930/Brooklyn%20NY%20Daily%20Star%201930%20-%200205.pdf|access-date=July 27, 2016|work=Long Island Daily Star|agency=[[Fultonhistory.com]]|date=March 15, 1930|page=1|archive-date=May 4, 2022|archive-url=https://web.archive.org/web/20220504023210/https://fultonhistory.com/Newspaper%2015/Brooklyn%20NY%20Daily%20Star/Brooklyn%20NY%20Daily%20Star%201930/Brooklyn%20NY%20Daily%20Star%201930%20-%200205.pdf|url-status=live}}</ref> On October 4, 1928, the Board of Estimate approved the construction of the Queens Boulevard Line.<ref>{{Cite news|url=https://www.nytimes.com/1928/10/05/archives/17146500-voted-for-new-subways-estimate-board-appropriates-more.html|title=$17,146,500 Voted For New Subways; Estimate Board Appropriates More Than $9,000,000 for Lines in Brooklyn. $6,490,000 For The Bronx Smaller Items for Incidental Work --Approves the Proposed Queens Boulevard Route|date=October 5, 1928|newspaper=The New York Times|issn=0362-4331|access-date=August 4, 2016|archive-date=July 26, 2018|archive-url=https://web.archive.org/web/20180726005923/https://www.nytimes.com/1928/10/05/archives/17146500-voted-for-new-subways-estimate-board-appropriates-more.html|url-status=live}}</ref>

Construction on the line began in December 1928, and the whole line cost $58 million.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252018%2FNew%2520York%2520NY%2520Sun%2FNew%2520York%2520NY%2520Sun%25201933%2FNew%2520York%2520NY%2520Sun%25201933%2520-%25207059.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3D5c09354%26DocId%3D3181260%26Index%3DZ%253a%255cIndex%2520I%252dE%252dV%26HitCount%3D21%26hits%3D22%2B3f%2B101%2B102%2B13c%2B157%2B158%2B1b4%2B1b5%2B1c5%2B1c6%2B1e6%2B217%2B24f%2B257%2B267%2B29e%2B2e9%2B2ea%2B344%2B37f%2B%26SearchForm%3D%252fFulton%255fNew%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252018%2FNew%2520York%2520NY%2520Sun%2FNew%2520York%2520NY%2520Sun%25201933%2FNew%2520York%2520NY%2520Sun%25201933%2520-%25207059.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3D5c09354%26DocId%3D3181260%26Index%3DZ%253a%255cIndex%2520I%252dE%252dV%26HitCount%3D21%26hits%3D22%2B3f%2B101%2B102%2B13c%2B157%2B158%2B1b4%2B1b5%2B1c5%2B1c6%2B1e6%2B217%2B24f%2B257%2B267%2B29e%2B2e9%2B2ea%2B344%2B37f%2B%26SearchForm%3D%252fFulton%255fNew%255fform%252ehtml%26.pdf&openFirstHlPage=false|title=More Subway Links To Open|date=August 17, 1933|work=The New York Sun|access-date=April 24, 2018|page=7}}</ref> During the line's construction, several intersections of [[Queens Boulevard]] with major roads were grade separated, in a similar manner to [[Grand Concourse (Bronx)|Grand Concourse]] in [[the Bronx]] during the building of the [[IND Concourse Line]] around that same time.<ref name="BklynEagle-QnsBestBoro-1929" /><ref name="NYTimes-QBL-PlansChanged-June1930" /> At adjacent intersections with [[Woodhaven Boulevard]] and [[Interstate 495 (New York)|Horace Harding Boulevard]] (now the Long Island Expressway) in Elmhurst, Queens Boulevard's main road was depressed into underpasses.<ref name="NYTimes-QBL-PlansChanged-June1930">{{cite news|title=Plans Are Changed For Queens Subway: Traffic Crossings at Nassau and Woodhaven Boulevards Altered to Avoid Congestion. Viaduct Project Dropped Main Driveway to Be Depressed, Side Routes to Be at Grade-- New Bids Due Soon. How Plans Were Changed. Elimination Plans Received|url=https://www.nytimes.com/1930/06/22/archives/plans-are-changed-for-queens-subway-traffic-crossings-at-nassau-and.html|work=[[The New York Times]]|access-date=September 1, 2015|date=June 22, 1930|archive-date=September 28, 2015|archive-url=https://web.archive.org/web/20150928015049/http://query.nytimes.com/gst/abstract.html?res=9D01E7D9113AEE32A25751C2A9609C946194D6CF|url-status=live}}</ref><ref name="BklynEagle-LIQns-BoostRealty-1932">{{cite web|title=State and City Plans For Long Island Seen As Boost to Realty|url=https://www.newspapers.com/image/57287597/?terms=%22hillside%2Bavenue%22%2Bsubway%2Bqueens|via=[[Newspapers.com]]|newspaper=[[Brooklyn Daily Eagle]]|access-date=November 3, 2015|page=44|date=January 24, 1932|archive-date=October 28, 2016|archive-url=https://web.archive.org/web/20161028091558/https://www.newspapers.com/image/57287597/?terms=%22hillside%2Bavenue%22%2Bsubway%2Bqueens|url-status=live}}</ref> In [[Kew Gardens, Queens|Kew Gardens]], [[Union Turnpike (New York)|Union Turnpike]] and the [[Jackie Robinson Parkway|Interboro Parkway]] (now the Jackie Robinson Parkway) were depressed below Queens Boulevard at the level of the [[Kew Gardens-Union Turnpike|Union Turnpike station]]'s mezzanine.<ref name="NYTimes-UnionTpkeIND-Mezz-1930">{{cite news|title=Highway Program Aids Long Island Growth|url=https://timesmachine.nytimes.com/timesmachine/1930/04/27/96111737.pdf|website=[[The New York Times]]|access-date=June 27, 2015|date=April 27, 1930|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007134156/https://timesmachine.nytimes.com/timesmachine/1930/04/27/96111737.html?pdf_redirect=true&site=false|url-status=live}}</ref> From the mezzanine at Union Turnpike, an entrance was built from the Interboro Parkway, allowing passengers from buses and automobiles to be dropped off here instead of from Queens Boulevard. The subway from Long Island City to Roosevelt Avenue and 74th Street was completed by April 1932.<ref name=":3" />

During the 1920s and 1930s, in conjunction with the subway construction project, Queens Boulevard was widened with up to twelve lanes in some places, and a right-of-way of {{convert|200|ft|m}} in width was created.<ref name=QueensBoulevardWidening>* {{Cite web|url=http://www.nycroads.com/roads/queens-blvd/|title=Queens Boulevard Express Highway (NY 25, unbuilt)|website=www.nycroads.com|access-date=August 4, 2016|archive-date=April 1, 2016|archive-url=https://web.archive.org/web/20160401112600/http://nycroads.com/roads/queens-blvd/|url-status=live}}
* {{Cite web|url=https://www.flickr.com/photos/127872292@N06/15992778145/|title=Office of the President, Borough of Queens, Topographical Bureau Map Showing Roadway Treatment of Queens Boulevard From Van Dam St. To Hillside Ave. In Connection With The Proposed Improvement New York, January 31, 1922|website=Flickr|date=December 10, 2014|access-date=August 4, 2016|archive-date=October 11, 2016|archive-url=https://web.archive.org/web/20161011100302/https://www.flickr.com/photos/127872292@N06/15992778145/|url-status=live}}
* {{Cite web|url=https://www.flickr.com/photos/127872292@N06/15967015766/|title=Office of the President, Borough of Queens, Topographical Bureau Map Showing Roadway Treatment of Queens Boulevard From Van Dam St. To Hillside Ave. In Connection With The Proposed Improvement New York, January 31, 1922|website=Flickr|date=December 10, 2014|access-date=August 4, 2016|archive-date=November 4, 2016|archive-url=https://web.archive.org/web/20161104052043/https://www.flickr.com/photos/127872292@N06/15967015766/|url-status=live}}
* {{Cite web|url=https://www.flickr.com/photos/127872292@N06/15992778415/|title=Office of the President, Borough of Queens, Topographical Bureau Map Showing Roadway Treatment of Queens Boulevard From Van Dam St. To Hillside Ave. In Connection With The Proposed Improvement New York, January 31, 1922|website=Flickr|date=December 10, 2014|access-date=August 4, 2016|archive-date=November 4, 2016|archive-url=https://web.archive.org/web/20161104052437/https://www.flickr.com/photos/127872292@N06/15992778415/|url-status=live}}
* {{Cite web|url=https://www.flickr.com/photos/127872292@N06/15805397998/|title=Office of the President, Borough of Queens, Topographical Bureau Map Showing Roadway Treatment of Queens Boulevard From Van Dam St. To Hillside Ave. In Connection With The Proposed Improvement New York, January 31, 1922|website=Flickr|date=December 10, 2014|access-date=August 4, 2016|archive-date=November 4, 2016|archive-url=https://web.archive.org/web/20161104054348/https://www.flickr.com/photos/127872292@N06/15805397998/|url-status=live}}
* {{Cite web|url=https://www.flickr.com/photos/127872292@N06/15992778715/|title=Office of the President, Borough of Queens, Topographical Bureau Map Showing Roadway Treatment of Queens Boulevard From Van Dam St. To Hillside Ave. In Connection With The Proposed Improvement New York, January 31, 1922|website=Flickr|date=December 10, 2014|access-date=August 4, 2016|archive-date=November 4, 2016|archive-url=https://web.archive.org/web/20161104052516/https://www.flickr.com/photos/127872292@N06/15992778715/|url-status=live}}
* {{Cite web|url=https://www.flickr.com/photos/127872292@N06/15990799021/|title=Office of the President, Borough of Queens, Topographical Bureau Map Showing Roadway Treatment of Queens Boulevard From Van Dam St. To Hillside Ave. In Connection With The Proposed Improvement New York, January 31, 1922|website=Flickr|date=December 10, 2014|access-date=August 4, 2016|archive-date=November 4, 2016|archive-url=https://web.archive.org/web/20161104052231/https://www.flickr.com/photos/127872292@N06/15990799021/|url-status=live}}
* {{Cite web|url=https://www.flickr.com/photos/127872292@N06/15805398498/|title=Office of the President, Borough of Queens, Topographical Bureau Map Showing Roadway Treatment of Queens Boulevard From Van Dam St. To Hillside Ave. In Connection With The Proposed Improvement New York, January 31, 1922|website=Flickr|date=December 10, 2014|access-date=August 4, 2016|archive-date=November 4, 2016|archive-url=https://web.archive.org/web/20161104052138/https://www.flickr.com/photos/127872292@N06/15805398498/|url-status=live}}
* {{Cite web|url=https://www.flickr.com/photos/127872292@N06/15806778849/|title=Office of the President, Borough of Queens, Topographical Bureau Map Showing Roadway Treatment of Queens Boulevard From Van Dam St. To Hillside Ave. In Connection With The Proposed Improvement New York, January 31, 1922|website=Flickr|date=December 10, 2014|access-date=August 4, 2016|archive-date=November 4, 2016|archive-url=https://web.archive.org/web/20161104052724/https://www.flickr.com/photos/127872292@N06/15806778849/|url-status=live}}
* {{Cite web|url=https://www.flickr.com/photos/127872292@N06/15990799851/|title=Office of the President, Borough of Queens, Topographical Bureau Map Showing Roadway Treatment of Queens Boulevard From Van Dam St. To Hillside Ave. In Connection With The Proposed Improvement New York, January 31, 1922|website=Flickr|date=December 10, 2014|access-date=August 4, 2016|archive-date=November 4, 2016|archive-url=https://web.archive.org/web/20161104054256/https://www.flickr.com/photos/127872292@N06/15990799851/|url-status=live}}
* {{Cite web|url=https://www.flickr.com/photos/127872292@N06/15370533604/|title=Office of the President, Borough of Queens, Topographical Bureau Map Showing Roadway Treatment of Queens Boulevard From Van Dam St. To Hillside Ave. In Connection With The Proposed Improvement New York, January 31, 1922|website=Flickr|date=December 10, 2014|access-date=August 4, 2016|archive-date=November 4, 2016|archive-url=https://web.archive.org/web/20161104052236/https://www.flickr.com/photos/127872292@N06/15370533604/|url-status=live}}</ref> With the widening, Queens Boulevard was wide enough for the construction of a four track subway line without serious disruption of surface travel, with the area alongside the boulevard not built up in many places. More often than not in some places, billboards would be visible instead of buildings. During the construction of the line, electric utility service was temporarily provided by a wooden pole line. Once the construction of the line was completed, the utility service was underground, and the [[Queens Boulevard Line (surface)|Queens Boulevard trolley line]] was replaced by bus service (today's {{NYC bus link|Q60}}), in part due to competition with the newly constructed subway line.<ref name="NYERA-QnsboroBridgeTrolley-2009">* {{cite journal|date=March 2009|title=Queensborough Bridge Centennial|url=http://issuu.com/erausa/docs/2009-03-bulletin|journal=New York Division Bulletin|publisher=Electric Railroaders Association|volume=52|issue=3|pages=1–5|access-date=January 1, 2016|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007134157/https://issuu.com/erausa/docs/2009-03-bulletin|url-status=live}}
* {{cite web|url=https://www.newspapers.com/image/56150089/?terms=%22queens%2Bblvd%22%2Bbus|title=Hylan Jitney Bus In Elmhurst Crash Overturns; 27 Hurt: Locked Wheels With Touring Car in queens Boulevard Jam. Both Cars Wrecked|date=August 30, 1920|via=[[Newspapers.com]]|newspaper=[[Brooklyn Daily Eagle]]|access-date=January 2, 2016|archive-date=October 28, 2016|archive-url=https://web.archive.org/web/20161028091821/https://www.newspapers.com/image/56150089/?terms=%22queens%2Bblvd%22%2Bbus|url-status=live}}</ref> Because the construction of the Queens Boulevard Line utilized the [[cut-and-cover]] tunneling method, Queens Boulevard had to be torn up and in order to allow pedestrians to cross, temporary bridges were built over the trenches.<ref name=":04">{{Cite book|url=https://books.google.com/books?id=yfz7w8mogvEC|title=Forest Hills|last1=Hirshon|first1=Nicholas|last2=Romano|first2=Foreword by Ray|date=January 1, 2013 |publisher=Arcadia Publishing|isbn=978-0-7385-9785-0|language=en}}</ref> Like other IND lines, many stations' mezzanines stretched the full length and width of their stations, and are now considered to be overbuilt.<ref name="LIStar-QBL-Phantom1-Jan191959-pg1">* {{cite news|last1=Marks|first1=Seymour|title=The Phantom Subway: Ideal Spot to Park Underground|url=http://fultonhistory.com/Newspaper%2014/Long%20Island%20City%20NY%20Star%20Journal/Long%20Island%20City%20NY%20Star%20Journal%201959/Long%20Island%20City%20NY%20Star%20Journal%201959%20-%200561.pdf|access-date=August 12, 2016|work=Long Island Star-Journal|agency=[[Fultonhistory.com]]|date=January 19, 1959|page=1|archive-date=June 29, 2022|archive-url=https://web.archive.org/web/20220629213444/https://fultonhistory.com/Newspaper%2014/Long%20Island%20City%20NY%20Star%20Journal/Long%20Island%20City%20NY%20Star%20Journal%201959/Long%20Island%20City%20NY%20Star%20Journal%201959%20-%200561.pdf|url-status=live}}
* {{cite news|last1=Marks|first1=Seymour|title=The Phantom Subway: Ideal Spot to Park Underground|url=http://fultonhistory.com/Newspaper%2014/Long%20Island%20City%20NY%20Star%20Journal/Long%20Island%20City%20NY%20Star%20Journal%201959/Long%20Island%20City%20NY%20Star%20Journal%201959%20-%200564.pdf|access-date=August 12, 2016|work=Long Island Star-Journal|agency=[[Fultonhistory.com]]|date=January 19, 1959|page=2|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007134156/https://fultonhistory.com/Newspaper%2014/Long%20Island%20City%20NY%20Star%20Journal/Long%20Island%20City%20NY%20Star%20Journal%201959/Long%20Island%20City%20NY%20Star%20Journal%201959%20-%200564.pdf|url-status=live}}</ref>

On October 16, 1930, James A. Burke, the chairman of the Hillside Avenue Subway Extension Committee stated that the extension of the line to Springfield Boulevard was a certainty after receiving a letter from the Transportation Commissioner.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FBrooklyn%2520NY%2520Standard%2520Union%2FBrooklyn%2520NY%2520Standard%2520Union%25201930%2FBrooklyn%2520NY%2520Standard%2520Union%25201930%2520-%25204955.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffff845d8fc9%26DocId%3D4723933%26Index%3DZ%253a%255cIndex%2520U%252dF%252dP%26HitCount%3D15%26hits%3D2c1%2B2cb%2B2cc%2B2cd%2B2d2%2B2d3%2B2d5%2B2d6%2B2e7%2B2e8%2B2e9%2B30e%2B314%2B315%2B32a%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FBrooklyn%2520NY%2520Standard%2520Union%2FBrooklyn%2520NY%2520Standard%2520Union%25201930%2FBrooklyn%2520NY%2520Standard%2520Union%25201930%2520-%25204955.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffff845d8fc9%26DocId%3D4723933%26Index%3DZ%253a%255cIndex%2520U%252dF%252dP%26HitCount%3D15%26hits%3D2c1%2B2cb%2B2cc%2B2cd%2B2d2%2B2d3%2B2d5%2B2d6%2B2e7%2B2e8%2B2e9%2B30e%2B314%2B315%2B32a%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&openFirstHlPage=false|title=New Queens Subway Extension Assured|date=October 16, 1930|work=Standard Union|access-date=April 25, 2019|page=16}}</ref> On December 1, 1930, the BOT announced that a station would be constructed at 178th Street and Hillside Avenue, but would be done under the section between 178th Street and Springfield Boulevard, which was to be constructed simultaneously with the section from 137th Street to 178th Street. This announcement was made in response to a request by the Jamaica Estates Association for a station at 178th Street. At the time, BOT engineers were completing the design for the extension to Springfield Boulevard and the BOT said that bids on its construction might be let in the near future. On December 23, 1930, the contract for the construction of the section between 137th Street and 178th Street, Route 108, Section 11, was let.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201930%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201930%2520-%25206775.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3D635b2c61%26DocId%3D4773327%26Index%3DZ%253a%255cIndex%2520U%252dF%252dP%26HitCount%3D8%26hits%3D30e%2B33a%2B33c%2B33d%2B382%2B384%2B385%2B3b7%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201930%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201930%2520-%25206775.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3D635b2c61%26DocId%3D4773327%26Index%3DZ%253a%255cIndex%2520U%252dF%252dP%26HitCount%3D8%26hits%3D30e%2B33a%2B33c%2B33d%2B382%2B384%2B385%2B3b7%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&openFirstHlPage=false|title=178th Street Subway Stop Now Assured. Place Is Designated for Station by Transportation Board.|date=December 1, 1930|work=Long Island Daily Press|access-date=April 25, 2019|page=1}}</ref>

On December 18, 1931, it was announced that the completion of the Queens Boulevard Line to Roosevelt Avenue was delayed until January 1, 1933. Previously, it has been announced that the line would open in 1931 or 1932.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252015%2FBrooklyn%2520NY%2520Daily%2520Star%2FBrooklyn%2520NY%2520Daily%2520Star%25201932%2FBrooklyn%2520NY%2520Daily%2520Star%25201932%2520-%25200023.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3D262179dc%26DocId%3D12172955%26Index%3DZ%253a%255cIndex%2520I%252dE%252dV%26HitCount%3D16%26hits%3D1f%2B20%2B4a%2B51%2B6e%2B99%2Bd8%2B187%2B190%2B191%2B7b8%2B7c8%2B7e1%2B87b%2Ba18%2Bc2d%2B%26SearchForm%3D%252fFulton%255fNew%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252015%2FBrooklyn%2520NY%2520Daily%2520Star%2FBrooklyn%2520NY%2520Daily%2520Star%25201932%2FBrooklyn%2520NY%2520Daily%2520Star%25201932%2520-%25200023.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3D262179dc%26DocId%3D12172955%26Index%3DZ%253a%255cIndex%2520I%252dE%252dV%26HitCount%3D16%26hits%3D1f%2B20%2B4a%2B51%2B6e%2B99%2Bd8%2B187%2B190%2B191%2B7b8%2B7c8%2B7e1%2B87b%2Ba18%2Bc2d%2B%26SearchForm%3D%252fFulton%255fNew%255fform%252ehtml%26.pdf&openFirstHlPage=false|title=SUBWAY OPENING DELAY AGAIN HIT BY E. A. DANGLER|date=January 4, 1932|work=Daily Star|access-date=April 24, 2018|page=14}}</ref> On January 18, 1933, Chairman of the Board of Transportation announced that work on the first section of the line would be completed by September. In addition, Delaney submitted the capital outlay program for the year, which called for the completion of the extension of the line to 177th Street and Hillside Avenue on January 1, 1935.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201933%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201933%2520-%25200376.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffffd88ac624%26DocId%3D4803157%26Index%3DZ%253a%255cIndex%2520U%252dF%252dP%26HitCount%3D15%26hits%3D3b%2B66%2B70%2B74%2B75%2B9b%2Bd4%2B29b%2B29c%2B315%2B35e%2B363%2B92f%2B943%2B967%2B%26SearchForm%3D%252fFulton%255fNew%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201933%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201933%2520-%25200376.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffffd88ac624%26DocId%3D4803157%26Index%3DZ%253a%255cIndex%2520U%252dF%252dP%26HitCount%3D15%26hits%3D3b%2B66%2B70%2B74%2B75%2B9b%2Bd4%2B29b%2B29c%2B315%2B35e%2B363%2B92f%2B943%2B967%2B%26SearchForm%3D%252fFulton%255fNew%255fform%252ehtml%26.pdf&openFirstHlPage=false|title=City Will Open New Subway This Fall|date=January 19, 1933|work=Long Island Daily Press|access-date=April 24, 2018}}</ref> The line was not completed by January 1 because the funding necessary for the final outstanding contract, which was for the installation of transformers and switch houses, was not registered until January by the Controller. In addition, one of the contractors, the L. I. Waldman Company, fell behind schedule. As a result, the company was fined and ordered to increase its labor force to complete the project on schedule. In March the September opening date was moved to August.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252015%2FBrooklyn%2520NY%2520Daily%2520Star%2FBrooklyn%2520NY%2520Daily%2520Star%25201933%2FBrooklyn%2520NY%2520Daily%2520Star%25201933%2520-%25200958.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffff949c9f36%26DocId%3D12178795%26Index%3DZ%253a%255cIndex%2520I%252dE%252dV%26HitCount%3D14%26hits%3D4e%2B89%2B108%2B129%2B139%2B13a%2B167%2B1a8%2B1c1%2B1ef%2B1f0%2B201%2B202%2B12fd%2B%26SearchForm%3D%252fFulton%255fNew%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252015%2FBrooklyn%2520NY%2520Daily%2520Star%2FBrooklyn%2520NY%2520Daily%2520Star%25201933%2FBrooklyn%2520NY%2520Daily%2520Star%25201933%2520-%25200958.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffff949c9f36%26DocId%3D12178795%26Index%3DZ%253a%255cIndex%2520I%252dE%252dV%26HitCount%3D14%26hits%3D4e%2B89%2B108%2B129%2B139%2B13a%2B167%2B1a8%2B1c1%2B1ef%2B1f0%2B201%2B202%2B12fd%2B%26SearchForm%3D%252fFulton%255fNew%255fform%252ehtml%26.pdf&openFirstHlPage=false|title=New Queens Subway To Open In August, Is Latest Official Promise|date=March 20, 1933|work=Daily Star|access-date=April 24, 2018|page=1}}</ref><ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252015%2FBrooklyn%2520NY%2520Daily%2520Star%2FBrooklyn%2520NY%2520Daily%2520Star%25201933%2FBrooklyn%2520NY%2520Daily%2520Star%25201933%2520-%25200969.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffffcdfcad9f%26DocId%3D12178806%26Index%3DZ%253a%255cIndex%2520I%252dE%252dV%26HitCount%3D24%26hits%3Dbe%2Bf7%2B23f%2B240%2B611%2B62d%2B62e%2B6e1%2B6e2%2B711%2B712%2B72d%2B72e%2B73e%2B73f%2B12b1%2B17dc%2B1aa7%2B1b84%2B1c5b%2B1e2f%2B2002%2B2094%2B20ad%2B%26SearchForm%3D%252fFulton%255fNew%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252015%2FBrooklyn%2520NY%2520Daily%2520Star%2FBrooklyn%2520NY%2520Daily%2520Star%25201933%2FBrooklyn%2520NY%2520Daily%2520Star%25201933%2520-%25200969.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffffcdfcad9f%26DocId%3D12178806%26Index%3DZ%253a%255cIndex%2520I%252dE%252dV%26HitCount%3D24%26hits%3Dbe%2Bf7%2B23f%2B240%2B611%2B62d%2B62e%2B6e1%2B6e2%2B711%2B712%2B72d%2B72e%2B73e%2B73f%2B12b1%2B17dc%2B1aa7%2B1b84%2B1c5b%2B1e2f%2B2002%2B2094%2B20ad%2B%26SearchForm%3D%252fFulton%255fNew%255fform%252ehtml%26.pdf&openFirstHlPage=false|title=New Queens Subway Ready For Service In August, Is Latest Word; Work Now Going Ahead At Top Speed|date=March 20, 1933|work=Daily Star|access-date=April 24, 2018|page=12}}</ref>

====Building boom and the growth of communities====
[[File:Queens Boulevard west of Yellowstone Boulevard.jpg|thumb|alt=Streetscape of Forest Hills, Queens|Neighborhoods in Queens, such as [[Forest Hills, Queens|Forest Hills]] (pictured), sprung up around the new subway.<ref name=nyt19370718/>]]
The construction of the Queens Boulevard subway line offered the possibility of quick commutes to the central business district in Midtown Manhattan. In the late 1920s, speculators, upon learning the route of the proposed line, quickly bought up property on and around Queens Boulevard, and real estate prices soared, and older buildings were demolished in order to make way for new development.<ref name=":04"/><ref>* {{Cite news|url=http://fultonhistory.com/Newspaper%2015/Brooklyn%20NY%20Daily%20Star/Brooklyn%20NY%20Daily%20Star%201930/Brooklyn%20NY%20Daily%20Star%201930%20-%200715.pdf|title=New Subway Spurs Building on Queens Boulevard: Home Construction to $2,000,000 Value Now Going On, Says Boelsen|date=April 17, 1930|newspaper=New York Daily Star|page=2|access-date=August 2, 2016|via=Fulton History|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007134157/https://fultonhistory.com/Newspaper%2015/Brooklyn%20NY%20Daily%20Star/Brooklyn%20NY%20Daily%20Star%201930/Brooklyn%20NY%20Daily%20Star%201930%20-%200715.pdf|url-status=live}}
* {{Cite news|url=https://www.nytimes.com/1928/11/25/archives/milliondollar-queens-borough-sale-western-syndicate-buys-vacant.html|title=Million-Dollar Queens Borough Sale; Western Syndicate Buys Vacant Plots; Properties on the Line of the Jamaica Subway, Now Under Construction, and All Have Frontages on Queens Boulevard, Where Building Is Active|date=November 25, 1928|newspaper=The New York Times|issn=0362-4331|access-date=August 4, 2016|archive-date=February 24, 2018|archive-url=https://web.archive.org/web/20180224123638/https://www.nytimes.com/1928/11/25/archives/milliondollar-queens-borough-sale-western-syndicate-buys-vacant.html|url-status=live}}
* {{Cite news|url=https://www.nytimes.com/1928/05/24/archives/block-front-sold-in-long-island-city-queens-boulevard-parcel-will.html|title=Block Front Sold In Long Island City; Queens Boulevard Parcel Will Be Improved With Stores and Apartments. Elmhurst Sites TradedBuilders and Investors Active Along Route of Proposed Subway to Jamaica|date=May 24, 1928|newspaper=The New York Times|issn=0362-4331|access-date=August 4, 2016|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007134159/https://www.nytimes.com/1928/05/24/archives/block-front-sold-in-long-island-city-queens-boulevard-parcel-will.html|url-status=live}}
* {{Cite news|url=https://www.nytimes.com/1929/05/19/archives/sees-big-changes-coming-in-queens-borough-has-bright-possibilities.html|title=Sees Big Changes Coming In Queens; Borough Has Bright Possibilities for Development, Says Fred G. Randall. Traffic Is Chief Factor Queens Boulevard Areas Showing Marked Activity—Realty Values Advancing|date=May 19, 1929|newspaper=The New York Times|issn=0362-4331|access-date=August 4, 2016|archive-date=March 23, 2018|archive-url=https://web.archive.org/web/20180323075634/https://www.nytimes.com/1929/05/19/archives/sees-big-changes-coming-in-queens-borough-has-bright-possibilities.html|url-status=live}}</ref> In order to allow for the speculators to build fifteen-story apartment buildings, several blocks were rezoned.<ref>{{Cite news|url=https://www.nytimes.com/1930/03/23/archives/queens-to-have-15story-house-tall-structure-for-new-residential.html|title=Queens To Have 15-Story House; Tall Structure for New Residential Development in Forest Hills Area. Near Boulevard Subway Several Blocks Rezoned for High Buildings Between Jamaica and Kew Gardens. Apartment Height's Increase|date=March 23, 1930|newspaper=The New York Times|issn=0362-4331|access-date=April 26, 2016|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007134159/https://www.nytimes.com/1930/03/23/archives/queens-to-have-15story-house-tall-structure-for-new-residential.html|url-status=live}}</ref> They built apartment buildings in order to accommodate the influx of residents from Midtown Manhattan that would desire a quick and cheap commute to their jobs.<ref name=":04" /><ref>{{Cite book|url=https://books.google.com/books?id=b5UiKlrlAwEC|title=The Neighborhoods of Queens|last=Copquin|first=Claudia Gryvatz|date=January 1, 2007 |publisher=Yale University Press|isbn=978-0-300-11299-3|language=en}}</ref> Since the new line had express tracks, communities built around express stations, such as in Forest Hills and Kew Gardens became more desirable to live. With the introduction of the subway into the community of Forest Hills, Queens Borough President [[George U. Harvey]] predicted that Queens Boulevard would become the "Park Avenue of Queens".<ref name=":04" /> With the introduction of the subway, Forest Hills and Kew Gardens were transformed from quiet residential communities of one-family houses to active population centers.<ref name=nyt19370718>* {{Cite news|url=https://www.nytimes.com/1937/07/18/archives/demand-is-noted-for-queens-homes-sales-in-many-areas-exceed-summer.html|title=Demand Is Noted For Queens Homes; Sales in Many Areas Exceed Summer Expectations of Developers; Jamaica Section Active; Buying Interest Reported at Kew Gardens—Open Roslyn Community Today Kew Gardens Activity Open Home Center at Roslyn|date=July 18, 1937|newspaper=The New York Times|issn=0362-4331|access-date=April 26, 2016|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007134659/https://www.nytimes.com/1937/07/18/archives/demand-is-noted-for-queens-homes-sales-in-many-areas-exceed-summer.html|url-status=live}}
* {{Cite news|url=https://www.nytimes.com/1992/06/14/nyregion/life-beyond-the-subway-is-subject-to-its-own-disruptions.html|title=Life Beyond the Subway Is Subject to Its Own Disruptions|last=Myers|first=Steven Lee|date=June 14, 1992|newspaper=The New York Times|issn=0362-4331|access-date=April 26, 2016|archive-date=May 9, 2016|archive-url=https://web.archive.org/web/20160509210127/http://www.nytimes.com/1992/06/14/nyregion/life-beyond-the-subway-is-subject-to-its-own-disruptions.html|url-status=live}}
* {{Cite news|url=https://www.nytimes.com/1938/09/11/archives/forest-hills-is-active-renting-is-heaviest-in-years-there-broker.html|title=Forest Hills Is Active; Renting Is Heaviest in Years There, Broker Reports|date=September 11, 1938|newspaper=The New York Times|issn=0362-4331|access-date=April 26, 2016|archive-date=June 15, 2018|archive-url=https://web.archive.org/web/20180615111221/https://www.nytimes.com/1938/09/11/archives/forest-hills-is-active-renting-is-heaviest-in-years-there-broker.html|url-status=live}}
* {{Cite news|url=https://www.nytimes.com/1931/04/26/archives/new-queens-subway-stimulating-growth-work-now-under-way-to-kew.html|title=New Queens Subway Stimulating Growth; Work Now Under Way to Kew Gardens—Many Home Communities Well Populated|date=April 26, 1931|newspaper=The New York Times|issn=0362-4331|access-date=April 26, 2016}}
* {{Cite news|url=https://www.nytimes.com/1937/03/07/archives/subway-link-aids-realty-activityy-broker-notes-the-expansion-of.html|title=Subway Link Aids Realty Activity; Broker Notes the Expansion of Housing Facilities in Queens District|date=March 7, 1937|newspaper=The New York Times|issn=0362-4331|access-date=April 26, 2016|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007134700/https://www.nytimes.com/1937/03/07/archives/subway-link-aids-realty-activityy-broker-notes-the-expansion-of.html|url-status=live}}</ref> Following the line's completion, there was an increase in the property values of buildings around Queens Boulevard.<ref>* {{Cite news|url=https://www.nytimes.com/1937/01/03/archives/subway-link-aids-realty-in-queens-civic-leaders-urge-careful.html|title=Subway Link Aids Realty In Queens; Civic Leaders Urge Careful Planning for the Future Growth of District. Apartment Trend Seen Rising Values Are Predicted for the Forest Hills and Kew Gardens Areas. Views Future With Optimism Cites New Responsibilities Subway Link Aids Realty In Queens Changing Conditions Seen Sales in Rego Park|date=January 3, 1937|newspaper=The New York Times|issn=0362-4331|access-date=April 26, 2016|archive-date=June 15, 2018|archive-url=https://web.archive.org/web/20180615113002/https://www.nytimes.com/1937/01/03/archives/subway-link-aids-realty-in-queens-civic-leaders-urge-careful.html|url-status=live}}
* {{Cite news|url=https://www.nytimes.com/1937/07/11/archives/forest-hills-rentals-demand-there-and-in-kew-gardens-higher-than.html|title=Forest Hills Rentals; Demand There and in Kew Gardens Higher Than Last Year|date=July 11, 1937|newspaper=The New York Times|issn=0362-4331|access-date=April 26, 2016|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007134701/https://www.nytimes.com/1937/07/11/archives/forest-hills-rentals-demand-there-and-in-kew-gardens-higher-than.html|url-status=live}}</ref> For example, a property along Queens Boulevard that would have sold for $1,200 in 1925, would have sold for $10,000 in 1930.<ref>{{Cite news|url=https://www.nytimes.com/1930/05/11/archives/residential-areas-in-queens-expand-plans-are-announced-for-new.html|title=Residential Areas In Queens Expand; Plans Are Announced for New Garden Apartment House in Jackson Heights. Many Small Homes Built Queens Boulevard Values Rise-- Construction Activity Reported in Woodhaven Section. Queens Boulevard Values Rise|date=May 11, 1930|newspaper=The New York Times|issn=0362-4331|access-date=August 4, 2016|archive-date=July 26, 2018|archive-url=https://web.archive.org/web/20180726011255/https://www.nytimes.com/1930/05/11/archives/residential-areas-in-queens-expand-plans-are-announced-for-new.html|url-status=live}}</ref> The population of Forest Hills in 1930 was 18,000, having increased to 100,000 in 1965.<ref name=":2">{{Cite news|url=https://www.nytimes.com/1965/03/10/archives/queens-boulevard-once-just-a-good-route-to-jamaica-is-becoming-a.html|title=Queens Boulevard, Once Just a Good Route to Jamaica, Is Becoming a 'Golden Area'; Urban Togetherness|last=Dougherty|first=Philip H.|date=March 10, 1965|newspaper=The New York Times|issn=0362-4331|access-date=August 4, 2016|archive-date=July 26, 2018|archive-url=https://web.archive.org/web/20180726010617/https://www.nytimes.com/1965/03/10/archives/queens-boulevard-once-just-a-good-route-to-jamaica-is-becoming-a.html|url-status=live}}</ref>

The construction boom was not limited to express stations, with fifteen-story apartment buildings built by Cord Meyer, an eighty-family apartment house built by the Rego Park Construction Corporation, and 300 one-family homes built along Woodhaven Boulevard by Pherbus Kaplan, all surrounding the [[63rd Drive–Rego Park (IND Queens Boulevard Line)|63rd Drive]] local station. These development companies all sought out to continue to increase the value of their properties in anticipation of the opening of the subway.<ref>{{Cite news|url=https://www.nytimes.com/1930/03/09/archives/queens-boulevard-ready-for-building-subway-completion-there-will.html|title=Queens Boulevard Ready For Building; Subway Completion There Will Stimulate Large Housing Improvements|date=March 9, 1930|newspaper=The New York Times|issn=0362-4331|access-date=August 4, 2016|archive-date=July 26, 2018|archive-url=https://web.archive.org/web/20180726011929/https://www.nytimes.com/1930/03/09/archives/queens-boulevard-ready-for-building-subway-completion-there-will.html|url-status=live}}</ref>

Queens Boulevard, prior to the construction of the subway, was just a route to allow people to get to Jamaica, running through farmlands. Since the construction of the line, the area of the thoroughfare that stretches from Rego Park to Kew Gardens has been home to apartment buildings, and a thriving business district that the Chamber of Commerce calls the "Golden Area".<ref name=":2" />

In Elmhurst, almost all of the century-old buildings in the heart of the village were destroyed for the construction of the subway. Land was taken on the west side of the Broadway to avoid the demolition of the Saint James Episcopal Church and the Reformed Church. Many nineteenth century residences and the Wandowenock Fire Company buildings had to be torn down. To allow the subway line to curve into Queens Boulevard from Broadway, the northeast corner of the two streets was removed, in addition to some stores and an old Presbyterian chapel. New buildings were built behind a new curb line once the subway was completed, bringing a new face to Elmhurst. The introduction of the subway stimulated local growth in Elmhurst. Commercial buildings and apartment houses replaced existing structures.<ref name=":3" /><ref>{{Cite book |url=https://books.google.com/books?id=5myFv069DGMC&q=ELMHURST+HISTORY+QUEENS |title=Old Queens, N.Y., in Early Photographs |last1=Seyfried |first1=Vincent F. |last2=Asadorian |first2=William |date=January 1, 1991 |publisher=Courier Corporation |isbn=978-0-486-26358-8 |language=en |access-date=November 1, 2020 |archive-date=October 7, 2022 |archive-url=https://web.archive.org/web/20221007134709/https://books.google.com/books?id=5myFv069DGMC&q=ELMHURST+HISTORY+QUEENS |url-status=live }}</ref>

From 1940 to 1950, in large part because of the construction of the Queens Boulevard Line, the population of Queens dramatically increased by 248,678, of which, 210,000 lived in areas alongside the new line and the buses that connected to it. By 1940, there were 27.5 square miles of vacant land alongside the line that could be used for housing, compared with only 8 in Brooklyn, 4 in the Bronx, and none in Manhattan.<ref>{{Cite news|url=https://www.nytimes.com/1951/07/01/archives/queens-population-grew-with-subway-248678-gain-from-1940-to-50.html|title=Queens Population Grew With Subway; 248,678 Gain From 1940 to '50 Followed Opening of Land Areas Along 8th Avenue Line|date=July 1, 1951|work=The New York Times|access-date=April 4, 2018|language=en-US|issn=0362-4331|archive-date=April 5, 2018|archive-url=https://web.archive.org/web/20180405183049/https://www.nytimes.com/1951/07/01/archives/queens-population-grew-with-subway-248678-gain-from-1940-to-50.html|url-status=live}}</ref>

===Opening and expansion===
The first section of the line, west from [[Roosevelt Avenue/74th Street (New York City Subway)|Roosevelt Avenue]] to [[50th Street (IND Eighth Avenue Line)|50th Street]], opened on August 19, 1933 at 12:01&nbsp;a.m.<ref name=":3" /> {{NYCS|E}} trains ran local to [[World Trade Center (IND Eighth Avenue Line)|Hudson Terminal]] (today's World Trade Center) in Manhattan, while the {{NYCS|GG}} (predecessor to current G service) ran as a shuttle service between Queens Plaza and [[Nassau Avenue (IND Crosstown Line)|Nassau Avenue]] on the [[IND Crosstown Line]].<ref name=":03" /><ref name=Raskin-RoutesNotTaken-2013 /><ref name="NYTimes-INDQBLCrstwnOpen-1933">* {{cite news|url=https://timesmachine.nytimes.com/timesmachine/1933/08/18/99841892.pdf|title=Two Subway Units Open At Midnight; Links in City-Owned System in Queens and Brooklyn to Have 15 Stations|date=August 18, 1933|work=[[The New York Times]]|access-date=November 7, 2015|archive-date=December 10, 2021|archive-url=https://web.archive.org/web/20211210175107/https://timesmachine.nytimes.com/timesmachine/1933/08/18/99841892.html?pdf_redirect=true&site=false|url-status=live}}
* {{cite news|url=http://fultonhistory.com/Newspaper%2014/Jamaica%20NY%20Long%20Island%20Daily%20Press/Jamaica%20NY%20Long%20Island%20Daily%20Press%201933/Jamaica%20NY%20Long%20Island%20Daily%20Press%201933%20-%204319.pdf|title=New Queens Subway Service Will Be Launched Tonight; Tunnel From Manhattan Open to Jackson Heights; Service Will Eventually Be Extended Through To Jamaica|date=August 18, 1933|work=Long Island Daily Press|access-date=July 27, 2016|agency=[[Fultonhistory.com]]|page=20|archive-date=May 30, 2020|archive-url=https://web.archive.org/web/20200530192302/https://fultonhistory.com/Newspaper%2014/Jamaica%20NY%20Long%20Island%20Daily%20Press/Jamaica%20NY%20Long%20Island%20Daily%20Press%201933/Jamaica%20NY%20Long%20Island%20Daily%20Press%201933%20-%204319.pdf|url-status=live}}
* {{cite news|url=http://fultonhistory.com/newspaper%2011/New%20York%20Evening%20Post/New%20York%20NY%20Evening%20Post%201933%20Grayscale/New%20York%20NY%20Evening%20Post%201933%20Grayscale%20-%203621.pdf|title=New Queens Tube To Open Saturday: Brooklyn-Long Island City Link of City Line Also to Be Put in Operation|date=August 17, 1933|work=[[New York Post|New York Evening Post]]|access-date=July 27, 2016|agency=[[Fultonhistory.com]]|page=18|archive-date=May 30, 2020|archive-url=https://web.archive.org/web/20200530192306/https://fultonhistory.com/newspaper%2011/New%20York%20Evening%20Post/New%20York%20NY%20Evening%20Post%201933%20Grayscale/New%20York%20NY%20Evening%20Post%201933%20Grayscale%20-%203621.pdf|url-status=live}}</ref> Initially trains ran on four to six-minute headways during rush hours.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252024%2FRichmond%2520Hill%2520NY%2520Record%2FRichmond%2520Hill%2520NY%2520Record%25201932-1933%2FRichmond%2520Hill%2520NY%2520Record%25201932-1933%252000694.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffffc28703a1%26DocId%3D5509626%26Index%3DZ%253a%255cDISK%2520X%26HitCount%3D3%26hits%3Daf5%2Baf6%2Baf7%2B%26SearchForm%3D%252fFulton%255fNew%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252024%2FRichmond%2520Hill%2520NY%2520Record%2FRichmond%2520Hill%2520NY%2520Record%25201932-1933%2FRichmond%2520Hill%2520NY%2520Record%25201932-1933%252000694.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffffc28703a1%26DocId%3D5509626%26Index%3DZ%253a%255cDISK%2520X%26HitCount%3D3%26hits%3Daf5%2Baf6%2Baf7%2B%26SearchForm%3D%252fFulton%255fNew%255fform%252ehtml%26.pdf&openFirstHlPage=false|title=New Subway Opens Tomorrow Queens Boulevard Route to Manhattan Starts at 12:01 A. M.–Special Run Being Made Today|date=August 18, 1933|work=The Richmond Hill Record|access-date=November 19, 2017|page=8|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007134700/https://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252024%2FRichmond%2520Hill%2520NY%2520Record%2FRichmond%2520Hill%2520NY%2520Record%25201932-1933%2FRichmond%2520Hill%2520NY%2520Record%25201932-1933%252000694.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffffc28703a1%26DocId%3D5509626%26Index%3DZ%253a%255cDISK%2520X%26HitCount%3D3%26hits%3Daf5%2Baf6%2Baf7%2B%26SearchForm%3D%252fFulton%255fNew%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252024%2FRichmond%2520Hill%2520NY%2520Record%2FRichmond%2520Hill%2520NY%2520Record%25201932-1933%2FRichmond%2520Hill%2520NY%2520Record%25201932-1933%252000694.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffffc28703a1%26DocId%3D5509626%26Index%3DZ%253a%255cDISK%2520X%26HitCount%3D3%26hits%3Daf5%2Baf6%2Baf7%2B%26SearchForm%3D%252fFulton%255fNew%255fform%252ehtml%26.pdf&openFirstHlPage=false|url-status=live}}</ref> Later that year, a $23 million loan was approved to finance the remainder of the line, along with other IND lines.<ref>{{cite news|title=Unfinished Sections of Subway Lines To Be Completed|url=http://fultonhistory.com/Newspaper%2018/New%20York%20NY%20Sun/New%20York%20NY%20Sun%201933/New%20York%20NY%20Sun%201933%20a%20-%201882.pdf |access-date=July 30, 2016|work=[[The Sun (New York)|The New York Sun]]|agency=[[Fultonhistory.com]]|date=December 13, 1933|page=47}}</ref>

In 1934 and 1935, construction of the extension to Jamaica was suspended for 15 months and was halted by strikes.<ref name="LIDaily-QBLToil-Aug1936">{{cite news|last1=Neufeld|first1=Ernest|title=Men Toil Under Earth to Build Subway|url=http://fultonhistory.com/Newspaper%2014/Jamaica%20NY%20Long%20Island%20Daily%20Press/Jamaica%20NY%20Long%20Island%20Daily%20Press%201936/Jamaica%20NY%20Long%20Island%20Daily%20Press%201936%20-%204852.pdf|page=2 (Section 2)|access-date=August 12, 2016|work=Long Island Daily Press|agency=[[Fultonhistory.com]]|date=August 23, 1936|archive-date=January 29, 2022|archive-url=https://web.archive.org/web/20220129003255/https://fultonhistory.com/Newspaper%2014/Jamaica%20NY%20Long%20Island%20Daily%20Press/Jamaica%20NY%20Long%20Island%20Daily%20Press%201936/Jamaica%20NY%20Long%20Island%20Daily%20Press%201936%20-%204852.pdf|url-status=live}}</ref> Construction was further delayed due to a strike in 1935, instigated by electricians opposing wages paid by the [[General Railway Signal|General Railway Signal Company]].<ref>* {{cite news|url=http://fultonhistory.com/Newspaper%2014/Jamaica%20NY%20Long%20Island%20Daily%20Press/Jamaica%20NY%20Long%20Island%20Daily%20Press%201935/Jamaica%20NY%20Long%20Island%20Daily%20Press%201935%20-%201456.pdf|title=500 More Quit Subway Work On Boulevard: General Strike Order Issued Today; 72 Walk Out in Jamaica|date=April 2, 1935|work=Long Island Daily Press|access-date=July 30, 2016|agency=[[Fultonhistory.com]]|page=2|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007134700/https://fultonhistory.com/Newspaper%2014/Jamaica%20NY%20Long%20Island%20Daily%20Press/Jamaica%20NY%20Long%20Island%20Daily%20Press%201935/Jamaica%20NY%20Long%20Island%20Daily%20Press%201935%20-%201456.pdf|url-status=live}}
* {{cite news|url=http://fultonhistory.com/Newspaper%2014/Jamaica%20NY%20Long%20Island%20Daily%20Press/Jamaica%20NY%20Long%20Island%20Daily%20Press%201935/Jamaica%20NY%20Long%20Island%20Daily%20Press%201935%20-%201456.pdf|title=Aldermen Probe Strike on Subway|date=April 3, 1935|work=Long Island Daily Press|access-date=July 30, 2016|agency=[[Fultonhistory.com]]|page=4|archive-date=March 28, 2022|archive-url=https://web.archive.org/web/20220328213144/https://fultonhistory.com/Newspaper%2014/Jamaica%20NY%20Long%20Island%20Daily%20Press/Jamaica%20NY%20Long%20Island%20Daily%20Press%201935/Jamaica%20NY%20Long%20Island%20Daily%20Press%201935%20-%201456.pdf|url-status=live}}</ref> On January 21, 1935, BOT Chairman John Delaney said that express service in Queens would not begin until construction on the proposed [[IND Sixth Avenue Line]] was completed.<ref>{{Cite news|date=January 22, 1935|title=City to Extend Tube to Jamaica in 18 Months: To Push Subway Over Fulton St. Line Into Boro by Then, Says Delaney|work=Brooklyn Times Union|url=https://www.newspapers.com/clip/89927731/|access-date=December 2, 2021|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007134702/https://www.newspapers.com/clip/89927731/times-union/|url-status=live}}</ref> In February 1935, it was expected that work on Jamaica Yard would be completed by August 20. Construction was not begun until piles had been sunk, through mud and fill, into firm sand.<ref>{{Cite news|url=https://www.newspapers.com/clip/29369669/daily_news/|title=City's New Subway Yards In Kew Gardens Due Aug. 20|date=February 27, 1935|work=New York Daily News|access-date=March 14, 2019|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007134703/https://www.newspapers.com/clip/29369669/daily-news/|url-status=live}}</ref>

On March 17, 1936, at a hearing of the New York State Transit Commission and the New York State Public Service Commission, the LIRR said that it would seek permission in 1937 to abandon the three stations along its Main Line between Jamaica and Pennsylvania Station—Kew Gardens, Forest Hills, and Woodside. The LIRR had said that it anticipated a loss of annual revenue between $750,000 and $1 million with the opening of the extension of the Queens Boulevard Line to Jamaica.<ref>{{Cite news|date=March 18, 1936|title=L.I.R.R. to Drop Way Trains From N.Y. to Jamaica. Line Anticipates $750,000 Loss When Subway Opens, Is Plea at Hearing.|work=Brooklyn Times Union|url=https://www.newspapers.com/clip/89934919/times-union/|access-date=December 2, 2021|archive-date=December 2, 2021|archive-url=https://web.archive.org/web/20211202231734/https://www.newspapers.com/clip/89934919/times-union/|url-status=live}}</ref>

The opening of the line to Continental Avenue was expected in October as of April 1936. At the same time, it was announced that Jamaica Yard would be placed into service with this extension of service. The installation of third rail and storage tracks were expected to be completed by the early summer.<ref>{{Cite news|url=https://www.newspapers.com/clip/29369646/daily_news/|title=Kew Gardens Yards In Use This Autumn|date=April 24, 1936|work=New York Daily News|access-date=March 14, 2019|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007134702/https://www.newspapers.com/clip/29369646/daily-news/|url-status=live}}</ref>

In April 1936, William Jerome Daly, the secretary of the BOT, stated, in response to requests for a stop at 178th Street, that constructing a station at that location would prevent express service from operating past Continental Avenue. He said that with a final station at 169th Street, expresses could run to Parsons Boulevard, and that if the line was extended to Springfield Boulevard as planned, express service could be extended past 178th Street with a yard east of the new terminal.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201936%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201936%2520-%25200596.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffffe9b588cc%26DocId%3D4826388%26Index%3DZ%253a%255cIndex%2520U%252dF%252dP%26HitCount%3D14%26hits%3D67b%2B1310%2B135b%2B135c%2B1361%2B1379%2B137a%2B139c%2B13a7%2B13a8%2B13b3%2B14bd%2B14d0%2B14d1%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201936%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201936%2520-%25200596.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffffe9b588cc%26DocId%3D4826388%26Index%3DZ%253a%255cIndex%2520U%252dF%252dP%26HitCount%3D14%26hits%3D67b%2B1310%2B135b%2B135c%2B1361%2B1379%2B137a%2B139c%2B13a7%2B13a8%2B13b3%2B14bd%2B14d0%2B14d1%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&openFirstHlPage=false|title=Last Jamaica Subway Stop May Be at 169th Street. Can't Have Expresses and Distance, Too, Official Says.|date=April 26, 1936|work=Long Island Sunday Press|access-date=April 25, 2019|page=1}}</ref>

In August 1936, construction to Forest Hills was expected to be completed by the end of the year. The tracks were installed all the way to 178th Street, and the stations to Union Turnpike were completed. However, the stops to the east still needed to be tiled, have stairways, turnstiles and lighting installed. Only two additional contracts remained to be put up for bid, both the results of last minute changes. The first of the two changes was for finishing the Ely Avenue station which did not open with the initial segment to Roosevelt Avenue. The second of the two entails the eastern terminal of the line. Initially, express trains were planned to terminate at a station at 178th Street. However, the plans were changed to terminate the express trains at Parsons Boulevard, requiring the installation of switches. Since construction of the tunnel was already completed in this section, a few hundred feet of tunnel wall had to be removed to fit the two switches.<ref name="LIDaily-QBLToil-Aug1936" /> In addition, a new tunnel roof and new side supports had to be constructed.<ref name=":6">{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201937%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201937%2520-%25201760.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffff915476c2%26DocId%3D4835533%26Index%3DZ%253a%255cIndex%2520U%252dF%252dP%26HitCount%3D7%26hits%3Da2%2B116%2B916%2B924%2Ba81%2Ba82%2Baab%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201937%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201937%2520-%25201760.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffff915476c2%26DocId%3D4835533%26Index%3DZ%253a%255cIndex%2520U%252dF%252dP%26HitCount%3D7%26hits%3Da2%2B116%2B916%2B924%2Ba81%2Ba82%2Baab%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&openFirstHlPage=false|title=Two Crews Rush to Finish Last 200 Feet of Subwav: Work Must End April 3 to Allow Time for Tests|date=March 19, 1937|work=Long Island Daily Press|access-date=April 25, 2019|page=1}}</ref> Since the line's new terminal would be at 169th Street, the tracks at 178th Street would be used to turn back trains. This change led to protests from the Jamaica Estates Association.<ref name="LIDaily-QBLToil-Aug1936" /> This change delayed the opening of the line from Union Turnpike to 169th Street.<ref name=":6" />

On November 19, 1936, Mayor [[Fiorello H. La Guardia|Fiorello La Guardia]] announced that the line's extension to Union Turnpike would open on December 31, 1936.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201936%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201936%2520-%25206715.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3D29df7faf%26DocId%3D4832507%26Index%3DZ%253a%255cIndex%2520U%252dF%252dP%26HitCount%3D11%26hits%3D68%2B69%2Ba9%2Baa%2Bd0%2Bd9%2Bda%2Bfb%2B1e9%2B3b3%2B3b4%2B%26SearchForm%3D%252fFulton%255fNew%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201936%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201936%2520-%25206715.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3D29df7faf%26DocId%3D4832507%26Index%3DZ%253a%255cIndex%2520U%252dF%252dP%26HitCount%3D11%26hits%3D68%2B69%2Ba9%2Baa%2Bd0%2Bd9%2Bda%2Bfb%2B1e9%2B3b3%2B3b4%2B%26SearchForm%3D%252fFulton%255fNew%255fform%252ehtml%26.pdf&openFirstHlPage=false|title=Kew Gardens–Times Square Ride to Be 33 Minutes|date=November 20, 1936|work=Long Island Daily Press|access-date=April 24, 2018|page=1}}</ref> Accordingly, the line was extended east from Roosevelt Avenue to Union Turnpike on that date.<ref name="WheelsDroveNY-2012" /><ref name="NYTimes-RoosevelttoUTpkeOpen-1036">*{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1936/12/30/88096632.pdf|title=PWA Party Views New Subway Link: Queens Section to Be Opened Tomorrow Is Inspected by Tuttle and Others|date=December 30, 1936|website=[[The New York Times]]|access-date=June 27, 2015}}
*{{Cite web|url=https://www.flickr.com/photos/127872292@N06/21882894551/|title=Reproduction Poster of Extension to Union Turnpike – Kew Gardens|website=Flickr|date=October 2015|access-date=April 26, 2016|archive-date=May 5, 2016|archive-url=https://web.archive.org/web/20160505083133/https://www.flickr.com/photos/127872292@N06/21882894551|url-status=live}}</ref><ref name=":3" /> The day before, a trial run was completed, with Mayor LaGuardia posing for a picture at the controls of the train.<ref>{{Cite news|url=https://bklyn.newspapers.com/image/52710422|title=LaGuardia at Throttle On Subway Joyride. 750 Passengers, Including Celebrities, Guests on Trial Trip Over New $27,000,000 Independent Extension to Kew Gardens|date=December 30, 1936|work=Brooklyn Daily Eagle|access-date=March 14, 2019|pages=1, 3}}</ref> This extension cost $27 million, of which $5.8 million was for Jamaica Yard, $1.4 million was for real estate, $2.2 million, and $16.2 million for tunnels and tracks.<ref>{{Cite news|url=https://www.newspapers.com/image/?clipping_id=25047630&fcfToken=eyJhbGciOiJIUzI1NiIsInR5cCI6IkpXVCJ9.eyJmcmVlLXZpZXctaWQiOjQyMDgwMzI3OCwiaWF0IjoxNTUyNTc2NDU3LCJleHAiOjE1NTI2NjI4NTd9.BSGLK7-Z7NYevY32fHTGCLScci7gEC7D0RRHsuBQm5g|title=Kew Gardens To Open On Thursday|date=December 27, 1936|work=New York Daily News|access-date=March 14, 2019|archive-date=September 15, 2020|archive-url=https://web.archive.org/web/20200915115622/https://www.newspapers.com/image/?clipping_id=25047630&fcfToken=eyJhbGciOiJIUzI1NiIsInR5cCI6IkpXVCJ9.eyJmcmVlLXZpZXctaWQiOjQyMDgwMzI3OCwiaWF0IjoxNTUyNTc2NDU3LCJleHAiOjE1NTI2NjI4NTd9.BSGLK7-Z7NYevY32fHTGCLScci7gEC7D0RRHsuBQm5g|url-status=live}}</ref>

In March 1937, the extension to 169th Street was expected to be opened on May 1, requiring work to be finished by April 3 and fully approved and tested by April 20. As of this point, minor station work remained, including the installation of light bulbs, withs the only major work left to be completed the final {{Convert|200|feet|meters|abbr=}} in the 169th Street terminal. Workers were working on installing the signaling for the two additional switches required.<ref name=":6" /> The Van Wyck Boulevard station was completed at the same time as the section of the line that opened to Union Turnpike on December 31, 1936.<ref>{{Cite news|url=http://fultonhistory.com/Newspaper%2014/Jamaica%20NY%20Long%20Island%20Daily%20Press/Jamaica%20NY%20Long%20Island%20Daily%20Press%201937/Jamaica%20NY%20Long%20Island%20Daily%20Press%201937%20-%201761.pdf|title=Last 200 Feet of Subway Rushed|date=March 19, 1937|work=Long Island Daily Press|access-date=April 25, 2019|page=2|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007134702/https://fultonhistory.com/Newspaper%2014/Jamaica%20NY%20Long%20Island%20Daily%20Press/Jamaica%20NY%20Long%20Island%20Daily%20Press%201937/Jamaica%20NY%20Long%20Island%20Daily%20Press%201937%20-%201761.pdf|url-status=live}}</ref> Work on the section east of Union Turnpike, including the eastern yard leads to Jamaica Yard, which was initially planned to be completed on October 20, 1936, was completed on March 31, 1937.<ref>{{Cite book|last=|first=|url=https://books.google.com/books?id=HXIcAQAAMAAJ&q=%22PWA%22+%22new+york%22+%22subway%22|title=Proceedings of the New York City Board of Transportation|date=1937|publisher=New York City Board of Transportation|pages=671|language=en}}</ref>
[[File:Poster announcing extension of Queens Boulevard Line to 169th Street.jpg|thumb|Poster announcing the extension of service to 169th Street and the inauguration of express service on April 24, 1937.]]
On April 9, 1937, Mayor La Guardia announced that the operation of the $14.4 million extension to Jamaica and express service would begin on April 24. The extension to Hillside Avenue and 178th Street, with a terminal station at 169th Street opened as planned on April 24, 1937.<ref name=":03" /><ref name="WheelsDroveNY-2012" /><ref name="NYTImes-QBL169Ext-1937">*{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1937/03/17/118965719.pdf|title=Subway Link Opens Soon: City Line to Jamaica Will Start About April 24|date=March 17, 1937|website=[[The New York Times]]|access-date=June 27, 2015}}
*{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1937/04/09/94351009.pdf|title=Trial Run to Jamaica on Subway Tomorrow: Section From Kew Gardens to 169th Street Will Open to Public in Two Weeks|date=April 9, 1937|website=[[The New York Times]]|access-date=June 30, 2015}}</ref><ref name="NYTimes-JamaicaExtension-1937">{{cite web | title=New Subway Link to Jamaica Opened; La Guardia, City Officials and Civic Groups Make Trial Run on 10-Car Train | website=The New York Times | date=April 25, 1937 | url=https://www.nytimes.com/1937/04/25/archives/new-subway-link-to-jamaica-opened-la-guardia-city-officials-and.html | access-date=March 8, 2019 | archive-date=December 6, 2021 | archive-url=https://web.archive.org/web/20211206163352/https://www.nytimes.com/1937/04/25/archives/new-subway-link-to-jamaica-opened-la-guardia-city-officials-and.html | url-status=live }}</ref> Express service was inaugurated during rush hours, with E trains making express stops from 71st–Continental Avenues to Queens Plaza. The express service operated between approximately 6:30 and 10:30&nbsp;a.m. and from 3:00&nbsp;p.m. to 7:00&nbsp;p.m.<ref name=":4" /> Express service was also provided on Saturdays between 6:30&nbsp;a.m. and 4:00&nbsp;p.m.. During rush hours, GG trains were extended to Continental Avenue from Queens Plaza, taking over the local. During non-rush hours local service was provided by EE trains which operated between 169th Street and Church Avenue in Brooklyn.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252018%2FNew%2520York%2520NY%2520Sun%2FNew%2520York%2520NY%2520Sun%25201937%2FNew%2520York%2520NY%2520Sun%25201937%2520-%25203227.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffff82dc9c69%26DocId%3D2745439%26Index%3DZ%253a%255cIndex%2520I%252dE%252dV%26HitCount%3D40%26hits%3D9%2Bd%2B11%2B29%2B33%2B6a%2B6b%2B6d%2B92%2Baa%2Bf7%2B10a%2B139%2B13a%2B170%2B171%2B197%2B1b0%2B1b1%2B1d9%2B1da%2B1ee%2B1ef%2B1ff%2B200%2B20c%2B20d%2B219%2B21a%2B243%2B24b%2B251%2B256%2B25d%2B2b5%2B307%2B38a%2B40a%2B41e%2B423%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252018%2FNew%2520York%2520NY%2520Sun%2FNew%2520York%2520NY%2520Sun%25201937%2FNew%2520York%2520NY%2520Sun%25201937%2520-%25203227.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffff82dc9c69%26DocId%3D2745439%26Index%3DZ%253a%255cIndex%2520I%252dE%252dV%26HitCount%3D40%26hits%3D9%2Bd%2B11%2B29%2B33%2B6a%2B6b%2B6d%2B92%2Baa%2Bf7%2B10a%2B139%2B13a%2B170%2B171%2B197%2B1b0%2B1b1%2B1d9%2B1da%2B1ee%2B1ef%2B1ff%2B200%2B20c%2B20d%2B219%2B21a%2B243%2B24b%2B251%2B256%2B25d%2B2b5%2B307%2B38a%2B40a%2B41e%2B423%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&openFirstHlPage=false|title=Jamaica Will Greet Subway|date=April 23, 1937|work=The New York Sun|access-date=April 24, 2018|page=8}}</ref> The sections of the line east of Roosevelt Avenue were built by the [[Public Works Administration]].<ref name=":4">{{Cite news|url=https://bklyn.newspapers.com/image/52667032/?terms=Queens+Boulevard+subway|title=Trains Testing Jamaica Link Of City Subway|date=April 10, 1937|work=The Brooklyn Daily Eagle|access-date=April 24, 2018|page=3|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007135205/https://bklyn.newspapers.com/image/52667032/?terms=Queens+Boulevard+subway|url-status=live}}</ref>

This extension was celebrated with a ribbon-cutting ceremony at the Parsons Boulevard station and with a parade along Hillside Avenue.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252024%2FFlushing%2520NY%2520North%2520Shore%2520%2520Daily%2520Journal%2FFlushing%2520NY%2520North%2520Shore%2520%2520Daily%2520Journal%25201937%2FFlushing%2520NY%2520North%2520Shore%2520%2520Daily%2520Journal%25201937%252001242.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffff9fe899c3%26DocId%3D5339343%26Index%3DZ%253a%255cDISK%2520X%26HitCount%3D3%26hits%3D3a4%2B3a5%2B3a6%2B%26SearchForm%3D%252fFulton%255fNew%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252024%2FFlushing%2520NY%2520North%2520Shore%2520%2520Daily%2520Journal%2FFlushing%2520NY%2520North%2520Shore%2520%2520Daily%2520Journal%25201937%2FFlushing%2520NY%2520North%2520Shore%2520%2520Daily%2520Journal%25201937%252001242.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffff9fe899c3%26DocId%3D5339343%26Index%3DZ%253a%255cDISK%2520X%26HitCount%3D3%26hits%3D3a4%2B3a5%2B3a6%2B%26SearchForm%3D%252fFulton%255fNew%255fform%252ehtml%26.pdf&openFirstHlPage=false|title=LaGuardia Heads Speakers Marking Subway Opening Ceremonies Planned Saturday Celebrating Hillside Avenue Extension|date=April 23, 2017|work=North Shore Daily Journal|access-date=November 19, 2017|page=3|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007135203/https://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252024%2FFlushing%2520NY%2520North%2520Shore%2520%2520Daily%2520Journal%2FFlushing%2520NY%2520North%2520Shore%2520%2520Daily%2520Journal%25201937%2FFlushing%2520NY%2520North%2520Shore%2520%2520Daily%2520Journal%25201937%252001242.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffff9fe899c3%26DocId%3D5339343%26Index%3DZ%253a%255cDISK%2520X%26HitCount%3D3%26hits%3D3a4%2B3a5%2B3a6%2B%26SearchForm%3D%252fFulton%255fNew%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252024%2FFlushing%2520NY%2520North%2520Shore%2520%2520Daily%2520Journal%2FFlushing%2520NY%2520North%2520Shore%2520%2520Daily%2520Journal%25201937%2FFlushing%2520NY%2520North%2520Shore%2520%2520Daily%2520Journal%25201937%252001242.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffff9fe899c3%26DocId%3D5339343%26Index%3DZ%253a%255cDISK%2520X%26HitCount%3D3%26hits%3D3a4%2B3a5%2B3a6%2B%26SearchForm%3D%252fFulton%255fNew%255fform%252ehtml%26.pdf&openFirstHlPage=false|url-status=live}}</ref> The initial headway for express service was between three and five minutes.<ref>{{Cite news|url=https://www.nytimes.com/1937/04/24/archives/transit-link-open-today-8th-ave-line-extended-to-jamaicacelebration.html|title=Transit Link Open Today; 8th Ave. Line Extended to Jamaica—Celebration Arranged|date=April 24, 1937|newspaper=The New York Times|issn=0362-4331|access-date=August 4, 2016|archive-date=February 25, 2018|archive-url=https://web.archive.org/web/20180225121041/https://www.nytimes.com/1937/04/24/archives/transit-link-open-today-8th-ave-line-extended-to-jamaicacelebration.html|url-status=live}}</ref> [[23rd Street–Ely Avenue]] station opened as an [[in-fill station]] on August 28, 1939.<ref name="NYTimes-23ElyOpen1-1939">* {{cite news|url=https://timesmachine.nytimes.com/timesmachine/1939/08/05/94706861.pdf|title=Subway Station Opens Aug. 28|date=August 5, 1939|work=[[The New York Times]]|access-date=October 4, 2015}}
* {{cite news|url=https://timesmachine.nytimes.com/timesmachine/1939/08/26/93950787.pdf|title=Ely Subway Stop To Open; Queens Station on City-Owned Line Begins Service Tomorrow|date=August 26, 1939|work=[[The New York Times]]|access-date=October 4, 2015}}</ref> Upon its extension into Jamaica, the line drew Manhattan-bound passengers away from the nearby [[BMT Jamaica Line]] subway and the [[Long Island Rail Road]].<ref>{{cite news|title=New Lines Shift City Travel|url=https://www.newspapers.com/image/52693752/?terms=|publisher=[[Ancestry.com#Newspapers.com|Newspapers.com]]|newspaper=[[Brooklyn Daily Eagle]]|access-date=October 31, 2016|date=July 8, 1937|archive-date=April 22, 2022|archive-url=https://web.archive.org/web/20220422154453/https://www.newspapers.com/image/52693752/?terms=|url-status=live}}</ref>

From April 30, 1939<ref>{{Cite news|url=https://www.newspapers.com/clip/29502690/daily_news/|title=Subway Service To Start Fair Service April 30|date=April 16, 1939|work=New York Daily News|access-date=March 14, 2019|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007135205/https://www.newspapers.com/clip/29502690/daily-news/|url-status=live}}</ref> to October 1940, the Queens Boulevard Line served the [[1939 New York World's Fair]] via the [[IND World's Fair Line|World's Fair Railroad]]. The World's Fair line ran via a connection through the [[Jamaica Yard]] and through [[Flushing Meadows–Corona Park]] along the current right-of-way of the [[Van Wyck Expressway]].<ref name=WheelsDroveNY-2012 /><ref name=NYTImes-ToBuildFairSubway-1937>{{cite news|title=To Build Fair Subway P. T. Cox Co. Wins Award for Extending Independent System The first contract for the World's Fair spur from the Queens Boulevard line of the Independent Subway System was awarded yesterday by the Board of Transportation to the lowest bidder, the P. T. Cox Contracting Company, at the bid price of $308,770|url=https://timesmachine.nytimes.com/timesmachine/1937/10/27/94447453.pdf|website=[[The New York Times]]|access-date=July 6, 2015|date=October 27, 1937|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007135205/https://timesmachine.nytimes.com/timesmachine/1937/10/27/94447453.html?pdf_redirect=true&site=false|url-status=live}}</ref> The [[1939 World's Fair]] was served by GG trains, some of which were marked as S Special. Trains were extended to the World's Fair Station at all times during the fair, supplemented by PM hour {{NYCS|E}} trains.<ref name="NYTimes-FairSubway-1939">{{cite news|url=https://www.nytimes.com/1939/04/30/archives/how-to-get-to-the-fair-grounds-by-subway.html|title=How To Get To The Fair Grounds; By Subway|date=April 30, 1939|newspaper=[[The New York Times]]|access-date=July 7, 2015|archive-url=https://web.archive.org/web/20150709153126/http://query.nytimes.com/gst/abstract.html?res=9C07E4DA113EE33ABC4850DFB2668382629EDE|archive-date=July 9, 2015|url-status=live}}</ref> The fair closed on October 28, 1940, and was demolished later that year.<ref name=":92">{{cite news|url=https://www.nytimes.com/1940/11/26/archives/end-of-subway-spur-to-fair-now-urged-transportation-board-asks-the.html|title=End of Subway Spur To Fair Now Urged: Transportation Board Asks the Right to Demolish It|date=November 26, 1940|newspaper=[[The New York Times]]|access-date=July 7, 2015|archive-url=https://web.archive.org/web/20150709170116/http://query.nytimes.com/gst/abstract.html?res=9500E5DF1438E532A25755C2A9679D946193D6CF|archive-date=July 9, 2015|url-status=live}}</ref> As a result, GG service was truncated to Forest Hills–71st Avenue.<ref name="NYTimes-CityRide10C-1939">{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1939/02/18/94679928.pdf|title=City Subway Ride To Fair To Cost 10c Board Holds Dime Charge Is Necessary to Pay for Branch Line to the Grounds|date=February 18, 1939|website=[[The New York Times]]|archive-url=https://web.archive.org/web/20150708195144/https://timesmachine.nytimes.com/timesmachine/1939/02/18/94679928.pdf|archive-date=July 8, 2015|url-status=live|access-date=July 6, 2015}}</ref><ref>{{cite news|url=https://www.nytimes.com/1939/04/17/archives/new-subway-spur-is-ready-to-open-first-train-to-start-four-minutes.html|title=New Subway Spur Is Ready To Open: First Train to Start Four Minutes Before the Fair Officially Begins|date=April 17, 1939|newspaper=[[The New York Times]]|access-date=July 7, 2015|archive-url=https://web.archive.org/web/20150709145239/http://query.nytimes.com/gst/abstract.html?res=9404E5D7103CE73ABC4F52DFB2668382629EDE|archive-date=July 9, 2015|url-status=live}}</ref> After calls from public officials such as Queens Borough President George Harvey to make the line a permanent connection to [[Flushing, Queens|Flushing]] and northern Queens, the line was demolished in 1941.<ref name=Raskin-RoutesNotTaken-2013 />

After [[LaGuardia Airport]] opened on February 21, 1940, the [[Roosevelt Avenue / 74th Street (New York City Subway)|Roosevelt Avenue]] station became an important transfer point to buses to the airport, including the privately owned [[Q33 (New York City bus)|Q33]].<ref name=":03" />

[[File:Sixth Avenue Subway Will Be Opened to the Public at 12-01 A.M. Sunday, Dec. 15, 1940.jpg|thumb|"Sixth Avenue Subway Will Be Opened to the Public at 12:01 A.M. Sunday, Dec 15, 1940"]]
On December 15, 1940, {{NYCS|F}} trains began running via the newly opened [[IND Sixth Avenue Line]], also running express west of 71st–Continental Avenues. 169th Street and Parsons Boulevard were both used as terminal stations during this time, with the E terminating at one station and the F at the other.<ref name="INDServicesChart">{{cite web|url=http://www.thejoekorner.com/lines/Indhistory.htm|title=Independent Subway Services Beginning in 1932|date=August 21, 2013|website=thejoekorner.com|access-date=August 2, 2015|archive-date=November 22, 2019|archive-url=https://web.archive.org/web/20191122080736/http://www.thejoekorner.com/lines/Indhistory.htm|url-status=live}}</ref><ref name="Sparberg2014">{{cite book|url=https://books.google.com/books?id=oktGCgAAQBAJ&pg=PA111|title=From a Nickel to a Token: The Journey from Board of Transportation to MTA|last=Sparberg|first=Andrew J.|date=October 1, 2014|publisher=Fordham University Press|isbn=978-0-8232-6190-1}}</ref><ref name="NYERA-IND6Av-Dec2008">* {{cite journal|last1=Linder|first1=Bernard|title=Sixth Avenue Subway Service Changes|journal=New York Division Bulletin|date=December 2008|volume=51|issue=12|pages=2–4|url=https://issuu.com/erausa/docs/2008-12-bulletin/1|access-date=August 6, 2016|publisher=Electric Railroaders' Association|archive-date=August 20, 2020|archive-url=https://web.archive.org/web/20200820104557/https://issuu.com/erausa/docs/2008-12-bulletin/1|url-status=live}}
* {{cite news|title=New 6th Ave. Tube Will Be Boon to Queens Residents|url=https://www.newspapers.com/image/52773641/?terms=%22Ely%2BAve%22%2Bsubway%2Bqueens|via=[[Newspapers.com]]|newspaper=[[Brooklyn Daily Eagle]]|access-date=October 4, 2015|page=10|date=December 8, 1940|archive-date=October 28, 2016|archive-url=https://web.archive.org/web/20161028085830/https://www.newspapers.com/image/52773641/?terms=%22Ely%2BAve%22%2Bsubway%2Bqueens|url-status=live}}</ref> This setup was instituted to prevent congestion at both stations.<ref name=":0"/>

==== New terminal ====
The existing [[169th Street (IND Queens Boulevard Line)|169th Street]] station provided an unsatisfactory terminal setup for a four track line, and this required the turning of F trains at Parsons Boulevard, and no storage facilities were provided at the station. The station was overcrowded as it served as a major transfer point for buses heading to areas throughout Eastern Queens. In February 1941, contractors started work on construction two additional staircases at the 169th Street station on each of the eastern corners at 168th Street and Hillside Avenue for $15,500. As a result, on January 30, 1941, Councilman James A. Burke proposed extending the line one stop to a temporary station at 178th Street to the Transit Commission at a conference on the issue of slow bus service.<ref name=":7" /><ref name=":8" />

Under his proposal, 169th Street station would continue to be used by riders on buses from Laurelton, Rosedale, Springfield, and from areas to the north of the station, while the 178th Street station would be patronized by riders from Hollis, Bellerose and Queens Village. Burke stated that the plan would cost $100,000 and would not require additional trackage or tunneling. In response to the proposal, BOT engineers analyzed the feasibility of such an extension. They determined that the line would have to be extended between {{Convert|700|feet|meters|abbr=}} to {{Convert|1000|feet|meters|abbr=}} under Hillside Avenue to store and switch trains, that it would cost at least $2 million, which the city did not have, and would take between 2 and 3 years. Burke had also proposed two other alternative actions to the Transit Commission: the construction of a bus terminal at the northeast corner of Hillside Avenue and 168th Street, and the construction of a pedestrian tunnel between the 169th Street subway station at Merrick Road to the bus terminal on that street. The BOT engineers determined that it would cost $150,000. Burke had met with Mayor Fiorello LaGuardia and asked him to create a committee to study the matter. The Mayor refused and suggested that a station be built between 175th Street and 178th Street to be used for exiting only during the evening rush hour.<ref name=":7">{{Cite news|url=http://fultonhistory.com/Newspaper%2014/Jamaica%20NY%20Long%20Island%20Daily%20Press/Jamaica%20NY%20Long%20Island%20Daily%20Press%201941/Jamaica%20NY%20Long%20Island%20Daily%20Press%201941%20-%200731.pdf|title=178th Street Subway Plan To Take Years. Station to Ease Congestion Will Cost $2,000,000, Engineers Reveal|date=February 6, 1941|work=Long Island Daily Press|access-date=April 25, 2019|page=1|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007135204/https://fultonhistory.com/Newspaper%2014/Jamaica%20NY%20Long%20Island%20Daily%20Press/Jamaica%20NY%20Long%20Island%20Daily%20Press%201941/Jamaica%20NY%20Long%20Island%20Daily%20Press%201941%20-%200731.pdf|url-status=live}}</ref><ref name=":8">{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201941%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201941%2520-%25200752.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffff88e18fcc%26DocId%3D4863908%26Index%3DZ%253a%255cIndex%2520U%252dF%252dP%26HitCount%3D29%26hits%3D16%2B30%2B38%2B39%2B4d%2B85%2B86%2B95%2B96%2B10b%2B127%2B13e%2B161%2B182%2B1a0%2B1a8%2B1a9%2Bd9d%2B14a0%2B14b5%2B14e0%2B14f4%2B1501%2B1511%2B1de9%2B1df5%2B1e37%2B1e48%2B1f63%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201941%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201941%2520-%25200752.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffff88e18fcc%26DocId%3D4863908%26Index%3DZ%253a%255cIndex%2520U%252dF%252dP%26HitCount%3D29%26hits%3D16%2B30%2B38%2B39%2B4d%2B85%2B86%2B95%2B96%2B10b%2B127%2B13e%2B161%2B182%2B1a0%2B1a8%2B1a9%2Bd9d%2B14a0%2B14b5%2B14e0%2B14f4%2B1501%2B1511%2B1de9%2B1df5%2B1e37%2B1e48%2B1f63%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&openFirstHlPage=false|title=178th Street Subway Plan To Take Years. Station to Ease Congestion Will Cost $2,000,000, Engineers Reveal|date=February 6, 1941|work=Long Island Daily Press|access-date=April 25, 2019|page=22}}</ref> The Transit Commission recommended Burke's proposed extension to the BOT, which they estimated would cost $150,000, and stated that a BOT drawing dated December 30, 1935, had indicated such a temporary station.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201941%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201941%2520-%25200861.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3D4ef74106%26DocId%3D4168949%26Index%3DZ%253a%255cIndex%2520U%252dF%252dP%26HitCount%3D9%26hits%3D15%2B165%2B1f9%2B1fc%2B1fd%2B21b%2B21c%2B256%2B257%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201941%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201941%2520-%25200861.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3D4ef74106%26DocId%3D4168949%26Index%3DZ%253a%255cIndex%2520U%252dF%252dP%26HitCount%3D9%26hits%3D15%2B165%2B1f9%2B1fc%2B1fd%2B21b%2B21c%2B256%2B257%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&openFirstHlPage=false|title=Burke Proposal For Bus-Subway Relief Approved. Transit Board Supports 178th Street Station On Municipal Line|date=February 28, 1941|work=Long Island Star–Journal|access-date=April 25, 2019|page=8}}</ref>

The construction of an extension was planned in 1940, and was ready to bid on in 1942 when it was delayed by [[World War II]].<ref name="NYTImes-179open-1950" /> Therefore, the line was going to be extended to 184th Place with a station at [[Jamaica–179th Street (IND Queens Boulevard Line)|179th Street]] with two island platforms, sufficient entrances and exits, and storage for four ten-car trains. The facilities would allow for the operation of express and local service to the station.<ref name=":0">{{Cite book|title=Report including analysis of operations of the New York City transit system for five years, ended June 30, 1945 |publisher=Board of Transportation of the City of New York|year=1945|location=New York City|hdl = 2027/mdp.39015020928621}}</ref> On August 1, 1946, the Board of Estimate approved the plan for the extension of the line, which was estimated to cost $10.3 million, of which, $7,764,000 would go to construction, with the remainder for subway cars, power substations, third rail and signal equipment, and other electrical equipment. The project was expected to be completed within five years of the date that the contract was awarded.<ref name="NYTImes-179open-1950" />

On October 22, 1946, it was revealed that work on the extension might begin in early November as the BOT prepared to award the contract to Van Wagner Construction Company, which submitted a low bid of $5,284,888. The contract called for the extension's completion within two years. The extension was to be constructed using cut-and-cover and required the relocation of underground sewer and electrical lines.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201946%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201946%2520-%25208305.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffff86a48127%26DocId%3D4184231%26Index%3DZ%253a%255cIndex%2520U%252dF%252dP%26HitCount%3D9%26hits%3Dbb9%2Bbcc%2Bbd4%2Bbd5%2Bc36%2Bc41%2Bc42%2Bc59%2Bc5a%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201946%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201946%2520-%25208305.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffff86a48127%26DocId%3D4184231%26Index%3DZ%253a%255cIndex%2520U%252dF%252dP%26HitCount%3D9%26hits%3Dbb9%2Bbcc%2Bbd4%2Bbd5%2Bc36%2Bc41%2Bc42%2Bc59%2Bc5a%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&openFirstHlPage=false|title=New Subway Spur Work To Start|date=October 22, 1946|work=Long Island Star-Journal|access-date=April 25, 2019|page=20}}</ref>

Construction on the extension started in 1947 and was projected to be completed in 1949.<ref>{{cite news|title=Subway Ground Broken: Mayor Officiates at Site of Extension in Queens|url=https://www.nytimes.com/1947/03/06/archives/subway-ground-broken-mayor-officiates-at-site-of-extension-in.html|access-date=August 12, 2016|work=[[The New York Times]]|date=March 6, 1947|archive-date=June 14, 2018|archive-url=https://web.archive.org/web/20180614001550/https://www.nytimes.com/1947/03/06/archives/subway-ground-broken-mayor-officiates-at-site-of-extension-in.html|url-status=live}}</ref><ref name="BOT-1949">{{Cite book|title=Report for the three and one-half years ending June 30, 1949|date=1949|publisher=New York City Board of Transportation|hdl = 2027/mdp.39015023094926}}</ref> The extension was completed later than expected and opened on December 11, 1950. E trains were extended there at all times and F trains were extended evenings, nights, and Sunday mornings.<ref name="NYTImes-179open-1950">*{{cite news|title=New Subway Link Opening in Queens|url=https://timesmachine.nytimes.com/timesmachine/1950/12/12/313752702.pdf|website=[[The New York Times]]|access-date=June 30, 2015|date=December 12, 1950}}
*{{cite news|title=Subway Extension In Queens Is Voted|url=https://timesmachine.nytimes.com/timesmachine/1946/08/02/93139678.pdf|website=[[The New York Times]]|access-date=June 30, 2015|date=August 2, 1946}}</ref>

On May 13, 1951, all trains outside of rush hour were extended to [[Jamaica–179th Street (IND Queens Boulevard Line)|179th Street]] using the local tracks beyond Parsons Boulevard. On October 8, 1951, trains were extended to 179th Street at all times.<ref>{{cite news|url=http://fultonhistory.com/highlighter/viewer/?file=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201951%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201951%2520-%25208544.pdf&highlightsFile=http%3A%2F%2Ffultonhistory.com%2Fhighlighter%2Fhits%2F921c0e58be70f01a724ef60bd3f438cc#page=1|title=All 'F' Trains Will Run to 179 Street|date=October 4, 1951|work=Long Island Star-Journal|access-date=August 12, 2016|agency=[[Fultonhistory.com]]|page=1|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007135207/https://fultonhistory.com/highlighter/viewer/?file=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201951%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201951%2520-%25208544.pdf&highlightsFile=http%3A%2F%2Ffultonhistory.com%2Fhighlighter%2Fhits%2F921c0e58be70f01a724ef60bd3f438cc#page=1|url-status=live}}</ref> During rush hours, F trains skipped 169th Street running via the express tracks. At other times, the F stopped at 169th Street.<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1951/10/04/306541912.pdf|title=Queens Subway Changes: Parsons Boulevard, 179th Street Stations Are Accepted|date=October 4, 1951|newspaper=New York Times|access-date=January 25, 2016|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007135206/https://timesmachine.nytimes.com/timesmachine/1951/10/04/306541912.html?pdf_redirect=true&site=false|url-status=live}}</ref>

===Late 20th century===
[[File:71st-Forest Hills Subway Station by David Shankbone.jpg|thumb|left|The {{NYCS|V}} route was created in 2001 to add service as part of the [[63rd Street Lines|connection with the 63rd Street Line]], but was eliminated in 2010.<ref name="MTA-FGLineReviews">* {{cite web|url=http://www.nysenate.gov/files/pdfs/flinereport_0.pdf|title=Review of F Line Operations, Ridership, and Infrastructure|date=October 7, 2009|website=[[New York State Senate|nysenate.gov]]|publisher=[[Metropolitan Transportation Authority|MTA]] [[New York City Transit Authority]]|archive-url=https://web.archive.org/web/20100531101000/http://www.nysenate.gov/files/pdfs/flinereport_0.pdf|archive-date=May 31, 2010|url-status=dead|access-date=July 28, 2015}}
* {{cite web|url=http://web.mta.info/nyct/service/G_LineReview_7_10_13.pdf|title=Review of the G Line|date=July 10, 2013|website=[[Metropolitan Transportation Authority|mta.info]]|publisher=[[Metropolitan Transportation Authority]]|access-date=August 2, 2015|archive-date=December 24, 2019|archive-url=https://web.archive.org/web/20191224164006/http://web.mta.info/nyct/service/G_LineReview_7_10_13.pdf|url-status=live}}</ref>]]
In 1953, the platforms were lengthened at [[75th Avenue (IND Queens Boulevard Line)|75th Avenue]] and [[Sutphin Boulevard (IND Queens Boulevard Line)|Sutphin Boulevard]] to {{Convert|660|feet|meters|abbr=}} to allow E and F trains to run eleven car trains. The E and F began running eleven-car trains during rush hours on September 8, 1953. The extra train car increased the total carrying capacity by 4,000 passengers. The lengthening project cost $400,000.<ref>{{Cite news|url = https://timesmachine.nytimes.com/timesmachine/1953/08/28/83735052.pdf|title = 2 Subway Lines to Add Cars, Another to Speed Up Service|last = Ingalls|first = Leonard|date = August 28, 1953|access-date = January 25, 2016|newspaper = New York Times|archive-date = July 2, 2022|archive-url = https://web.archive.org/web/20220702214634/https://timesmachine.nytimes.com/timesmachine/1953/08/28/83735052.html?pdf_redirect=true&site=false|url-status = live}}</ref> The operation of eleven-car trains ended in 1958 because of operational difficulties. The signal blocks, especially in Manhattan, were too short to accommodate the longer trains, and the motormen had a very small margin of error to properly platform the train. It was found that operating ten-car trains allowed for two additional trains per hour to be scheduled.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201962%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201962%2520-%25207607.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dfdc6273%26DocId%3D4233713%26Index%3DZ%253a%255cIndex%2520U%252dF%252dP%26HitCount%3D16%26hits%3D52%2Bc3%2B1ce%2B1de%2B203%2B24a%2B253%2B259%2B26a%2B270%2B278%2B287%2B299%2B2b3%2B2bc%2B2bd%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201962%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201962%2520-%25207607.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dfdc6273%26DocId%3D4233713%26Index%3DZ%253a%255cIndex%2520U%252dF%252dP%26HitCount%3D16%26hits%3D52%2Bc3%2B1ce%2B1de%2B203%2B24a%2B253%2B259%2B26a%2B270%2B278%2B287%2B299%2B2b3%2B2bc%2B2bd%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&openFirstHlPage=false|title=16-Point Plan Can Give Boro Relief NOW|last=Perlow|first=Austin|date=August 10, 1962|work=Long Island Star–Journal|access-date=April 24, 2018}}</ref>

Because local service was only offered by the GG trains which only ran into Brooklyn, riders were forced to transfer at express stations to reach Manhattan. This caused overcrowding and delays. The BOT had first proposed a connection between the Queens Boulevard Line and the 60th Street Tunnel in 1940. Fifteen years later, on December 1, 1955, a [[60th Street Tunnel Connection|connection]] to the [[60th Street Tunnel]] opened, allowing trains from the [[BMT Broadway Line]] to serve Queens Boulevard as an additional local from 71st−Continental. This connection was one of the most important links in the system, correcting the 1930s error of insufficient capacity for Queens–Manhattan traffic.<ref name="Raskin-RoutesNotTaken-2013" />{{rp|241}} Service was initially provided by QT Broadway−[[BMT Brighton Line|Brighton]] trains (predecessor to the {{NYCS|Q}} train).<ref name="Sparberg2014"/><ref>{{cite news |title=Straphangers Sit As Tunnel Opens |url=https://select.nytimes.com/gst/abstract.html |newspaper=The New York Times |date=December 2, 1955 |access-date=February 28, 2010 |archive-date=November 2, 2012 |archive-url=https://web.archive.org/web/20121102174547/http://select.nytimes.com/gst/abstract.html?res=FB0613FB345E1A7493C0A91789D95F418585F9 |url-status=live }}</ref> This service would be replaced by {{NYCS|RR}} trains in 1961, a new [[EE (Queens–Broadway Local)|EE]] train in 1967, and {{NYCS|N}} trains in 1976.<ref name="Sparberg2014"/>

On August 27, 1977, GG service was cut back to Queens Plaza during late nights, and local service along Queens Boulevard was provided by the {{NYCS|F}}.<ref>{{Cite AV media|url=https://www.flickr.com/photos/127872292@N06/27461551962/|title=Service Adjustments on the BMT and IND Lines Effective Midnight, Saturday, August 27 New York City Transit Authority (1977)|website=Flickr|access-date=June 9, 2016|url-status=live|archive-url=https://web.archive.org/web/20160915071754/https://www.flickr.com/photos/127872292%40N06/27461551962/|archive-date=September 15, 2016}}</ref> Effective May 6, 1985, use of double letters to indicate local service was discontinued, so the GG was relabeled G.<ref>{{cite AV media|url=http://www.thejoekorner.com/brochures/kwhat2.gif|title=What's a K train?|first=Joe|last=Korman|website=TheJoeKorner|access-date=December 28, 2018|archive-date=March 4, 2016|archive-url=https://web.archive.org/web/20160304235237/http://www.thejoekorner.com/brochures/kwhat2.gif|url-status=live}}</ref><ref>{{Cite AV media|url=https://www.flickr.com/photos/127872292@N06/27733842265/|title=Hey, What's a "K" train? 1985 Brochure|website=Flickr|access-date=June 17, 2016|url-status=live|archive-url=https://web.archive.org/web/20160915071759/https://www.flickr.com/photos/127872292%40N06/27733842265/|archive-date=September 15, 2016}}</ref>

On April 20, 1981, Councilman Steven Orlow said the New York City Transit Authority agreed to put a contract to replace the lighting at six stations on the Queens Boulevard Line from 75th Avenue to 169th Street up for bidding in October, with work to be completed by early 1982. The existing lighting at the stations meant that platforms were very dimly lit, and made riders feel unsafe.<ref>{{Cite news|last=Banner|first=Randy|date=April 21, 1981|title=Orlow Says Contract For IND Lighting Set|work=Newsday|url=https://www.newspapers.com/clip/79083748/|access-date=June 16, 2021}}</ref>

Until 1986, 2 E trains and 2 F trains started at Continental Avenue in the morning rush hour with the intention to relieve congestion. These trains were eliminated because they resulted in a loading imbalance as these lightly loaded trains would be followed by extremely crowded trains from 179th Street, which followed an 8-minute gap of E and F service from 179th Street.<ref name=":12">{{Cite web|title=Archer Avenue Corridor Transit Service Proposal|date=August 1988|publisher=New York City Transit Authority, Operations Planning Department}}</ref>{{Rp|51}}

On May 24, 1987, {{NYCS|N}} and {{NYCS|R}} services swapped terminals in Queens to provide R trains direct access to the Jamaica Yard. As part of the reroute plan, F service along Queens Boulevard was discontinued during late nights (1 a.m. to 5 a.m.). Late night local service was replaced by the R, which ran as a Queens Boulevard Local at all times. F trains were cut back to [[57th Street (IND Sixth Avenue Line)|57th Street]] on the Sixth Avenue Line during late nights. In addition, Queens Plaza became the northern terminal for the G train on evenings, weekends and late nights.<ref name="Sparberg2014" /><ref name="QnsOptionsStudyEIS-1990">{{cite book|url=https://books.google.com/books?id=ed43AQAAMAAJ&pg=SA3-PA6|title=Alternatives Analysis/Supplemental Draft Environmental Impact Statement for the Queens Subway Options Study|date=May 1990|publisher=[[United States Department of Transportation]], [[Metropolitan Transportation Authority]], [[Urban Mass Transit Administration]]|access-date=August 13, 2016}}</ref><ref name="NYTimes-N-R-Shifts-Oct1986">* {{cite news|url=https://www.nytimes.com/1986/10/16/nyregion/shifts-on-n-and-r-lines-are-planned-in-queens.html|title=Shifts on N and R Lines Are Planned in Queens|date=October 16, 1986|work=[[The New York Times]]|access-date=July 29, 2016|page=B10|archive-date=August 11, 2016|archive-url=https://web.archive.org/web/20160811065411/http://www.nytimes.com/1986/10/16/nyregion/shifts-on-n-and-r-lines-are-planned-in-queens.html|url-status=live}}
* {{cite web|url=http://www.subwaynut.com/brochures/nrswitch/index.html|title=N and R Service changes|work=subwaynut.com|access-date=July 29, 2016|archive-date=August 19, 2016|archive-url=https://web.archive.org/web/20160819105802/http://www.subwaynut.com/brochures/nrswitch/index.html|url-status=dead}}</ref> In 1986, the TA studied which two services should serve the line during late nights as ridership at this time did not justify three services. A public hearing was held in December 1986, and it was determined that having the E and R run during late nights provided the best service.<ref name=":12" />{{Rp|51}}

==== Archer Avenue changes ====
Originally, the [[G (New York City Subway service)|G]] and [[N (New York City Subway service)|N]] local trains were planned to serve the upper level of the new Archer Avenue Line extension,<ref>{{cite web|url=http://img.photobucket.com/albums/v93/GP36Chris/Subway/roll2.jpg|title=R46 Subway Car Rollsign|website=Photobucket|publisher=Metropolitan Transportation Authority|access-date=September 8, 2019|archive-date=September 15, 2020|archive-url=https://web.archive.org/web/20200915104804/http://img.photobucket.com/albums/v93/GP36Chris/Subway/roll2.jpg|url-status=live}}</ref><ref>{{cite web|url=http://img.photobucket.com/albums/v93/GP36Chris/Subway/roll3.jpg|title=R46 Subway Car Rollsign|website=Photobucket|publisher=Metropolitan Transportation Authority|access-date=September 8, 2019|archive-date=September 15, 2020|archive-url=https://web.archive.org/web/20200915113859/http://img.photobucket.com/albums/v93/GP36Chris/Subway/roll3.jpg|url-status=live}}</ref><ref>{{Cite web|url=http://indsecondsystem.weebly.com/uploads/1/0/0/0/10005869/img-9892.jpg|title=A view of the western car dropoff/pickup area. A sign outlining the proposed services following the opening of the Archer Avenue Subway can be seen - N trains, which served the Queens Boulevard Line until 1987, would have run to Jamaica Center, along with the G, which served the Queens Boulevard Line until 2010. In addition, a sealed passage to the northwestern of Union Turnpike upper level and Queens Boulevard can be made out by the arched ceiling to the right of the subway sign.|date=March 8, 2020|website=indsecondsystem.weebly.com|access-date=March 13, 2020|archive-date=March 13, 2020|archive-url=https://web.archive.org/web/20200313105913/http://indsecondsystem.weebly.com/uploads/1/0/0/0/10005869/img-9892.jpg|url-status=live}}</ref> while the [[E (New York City Subway service)|E]] and [[F (New York City Subway service)|F]] express trains would have remained on the Queens Boulevard mainline towards [[Jamaica–179th Street (IND Queens Boulevard Line)|179th Street]]. The N train was to have been extended from 71st Avenue to Jamaica Center during weekdays, and, when it terminated at 57th Street or 71st Avenue, during evenings and weekends, the G would have been extended to Jamaica Center, and during late nights, a G train shuttle would have run between Jamaica Center and [[Briarwood (IND Queens Boulevard Line)|Van Wyck Boulevard]].<ref>{{cite web|url=http://blake.prohosting.com/~tptsm/rollsign/r4446/r46jamaica/14.png|title=R46 Jamaica Image 14}}{{dead link|date=September 2013}}</ref>

On December 11, 1988, the [[Archer Avenue Lines]] opened, utilizing existing provisions east of the Briarwood station. The E was rerouted to its current terminus at [[Jamaica Center–Parsons/Archer (Archer Avenue Lines)|Jamaica Center]].<ref name="QnsOptionsStudyEIS-1990" /><ref name="NYTimes-NYCS-BigChanges-1988" /> Its opening was expected to reroute 17,500 riders from Hillside Avenue to Archer Avenue. Two service plans were identified prior to the February 25, 1988 public hearing. The first would have split rush-hour E service between the two branches, with late night service to 179th Street provided by the R, while the second would have had all E trains run via Archer Avenue and would have extended R locals to 179th Street.<ref name=":17">{{Cite journal|date=January–February 1988|title=Archer Opens Dec. 11 Excerpts From TA Plan|journal=Notes from Underground|publisher=Committee For Better Transit|volume=18|issue=11, 12}}</ref><ref name=":12" />{{Rp|9–10}} A modified version of the second plan was decided upon. When the Archer Avenue Line opened, the E ran to Jamaica Center via the Queens Boulevard Line's express tracks.<ref name=":02">{{Cite news|url=https://www.nytimes.com/1988/12/09/nyregion/big-changes-for-subways-are-to-begin.html|title=Big Changes For Subways Are to Begin|last=Johnson|first=Kirk|date=December 9, 1988|newspaper=The New York Times|access-date=June 6, 2016|issn=0362-4331|archive-date=March 8, 2021|archive-url=https://web.archive.org/web/20210308122331/https://www.nytimes.com/1988/12/09/nyregion/big-changes-for-subways-are-to-begin.html|url-status=live}}</ref> The R was extended to 179th Street to serve local stations east of Continental Avenue, replacing local E service to 179th Street, allowing F trains to continue running express to 179th Street. F trains no longer stopped at 169th Street between 10 a.m. and 3:30&nbsp;p.m.<ref>{{Cite news|title=New Subway Line Finally Rolling Through Queens|last=Polsky|first=Carol|date=December 11, 1988|work=Newsday}}</ref><ref name=":15">{{Cite journal|date=1988|title=Archer Avenue Extension Opens December 11|journal=Welcome Aboard: Newsletter of the New York City Transit Authority|publisher=New York City Transit Authority|volume=1|issue=4|pages=1}}</ref> During the morning rush hour, some R trains went into service at Continental Avenue, because local ridership from 179th Street during rush hours did not warrant it. All R trains went to 179th Street during the afternoon rush to avoid taking loaded R trains out of service at Continental.<ref name=":12" />{{Rp|9–10}}

The change in the plan was the operation of some E trains from 179th Street as expresses during the morning rush hour to provide an appropriate level of E service to Archer during the morning rush, to maintain the same level of service to 179th Street while providing express service, and to provide greater choice for riders at the Parsons Boulevard and 179th Street stations on Hillside Avenue. It was decided not to divert some E trains to 179th Street during the afternoon rush hour so that Queens-bound riders would not be confused about where their E train was headed.<ref name=":12" />{{Rp|9–10}}

It was decided to serve Archer with the E as opposed to the F to minimize disruption to passengers who continued to use Hillside Avenue, to maximize Jamaica Avenue ridership and the length of the peak ridership period, which is longer on the F. It was found that most riders using buses diverted to Archer used the E, while passengers on buses to 179th used the F. Having E trains run local between Continental Avenue and Van Wyck Boulevard was dismissed in order to provide 24-hour express service to the Archer Avenue Line.<ref name=":12" />{{Rp|55}}

Riders at local stations east of 71st Avenue (169th Street, Sutphin Boulevard, Van Wyck Boulevard and 75th Avenue stations) were angered at losing direct Queens Boulevard Express service in 1988. Local elected officials pressured the MTA to eliminate all-local service at these stations.<ref name="Flocal">{{cite news |last1=Henican |first1=Ellis |title=Locals Sidetrack the F Train |work=Newsday |page=[https://www.newspapers.com/clip/79722596/newsday/ 4], [https://www.newspapers.com/clip/79722610/ 37]|date=July 5, 1992}}</ref><ref name=":5">{{Cite web|url=http://www.laguardiawagnerarchive.lagcc.cuny.edu/pages/FileBrowser.aspx?LinkToFile=FILES_DOC%2FQUEENS_FILES%2F03.012.0231.030137.6.PDF|title=Service Change Monitoring Report Six Month Evaluation of F/R Queens Boulevard Line Route Restructure|date=April 1993|website=www.laguardiawagnerarchive.lagcc.cuny.edu|publisher=Metropolitan Transportation Authority|access-date=December 28, 2018|archive-date=June 4, 2021|archive-url=https://web.archive.org/web/20210604110938/http://www.laguardiawagnerarchive.lagcc.cuny.edu/pages/FileBrowser.aspx?LinkToFile=FILES_DOC%2FQUEENS_FILES%2F03.012.0231.030137.6.PDF|url-status=live}}</ref> On September 30, 1990 the R was cut back to 71st–Continental Avenue outside of rush hours. Late night service to 179th Street was replaced by G service, while F trains began running local east of 71st Avenue during middays, evenings, and weekends.<ref>{{cite web|url=http://www.subwaynut.com/brochures/1990servicechanges.pdf|title=Service Changes September 30, 1990|date=September 30, 1990|website=subwaynut.com|publisher=New York City Transit Authority|access-date=May 1, 2016|archive-date=October 26, 2014|archive-url=https://web.archive.org/web/20141026015324/http://www.subwaynut.com/brochures/1990servicechanges.pdf|url-status=live}}</ref>

In response, the MTA considered three options including leaving service as is, having E trains run local east of 71st Avenue along with R service, and having F trains run local east of 71st Avenue replacing R service.  Keeping service as is would have kept the reliability improvement that came with the relocation of the merge between E and F service from 75th Avenue to Van Wyck Boulevard, ensured maximum service capacity, and would have benefited the broad majority of riders on Queens Boulevard in terms of time savings and reliability. The second option would have decreased capacity by eight percent, or two trains per hour, increased travel times for most riders from Eastern Queens by 1–2 minutes, worsened reliability on the E and F, and introduced two merges-one with the R at Van Wyck Boulevard and one with the F at 75th Avenue. The third option was expected to help 13,880 people at former local stops with the introduction of direct express service, while lengthening trips by three minutes for 30,010 riders at Parsons Boulevard and 179th Street. In addition, it would decrease capacity by eight percent, or two trains per hour, reduce the reliability of E and F service, and possibly require more F service and less E service due to increases loads on the F. The third option was chosen to be tested in October or November 1992, and was expected to save the NYCTA $50,000 a year. It was also expected to slightly reduce ridership and revenue due to increased travel times for Eastern Queens riders.<ref name="Flocal"/><ref name="VanWyck">{{Cite web|url=http://www.laguardiawagnerarchive.lagcc.cuny.edu/pages/FileBrowser.aspx?LinkToFile=FILES_DOC%2FQUEENS_FILES%2F03.012.0231.030147.3.PDF|title=Van Wyck Blvd Station|date=May 1992|website=www.laguardiawagnerarchive.lagcc.cuny.edu|publisher=Metropolitan Transportation Authority|access-date=December 28, 2018|archive-date=August 6, 2021|archive-url=https://web.archive.org/web/20210806175612/http://www.laguardiawagnerarchive.lagcc.cuny.edu/pages/FileBrowser.aspx?LinkToFile=FILES_DOC%2FQUEENS_FILES%2F03.012.0231.030147.3.PDF|url-status=live}}</ref>

On October 26, 1992, R trains were cut back to 71st Avenue at all times. In its place, the F ran local between 71st Avenue and 179th Street at all times, which eliminated express service along Hillside Avenue.<ref>{{cite web|url=https://www.flickr.com/photos/127872292@N06/30660280045/|title=October 1992 New York City Subway Map|date=October 1992|website=Flickr|publisher=New York City Transit Authority|access-date=October 30, 2016|archive-date=January 5, 2017|archive-url=https://web.archive.org/web/20170105070323/https://www.flickr.com/photos/127872292@N06/30660280045/|url-status=live}}</ref> This change was implemented for six months on an experimental basis at the request of passengers using the 169th Street, Sutphin Boulevard, Van Wyck Boulevard and 75th Avenue stations, which had lost direct Queens Boulevard Express service in 1988.<ref name=":5" />

After the six months, the change was kept even though 77% of passengers had benefitted from the pre-October 1992 service plan because there was minimal negative passenger reaction and the intensity of the request. The change increased travel time along the F by 3.5 minutes, and reduced travel time for passengers at local stations by one to two minutes.<ref name=":5" /> In December 1993, the NYCTA agreed to extend the pilot change for six more months.<ref>{{Cite news|last=Bazzi|first=Mohamad|date=December 29, 1993|title=F Train To Continue Stops In Eastern Queens|work=Newsday|url=https://www.newspapers.com/clip/79722444/|access-date=June 17, 2021|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007135208/https://www.newspapers.com/clip/79722444/newsday/|url-status=live}}</ref>

Between 1988 and 1990, following the opening of the Archer Avenue extension, ridership decreased by 12 percent at 179th Street, by 60 percent at 169th Street, by 47 percent at Parsons Boulevard, by 70 percent at Sutphin Boulevard, and by 28 percent at Van Wyck Boulevard.<ref name="VanWyck"/>

====63rd Street changes====
As part of the construction of the  [[IND 63rd Street Line]] in the 1980s, it was proposed to reverse-signal the IND Queens Boulevard Line, to allow three of the line's four tracks to run in a single peak direction.<ref name="NYTimes-63St-QBLRevSig-1987">* {{cite news|last=Levine|first=Richard|date=February 7, 1987|title=M.T.A. Proposes Opening 63d Street Tunnel in '89|newspaper=The New York Times|url=https://www.nytimes.com/1987/02/07/nyregion/mta-proposes-opening-63d-street-tunnel-in-89.html|access-date=October 20, 2011|archive-date=March 25, 2020|archive-url=https://web.archive.org/web/20200325091505/https://www.nytimes.com/1987/02/07/nyregion/mta-proposes-opening-63d-street-tunnel-in-89.html|url-status=live}}
* {{cite book|url=https://books.google.com/books?id=n943AQAAMAAJ&pg=RA3-PT95|title=Final Environmental Impact Statement for the 63rd Street Line Connection to the Queens Boulevard Line|date=June 1992|publisher=[[Metropolitan Transportation Authority]], [[United States Department of Transportation]], [[Federal Transit Administration]]|location=[[Queens]], [[New York City|New York]], [[New York (state)|New York]]|access-date=July 23, 2016|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007135207/https://books.google.com/books?id=n943AQAAMAAJ&pg=RA3-PT95|url-status=live}}</ref>

Beginning on March 23, 1997, due to construction on the connector between the IND 63rd Street Line and the IND Queens Boulevard Line, G trains terminated at [[Court Square (IND Crosstown Line)|Court Square]] on evenings, nights and weekends. On August 30, 1997, late night G service was permanently cut back from 179th Street to Court Square, being replaced with the F running local east of Queens Plaza, meaning that the G only ran along the Queens Boulevard Line on weekdays.<ref name="MTA-GLineReview-2013">{{cite web|url=http://web.mta.info/nyct/service/G_LineReview_7_10_13.pdf|title=Review of the G Line|date=July 10, 2013|website=[[Metropolitan Transportation Authority|mta.info]]|publisher=[[Metropolitan Transportation Authority]]|archive-url=https://web.archive.org/web/20150226002828/http://web.mta.info/nyct/service/G_LineReview_7_10_13.pdf|archive-date=February 26, 2015|url-status=live|access-date=August 2, 2015}}</ref><ref name="New York Daily News">{{Cite news|url=https://www.newspapers.com/clip/24160214/august_30_queens_boulevard_changes/|title=Starting August 30, there will be changes in late-night service along Queens Boulevard.|date=September 2, 1997|work=New York Daily News|access-date=September 30, 2018|archive-date=November 6, 2018|archive-url=https://web.archive.org/web/20181106004850/https://www.newspapers.com/clip/24160214/august_30_queens_boulevard_changes/|url-status=live}}</ref> On that date, E service began running local in [[Queens]] during late nights.<ref name="erictb.info">{{Cite web|url=http://www.erictb.info/linehistory.html|title=NYCT Line by Line History|last=Bolden|first=Eric|website=www.erictb.info|access-date=June 17, 2016|archive-date=March 4, 2016|archive-url=https://web.archive.org/web/20160304100921/http://www.erictb.info/linehistory.html|url-status=live}}</ref><ref name="New York Daily News" />

On December 16, 2001, the connection to the [[63rd Street Lines|IND 63rd Street Line]] (built along with the Archer Avenue subway) opened and F trains were rerouted into it, away from the 53rd Street tunnel. The new peak-hour {{NYCS|V}} train was created to replace the F via 53rd Street while running local on Queens Boulevard, requiring the truncation of the G to Court Square during weekdays.<ref name="MTA-FGLineReviews" /><ref name="BklynPaper-GTrainExt-April2012">* {{cite web|url=http://www.brooklynpaper.com/stories/35/15/dtg_gtrainhistory_2012_04_13_bk.html|title=History shows it's not the G train 'extension' — it's the G train renewal|last1=O'Neill|first1=Natalie|date=April 13, 2012|website=[[The Brooklyn Paper]]|access-date=August 2, 2015|archive-date=July 23, 2015|archive-url=https://web.archive.org/web/20150723013440/http://www.brooklynpaper.com/stories/35/15/dtg_gtrainhistory_2012_04_13_bk.html|url-status=live}}
* {{cite web|url=http://www.subwaynut.com/brochures/63detour.htm|title=E, F Detour in 2001, F trains via 63 St, E no trains running, take R instead|work=The Subway Nut|access-date=October 20, 2011|archive-date=March 2, 2011|archive-url=https://web.archive.org/web/20110302103832/http://www.subwaynut.com/brochures/63detour.htm|url-status=dead}}</ref><ref name="nyt 200105">{{Cite news|url=https://www.nytimes.com/2001/05/25/nyregion/panel-approves-new-v-train-but-shortens-g-line-to-make-room.html|title=Panel Approves New V Train but Shortens G Line to Make Room|last=Kennedy|first=Randy|date=May 25, 2001|work=[[The New York Times]]|access-date=March 20, 2010|archive-date=November 26, 2010|archive-url=https://web.archive.org/web/20101126012438/http://nytimes.com/2001/05/25/nyregion/panel-approves-new-v-train-but-shortens-g-line-to-make-room.html|url-status=live}}</ref> G service was extended to Forest Hills–71st Avenue at all other times, which represented the reverse of the previous pattern.<ref name="MTA-GLineReview-2013" /> The G was to be truncated to Court Square at all times to make room for the V, but due to rider opposition, it was cut back only on weekdays until 8:30 pm.<ref name="MTA-GLineReview-2013" />

===21st century===
Starting in August 2007 after a series of severe summer storms, the Metropolitan Transportation Authority (MTA) began installing decorative ventilation grates along the Hillside Avenue section of the line, and sealing other grates, both in order to combat flooding. At the time, the Hillside Avenue subway was considered the most flood-prone area in the subway system, due to its location at the bottom of the [[terminal moraine]] which runs across [[Long Island]].<ref>{{cite news|last1=Dunlap|first1=David W.|title=New Subway Grates Add Aesthetics to Flood Protection|url=https://cityroom.blogs.nytimes.com/2008/09/19/new-subway-grates-add-aesthetics-to-flood-protection/|access-date=February 14, 2017|work=[[The New York Times]]|date=September 19, 2008|archive-date=October 10, 2017|archive-url=https://web.archive.org/web/20171010055559/https://cityroom.blogs.nytimes.com/2008/09/19/new-subway-grates-add-aesthetics-to-flood-protection/?module=ArrowsNav&contentCollection=N.Y.%2FRegion&action=keypress&region=FixedLeft&pgtype=Blogs|url-status=live}}</ref><ref name="flood report">{{cite web|title=August 8, 2007 Storm Report |publisher=[[Metropolitan Transportation Authority]] |date=September 20, 2007 |url=http://mta.info/mta/pdf/storm_report_2007.pdf |access-date=October 27, 2007 |url-status=dead |archive-url=https://web.archive.org/web/20071029025238/http://mta.info/mta/pdf/storm_report_2007.pdf |archive-date=October 29, 2007}}</ref>{{Rp|15, 27, 44−55}} Additional grates were later installed along Broadway and Steinway Street at the west end of the line.<ref name="Hill2011">{{cite book|author=John Hill|title=Guide to Contemporary New York City Architecture|url=https://books.google.com/books?id=NLn64RtcTO8C&pg=PA233|access-date=October 13, 2017|year=2011|publisher=W.W. Norton & Company|isbn=978-0-393-73326-6|pages=233, 237}}</ref>

{{multiple image
| align = right
| direction = horizontal
| total_width = 400
| image1 = MTA Hillside Av East 21.jpg
| width1 = 800
| height1= 600
| caption1 = 
| image2 = Bwy 58 Queens IND vent jeh.JPG
| width2 = 732
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| caption2 = 
| image3 = 
| width3 = 
| caption3 = 
| footer = The decorative subway ventilation grates along Hillside Avenue (left) and [[Grand Street and Grand Avenue|Broadway]] (right), which mitigate flooding
}}

In 2010, budget constraints within the MTA led to service reductions on the line. On April 19, 2010, G service was permanently truncated to Court Square at all hours; thus Crosstown Line trains, which originally were the sole trains to serve the Queens Boulevard local tracks, no longer ran on the line at all.<ref name=MTA-FGLineReviews /> On June 27, 2010, V service was eliminated, and the {{NYCS|M}} train was extended via the [[Chrystie Street Connection]] to replace it.<ref name=MTA-FGLineReviews/><ref name=MTA-2010ServiceCuts>* {{cite web|title=Memorandum: Modifications to 2010 NYC Transit Service Reductions|url=http://web.mta.info/news/pdf/NYCT_Summary_of_Revisions.pdf|website=[[Metropolitan Transportation Authority|mta.info]]|publisher=[[Metropolitan Transportation Authority|MTA]] [[New York City Transit Authority]]|access-date=August 23, 2015|date=March 19, 2010|archive-date=June 6, 2014|archive-url=https://web.archive.org/web/20140606235349/http://web.mta.info/news/pdf/NYCT_Summary_of_Revisions.pdf|url-status=live}}
* {{cite news |title=Under a New Subway Plan, the V Stands for Vanished |first=Michael M. |last=Grynbaum |url=https://www.nytimes.com/2010/03/20/nyregion/20train.html |newspaper=[[The New York Times]] |date=March 19, 2010 |access-date=March 20, 2010 |archive-date=September 4, 2020 |archive-url=https://web.archive.org/web/20200904022108/https://www.nytimes.com/2010/03/20/nyregion/20train.html |url-status=live }}
* {{cite web|title=2010 NYC Transit Service Reductions|url=http://mta.info/mta/news/books/pdf/100125_1031_service2010-nyct.pdf|website=[[Metropolitan Transportation Authority|mta.info]]|publisher=[[Metropolitan Transportation Authority]]|access-date=August 2, 2015|archive-url=https://web.archive.org/web/20101125214330/http://mta.info/mta/news/books/pdf/100125_1031_service2010-nyct.pdf|archive-date=November 25, 2010|date=January 27, 2010|url-status=dead}}</ref>

The 2015–2019 MTA Capital Plan called for the Queens Boulevard Line's [[Northern Boulevard (IND Queens Boulevard Line)|Northern Boulevard]], [[67th Avenue (IND Queens Boulevard Line)|67th Avenue]], and [[Parsons Boulevard (IND Queens Boulevard Line)|Parsons Boulevard]] stations, along with 30 others, to undergo a complete overhaul as part of the [[Enhanced Station Initiative]]. Updates would have included cellular service, Wi-Fi, USB charging stations, interactive service advisories and maps, improved signage, and improved station lighting.<ref>{{cite web|last=Whitford|first=Emma|date=January 8, 2016|title=MTA Will Completely Close 30 Subway Stations For Months-Long "Revamp"|url=http://gothamist.com/2016/01/08/subway_facelift_shutdown.php|url-status=dead|archive-url=https://web.archive.org/web/20160801200338/http://gothamist.com/2016/01/08/subway_facelift_shutdown.php|archive-date=August 1, 2016|access-date=July 18, 2016|publisher=Gothamist}}</ref><ref>{{Cite web|title=MTAStations|url=https://www.governor.ny.gov/sites/governor.ny.gov/files/atoms/files/MTAStations.pdf|access-date=July 18, 2016|website=governor.ny.gov|publisher=Government of the State of New York|archive-date=January 4, 2019|archive-url=https://web.archive.org/web/20190104021603/https://www.governor.ny.gov/sites/governor.ny.gov/files/atoms/files/MTAStations.pdf|url-status=live}}</ref> However, in April 2018, it was announced that cost overruns had forced the MTA to reduce the number of subway stations included in the program from 33 stations to 20. The stations to be renovated on the IND Queens Boulevard Line were among the 13 stations without funding, which will be pushed back to the 2020–2024 Capital Plan.<ref>{{Cite news|last=Berger|first=Paul|date=April 3, 2018|title=New York Subway Cuts Back Plans to Renovate Stations|language=en-US|work=Wall Street Journal|url=https://www.wsj.com/articles/mta-runs-low-on-funds-cuts-back-station-upgrade-program-1522747921|access-date=April 3, 2018|issn=0099-9660|archive-date=April 3, 2018|archive-url=https://web.archive.org/web/20180403093243/https://www.wsj.com/articles/mta-runs-low-on-funds-cuts-back-station-upgrade-program-1522747921|url-status=live}}</ref> As part of the 2020—2024 Capital Plan, the Woodhaven Boulevard, Court Square—23rd Street, Steinway Street, Seventh Avenue, Briarwood, Northern Boulevard, and Parsons Boulevard stations will receive elevators to make them compliant with the [[Americans with Disabilities Act of 1990]].<ref name="MTA Access Dec 2019">{{cite web|date=December 19, 2019|title=MTA Announces 20 Additional Subway Stations to Receive Accessibility Improvements Under Proposed 2020-2024 Capital Plan|url=http://www.mta.info/press-release/mta-headquarters/mta-announces-20-additional-subway-stations-receive-accessibility|url-status=live|archive-url=https://web.archive.org/web/20200421204344/http://www.mta.info/press-release/mta-headquarters/mta-announces-20-additional-subway-stations-receive-accessibility|archive-date=April 21, 2020|access-date=December 20, 2019|website=mta.info}}</ref>

In June 2025, internal MTA documents were leaked, indicating that a proposal to reroute [[M (New York City Subway service)|M]] trains through the 63rd Street Tunnel and reroute [[F (New York City Subway service)|F]] trains through the [[53rd Street Tunnel]] would be presented for approval in fall 2025. If approved, the route swap would be implemented by December. The route swap is anticipated to reduce overcrowding at 63rd Street line stations, as well as reduce reliance on critical interlockings west of the [[36th Street station (IND Queens Boulevard Line)|36th Street station]] in Queens.<ref>{{cite web | last=Simko-Bednarski | first=Evan | title=MTA to swap F and M train routes across the East River, simplifying service | website=New York Daily News | date=June 23, 2025 | url=https://www.nydailynews.com/2025/06/23/mta-to-swap-f-and-m-train-routes-across-the-east-river-simplifying-service/ | access-date=June 25, 2025}}</ref><ref>{{cite web | last=Ratliff | first=Laura | title=F and M trains will swap tunnels this fall—here’s what to expect | website=Time Out New York | date=June 24, 2025 | url=https://www.timeout.com/newyork/news/big-changes-are-coming-to-f-and-m-trains-this-fall-says-mtaheres-what-to-expect-062425 | access-date=June 25, 2025}}</ref> In September 2025, the MTA confirmed that the F and M trains would swap routings on weekdays starting on December 8, 2025, with the F running via 53rd Street and the M running via 63rd Street.<ref>{{cite web | last=Khalifeh | first=Ramsey | title=MTA to swap F, M subway routes between Manhattan and Queens | website=Gothamist | date=September 29, 2025 | url=https://gothamist.com/news/mta-to-swap-f-m-subway-routes-between-manhattan-and-queens | access-date=September 29, 2025}}</ref><ref>{{cite web | last=Russo-Lennon | first=Barbara | title=Subway shakeup: MTA swaps F and M lines; service changes to affect commuter travel | website=amNewYork | date=September 29, 2025 | url=https://www.amny.com/nyc-transit/f-and-m-subway-swap-in-manhattan-and-queens/ | access-date=September 29, 2025}}</ref>

==== Communications-based train control ====
Congestion on the line during peak hours has existed for much of the line's history,<ref name="NYTimes-NYCS-BigChanges-1988" /><ref name="MTA-FGLineReviews" /><ref name="NYTimes-63St-QBLRevSig-1987" /> and in 2015, the stations along the line had a combined 467,779 entries, making it among the system's busiest.<ref name="ridership" /> As a result of overcrowding, the MTA is [[Signaling of the New York City Subway#Queens Boulevard Line|automating]] the line. Because the line hosts several services, installation of CBTC on the line is more complex than on the [[IRT Flushing Line]] and [[BMT Canarsie Line]], which had also received CBTC and which each hosted only one service.<ref name="nextcity">{{Cite web |title=Advanced Signaling Makes the Most Out of Old Subways, But Can New York Handle It? |url=http://nextcity.org/daily/entry/new-york-advanced-signaling-subway |access-date=August 6, 2016 |archive-date=October 7, 2022 |archive-url=https://web.archive.org/web/20221007135210/https://nextcity.org/urbanist-news/new-york-advanced-signaling-subway |url-status=live }}</ref> The total cost for the entire Queens Boulevard Line is estimated at over $900 million.<ref name="page11">{{Cite web |url=http://web.mta.info/mta/pdf/2010-14questions_and_answers_v2.pdf |title=Pages 11–12 |access-date=August 6, 2016 |archive-date=August 16, 2016 |archive-url=https://web.archive.org/web/20160816180722/http://web.mta.info/mta/pdf/2010-14questions_and_answers_v2.pdf |url-status=live }}</ref> The automation of the Queens Boulevard Line means that the {{NYCS trains|Queens express|type=service}} will be able to run three more trains during peak hours, up from 30 tph, and the local tracks' capacity would also be increased.<ref name="page11" />

Phase one equipped the tracks from [[50th Street (IND Queens Boulevard Line)|50th Street/8th Avenue]] and [[47th–50th Streets–Rockefeller Center (IND Sixth Avenue Line)|47th–50th Streets–Rockefeller Center]] to [[Kew Gardens–Union Turnpike (IND Queens Boulevard Line)|Kew Gardens–Union Turnpike]] with [[communications-based train control]].<ref name="MTA-CapitalOversight-July2015">{{cite web|url=http://web.mta.info/mta/news/books/pdf/150720_1345_CPOC.pdf|title=Capital Program Oversight Committee Meeting: July 2015|date=July 2015|publisher=[[Metropolitan Transportation Authority]]|location=[[New York City]]|pages=37–39|archive-url=https://web.archive.org/web/20150906021415/http://web.mta.info/mta/news/books/pdf/150720_1345_CPOC.pdf|archive-date=September 6, 2015|url-status=dead|access-date=August 11, 2015}}</ref><ref name="MTA-FGLineReviews" /> The $205.8 million contract for the installment of phase one was awarded in 2015 to [[Siemens]] and [[Thales Group|Thales]].<ref>{{Cite web|url=http://www.mta.info/news-cbtc-new-york-city-transit-subway-l-7/2015/07/20/2058m-contracts-approved-install|title=MTA {{!}} news {{!}} $205.8M in Contracts Approved to Install Communications-Based Train Control System|website=www.mta.info|access-date=August 6, 2016|archive-date=July 28, 2016|archive-url=https://web.archive.org/web/20160728222048/http://www.mta.info/news-cbtc-new-york-city-transit-subway-l-7/2015/07/20/2058m-contracts-approved-install|url-status=live}}</ref> In January 2017, L.K. Comstock & Company Inc. was selected to fulfill a $223.3-million contract to upgrade existing signals and install communications, fiber-optic, and CBTC infrastructure for the new signal system.<ref>{{Cite news|url=http://www.rtands.com/index.php/cs/mta-awards-lk-comstock-with-queens-boulevard-line-signaling-contract.html?channel=|title=MTA awards L.K. Comstock Queens Boulevard Line signaling contract|last=Wanek-Libman|first=Mischa|date=January 5, 2017|language=en-gb|access-date=January 31, 2017}}</ref> The project also included the conversion of 309 sets of [[R160 (New York City Subway car)|R160]] subway cars for CBTC compatibility,<ref name="MTA-CPOC-Jun2019">{{Cite web|date=June 2019|title=Capital Program Oversight Committee Meeting June 2019|url=http://web.mta.info/mta/news/books/pdf/190624_1430_CPOC.pdf|access-date=June 23, 2019|website=mta.info|publisher=Metropolitan Transportation Authority|archive-date=June 23, 2019|archive-url=https://web.archive.org/web/20190623232344/http://web.mta.info/mta/news/books/pdf/190624_1430_CPOC.pdf|url-status=live}}</ref>{{Rp|14}} which {{As of|April 2022|lc=y}} had been increased to 335 sets.<ref name="MTA-CPOC-Apr2022">{{Cite web |date=April 25, 2022 |title=Capital Program Oversight Committee Meeting April 2022 |url=https://new.mta.info/document/85841 |access-date=April 20, 2018 |publisher=[[Metropolitan Transportation Authority]] |archive-date=April 28, 2022 |archive-url=https://web.archive.org/web/20220428013751/https://new.mta.info/document/85841 |url-status=live }}</ref>{{rp||page=15}} The final section of phase one was activated in February 2022.<ref name="MTA-CPOC-Apr2022" />{{rp||page=15}}

The 2015–2019 Capital Program was revised in April 2018 to fund to the design for the expedited installation of the Queens Boulevard Line east of Kew Gardens–Union Turnpike, the second phase.<ref>{{Cite web |date=November 16, 2018 |title=T7080341 Install Communication-Based Train Control (CBTC): Lexington Ave Line and Interlockings |url=http://web.mta.info/capitaldashboard/allframenew_pi.php?PROJNUM=t7080341&PLTYPE=1 |access-date=November 26, 2018 |website=web.mta.info |publisher=Metropolitan Transportation Authority |archive-date=November 26, 2018 |archive-url=https://web.archive.org/web/20181126221545/http://web.mta.info/capitaldashboard/allframenew_pi.php?PROJNUM=t7080341&PLTYPE=1 |url-status=live }}</ref><ref>{{Cite web |date=November 16, 2018 |title=T7080340 Install Communication-Based Train Control (CBTC): Queens Blvd East and Interlockings |url=http://web.mta.info/capitaldashboard/allframenew_pi.php?PROJNUM=t7080340&PLTYPE=1 |access-date=November 26, 2018 |website=web.mta.info |publisher=Metropolitan Transportation Authority |archive-date=October 7, 2022 |archive-url=https://web.archive.org/web/20221007135208/http://web.mta.info/capitaldashboard/allframenew_pi.php?PROJNUM=t7080340&PLTYPE=1 |url-status=live }}</ref> In December 2021, the MTA Board approved the first of three contracts to install CBTC on the eastern portion of the Queens Boulevard Line.<ref name=":20">{{Cite web |date=December 15, 2021 |title=MTA Announces Extension of Signal Modernization on the Queens Boulevard Line |url=https://new.mta.info/press-release/mta-announces-extension-of-signal-modernization-queens-boulevard-line |url-status=live |access-date=December 16, 2021 |website=mta.info |publisher=Metropolitan Transportation Authority |language=en |archive-date=December 15, 2021 |archive-url=https://web.archive.org/web/20211215214456/https://new.mta.info/press-release/mta-announces-extension-of-signal-modernization-queens-boulevard-line }}</ref>

On March 17, 2023, New York City Transit made adjustments to evening and late night E, F and R service to accommodate long-term CBTC installation on the Queens Boulevard Line between [[Kew Gardens–Union Turnpike (IND Queens Boulevard Line)|Union Turnpike]] and [[Jamaica–179th Street (IND Queens Boulevard Line)|179th Street]], which requires using the express tracks west of Forest Hills to be used for overnight train storage.<ref>{{Cite web |date=March 13, 2023 |title=Heads up, E/F/R riders: Starting Friday, evening service is changing as we begin the next phase of our CBTC signal modernization project along Queens Blvd. |url=https://twitter.com/NYCTSubway/status/1635379215901007873 |access-date=2023-03-16 |website=Twitter |language=en}}</ref> After 9:30&nbsp;p.m., Queens-bound R trains terminate at Queens Plaza, and Queens-bound E and F trains make local stops in Queens to fill in for R service. Brooklyn-bound F trains run local in Queens after 10:45&nbsp;p.m.<ref>{{Cite web |date=February 26, 2023 |title=MTA to Perform CBTC Signal Installation Work on E, F and R Lines in Queens Starting March 17 |url=https://new.mta.info/press-release/mta-perform-cbtc-signal-installation-work-e-f-and-r-lines-queens-starting-march-17 |access-date=February 27, 2023 |website=mta.info |publisher=Metropolitan Transportation Authority |language=en}}</ref><ref name="Murray 2023">{{cite web | last=Murray | first=Christian | title=MTA announces service disruptions to E, F and R lines starting next month | website=amNewYork | date=February 24, 2023 | url=https://www.amny.com/news/mta-announces-service-disruptions-to-e-f-and-r-lines-starting-next-month/ | access-date=February 27, 2023}}</ref> The MTA did not specify how long these changes would last.<ref name="Murray 2023"/>

==Provisions for expansion==
{{main|Proposed expansion of the New York City Subway}}

===IND Second System===
[[File:MTA NYC Subway M train leaving Roosevelt Avenue.jpg|thumb|alt=The Jackson Heights/Roosevelt Avenue station|The [[Jackson Heights–Roosevelt Avenue (IND Queens Boulevard Line)|Jackson Heights–Roosevelt Avenue]] station has an unused upper level.<ref name="NYTimes-Subway-LoftyAmbitions-1996"/><ref name="NYTimes-OurGreatSubway-IND2ndSystem-1929"/>]]
[[File:MTA Hillside Av East 03.jpg|thumb|right|The wide median of [[Hillside Avenue]], which would have facilitated the [[Springfield Boulevard]] terminal station.]]
The Queens Boulevard Line was originally planned to extend farther along Hillside Avenue into eastern Queens.<ref name="NYTImes-QnsArteries-1928">{{cite web|url=https://www.nytimes.com/1928/05/13/archives/queens-interlaced-with-new-arteries-new-boulevards-parks-and.html|title=Queens Interlaced With New Arteries: New Boulevards, Parks and Parkways Important Factors in Growth of Borough|date=May 13, 1928|website=[[The New York Times]]|access-date=July 8, 2015|archive-date=July 26, 2018|archive-url=https://web.archive.org/web/20180726104312/https://www.nytimes.com/1928/05/13/archives/queens-interlaced-with-new-arteries-new-boulevards-parks-and.html|url-status=live}}</ref> The line would have gone at least to the intersection of Hillside, [[Springfield Boulevard]] and [[New York State Route 25|Braddock Avenue]] (the latter two both formerly part of Rocky Hill Road) in [[Queens Village, Queens|Queens Village]], with later plans to go as far as [[Little Neck Parkway]] in [[Bellerose, Queens|Bellerose]] near the [[Nassau County, New York|Nassau County]] border.<ref name=Raskin-RoutesNotTaken-2013>{{Cite Routes Not Taken}}</ref><ref name="WheelsDroveNY-2012">{{cite book|author1=Roger P. Roess|author2=Gene Sansone|title=The Wheels That Drove New York: A History of the New York City Transit System|url=https://books.google.com/books?id=qfZ0VxuLoc0C&pg=PA416|date=August 23, 2012|publisher=Springer Science & Business Media|isbn=978-3-642-30484-2|pages=416–417}}</ref><ref name=IND2ndSystem1939Map>[[:Image:1939 IND Second System.jpg|Project for Expanded Rapid Transit Facilities, New York City Transit System]], dated July 5, 1939.</ref> The extension to Springfield Boulevard, which on contract drawings was referred to as Route 108-Section 13, would have been a two track extension of the D3 and D4 express tracks, with five stations, at 187th Street, 197th Street, Cross Island Boulevard (today's [[Francis Lewis Boulevard]]), 214th Street, and the terminal at Springfield Boulevard. All of these stations, with the exception of Springfield Boulevard, would have had two side platforms.<ref name=":1">{{Cite web|url=http://www.vanshnookenraggen.com/_index/2015/09/mysteries-of-the-queens-boulevard-subway/|title=Mysteries of the Queens Boulevard Subway|date=September 23, 2015|language=en-US|access-date=July 10, 2016|archive-date=June 29, 2016|archive-url=https://web.archive.org/web/20160629095422/http://www.vanshnookenraggen.com/_index/2015/09/mysteries-of-the-queens-boulevard-subway/|url-status=live}}</ref> Hillside Avenue was widened in the 1930s between 218th Street and 229th Street, in order to accommodate construction of the proposed Springfield Boulevard station and to accommodate an underpass for Hillside Avenue underneath Springfield Boulevard and Braddock Avenue.<ref>* {{cite web|url=http://www.worthpoint.com/worthopedia/1931-hillside-av-widening-queens-494116324|title=1931 Hillside Av Widening Queens Village Bellerose SUBWAY Map NYC New York Map|date=December 17, 2013|website=Worthpoint|access-date=February 5, 2017|archive-date=March 4, 2016|archive-url=https://web.archive.org/web/20160304054114/http://www.worthpoint.com/worthopedia/1931-hillside-av-widening-queens-494116324|url-status=live}}
* {{cite web|url=https://www.flickr.com/photos/127872292@N06/21873145625/|title=Hillside Avenue Widening at Springfield Boulevard and 219th Street for the future extension of the Hillside Avenue Subway|date=October 1, 2015|website=Flickr|access-date=February 5, 2017|archive-date=May 31, 2016|archive-url=https://web.archive.org/web/20160531022614/https://www.flickr.com/photos/127872292@N06/21873145625/|url-status=live}}
* {{cite web|url=https://www.flickr.com/photos/127872292@N06/21846988536/|title=Hillside Avenue Widening at Springfield Boulevard and 219th Street for the future extension of the Hillside Avenue Subway|date=October 1, 2015|website=Flickr|access-date=February 5, 2017}}
* {{cite web|url=https://www.flickr.com/photos/127872292@N06/21685311678/|title=Hillside Avenue Widening at Springfield Boulevard and 219th Street for the future extension of the Hillside Avenue Subway|date=October 1, 2015|website=Flickr|access-date=February 5, 2017|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007135208/https://www.flickr.com/photos/127872292@N06/21685311678/|url-status=live}}</ref><ref>{{Cite web|url=https://www.flickr.com/photos/127872292@N06/30084210478/in/photostream/|title=In The Matter Of The Widening of Hillside Avenue Queens Boro. Petition For Relief From Assessment|date=November 19, 1937|access-date=August 9, 2018|language=en-us|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007135208/https://www.flickr.com/photos/127872292@N06/30084210478/in/photostream/|url-status=live}}</ref> Six station entrances would have been provided at Springfield Boulevard and Braddock Avenue. The station would have stretched as far east as 88th Avenue. The two tracks would have continued to 229th Street.<ref>* {{Cite web|url=https://www.flickr.com/photos/127872292@N06/30084211408/in/photostream/|title=Route 108 Section 13 Springfield Boulevard Station June 19, 1931|date=June 19, 1931|publisher=New York City Board of Transportation|access-date=August 9, 2018|language=en-us}}
* {{Cite web|url=https://www.flickr.com/photos/127872292@N06/30084210948/in/photostream/|title=Route 108 Section 13 Springfield Boulevard Station June 19, 1931|date=June 19, 1931|publisher=New York City Board of Transportation|access-date=August 9, 2018|language=en-us}}
* {{Cite web|url=https://www.flickr.com/photos/127872292@N06/30084211198/in/photostream/|title=Route 108 Section 13 Springfield Boulevard Station June 19, 1931|date=June 19, 1931|publisher=New York City Board of Transportation|access-date=August 9, 2018|language=en-us|archive-date=September 15, 2020|archive-url=https://web.archive.org/web/20200915101134/https://www.flickr.com/photos/127872292@N06/30084211198/in/photostream/|url-status=live}}</ref> As part of the extension of the line to 179th Street in 1950, provisions were made to extend this line farther east via Hillside Avenue. East of the 179th Street there are two four track levels both used as train storage. The upper level was intended to be extended eastward, while the lower level was always intended to be used to relay and store trains. The tracks on the upper level are longer than the lower level tracks and the upper level tracks have a wooden partition at the [[bumper block]]s. The tracks continue until 184th Street.<ref name=":0" />

Several stations along the line also have provisions for other extensions as part of the [[IND Second System]]. The Roosevelt Avenue station has an additional upper level platform and [[Bellmouth (railroad terminology)|bellmouth provisions]] east of the station, which would have gone to a Queens crosstown line to the Rockaways.<ref name="NYTimes-Subway-LoftyAmbitions-1996">{{cite web|last1=Martin|first1=Douglas|title=Subway Planners' Lofty Ambitions Are Buried as Dead-End Curiosities|url=https://www.nytimes.com/1996/11/17/nyregion/subway-planners-lofty-ambitions-are-buried-as-dead-end-curiosities.html|website=[[The New York Times]]|access-date=June 27, 2015|date=November 17, 1996|archive-date=August 7, 2017|archive-url=https://web.archive.org/web/20170807023931/http://www.nytimes.com/1996/11/17/nyregion/subway-planners-lofty-ambitions-are-buried-as-dead-end-curiosities.html?pagewanted=all|url-status=live}}</ref><ref name="NYTimes-OurGreatSubway-IND2ndSystem-1929">* {{cite web|url=https://www.nytimes.com/1929/09/22/archives/our-great-subway-network-spreads-wider-new-plans-of-board-of.html|title=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|last1=Duffus|first1=R.L.|date=September 22, 1929|work=[[The New York Times]]|access-date=August 19, 2015|archive-date=June 13, 2018|archive-url=https://web.archive.org/web/20180613235125/https://www.nytimes.com/1929/09/22/archives/our-great-subway-network-spreads-wider-new-plans-of-board-of.html|url-status=live}}
* [[:File:1929 IND Second System.jpg|Board of Transportation of the City of New York Engineering Department, Proposed Additional Rapid Transit Lines And Proposed Vehicular Tunnel]], dated August 23, 1929</ref> The [[63rd Drive–Rego Park (IND Queens Boulevard Line)|63rd Drive station]] has similar bellmouths, which would have fed directly into the inactive portion of the [[Long Island Rail Road]]'s former [[Rockaway Beach Branch]] near its former junction with the [[Main Line (Long Island Rail Road)|LIRR Main Line]] (Whitepot Junction).<ref name="NYTImes-QBL-LIRRRkwy-1933">{{cite web|title=City Plans to Buy New Subway Link: Would Take Over Rockaway Branch of Long Island to Connect With Queens|url=https://timesmachine.nytimes.com/timesmachine/1933/12/23/105834322.pdf|website=[[The New York Times]]|access-date=June 30, 2015|date=December 23, 1933|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007135209/https://timesmachine.nytimes.com/timesmachine/1933/12/23/105834322.html?pdf_redirect=true&site=false|url-status=live}}</ref><ref name="auto">{{cite web|last1=Kihss|first1=Peter|title=3 Routes Proposed to Aid Growing Queens Areas|url=https://timesmachine.nytimes.com/timesmachine/1967/04/13/90323611.pdf|website=[[The New York Times]]|access-date=June 27, 2015|date=April 13, 1967|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007135211/https://timesmachine.nytimes.com/timesmachine/1967/04/13/90323611.html?pdf_redirect=true&site=false|url-status=live}}</ref> One stop west, the [[Woodhaven Boulevard (IND Queens Boulevard Line)|Woodhaven Boulevard]] station has provisions to be converted into an express station.<ref name="LTV-WhvnIND-Exp">{{cite web|title=The Express Stop That Never Was|url=http://ltvsquad.com/2015/06/02/the-express-stop-that-never-was/|website=ltvsquad.com|publisher=LTV Squad|access-date=June 27, 2015|date=June 2, 2015|archive-date=September 18, 2020|archive-url=https://web.archive.org/web/20200918162453/https://ltvsquad.com/2015/06/02/the-express-stop-that-never-was/|url-status=live}}</ref> East of the Briarwood station, there were additional trackways built for an extension down Van Wyck Boulevard (today the Van Wyck Expressway) to [[Rockaway Boulevard]], near the current site of [[John F. Kennedy International Airport]].<ref name="NYTimes-OurGreatSubway-IND2ndSystem-1929" /><ref name="LIDaily-QBLToil-Aug1936" /><ref name="IND2ndSystem1939Map" /> None of these proposals were ever funded, and only the Briarwood bellmouths were used for future expansion, while the Rockaway line was connected instead to the [[IND Fulton Street Line]].<ref name="Raskin-RoutesNotTaken-2013" /><ref name="WheelsDroveNY-2012" /><ref name="NYTimes-NYCS-BigChanges-1988">{{cite news|last1=Johnson|first1=Kirk|title=Big Changes For Subways Are to Begin|url=https://www.nytimes.com/1988/12/09/nyregion/big-changes-for-subways-are-to-begin.html|website=[[The New York Times]]|access-date=July 14, 2015|date=December 9, 1988|archive-date=July 5, 2015|archive-url=https://web.archive.org/web/20150705011916/http://www.nytimes.com/1988/12/09/nyregion/big-changes-for-subways-are-to-begin.html?pagewanted=all|url-status=live}}</ref>

===Program for Action===
When proposed in the mid-1960s under the [[Metropolitan Transportation Authority|MTA]]'s [[Program for Action]], the Archer Avenue and 63rd Street subway lines were two parts of a major planned expansion of Queens Boulevard line service.<ref name=Raskin-RoutesNotTaken-2013 /><ref name=NYTimes-NYCS-BigChanges-1988 /> The 63rd Street tunnel would have facilitated service between the Queens Boulevard line and the [[Second Avenue Subway]], via bellmouths west of Roosevelt Island which turn south towards Midtown and Lower Manhattan. These turnouts may be used for the third and fourth phases of the Second Avenue Subway.<ref name=Bypass /><ref name=MTA-SASNorthDiagram>* {{cite web|title=Second Avenue Subway Final Environmental Impact Statement (FEIS): Track Diagram, North of 55th Street|url=http://web.mta.info/capital/sas_docs/feis/figure2-04.pdf|website=mta.info|publisher=[[Metropolitan Transportation Authority]]|access-date=August 27, 2015|archive-date=September 25, 2015|archive-url=https://web.archive.org/web/20150925070641/http://web.mta.info/capital/sas_docs/feis/figure2-04.pdf|url-status=live}}
* [http://images.nycsubway.org/maps/2ave-tr.gif 2nd Avenue Subway – Tentative track plan, Manhattan portion] {{Webarchive|url=https://web.archive.org/web/20120525062419/http://images.nycsubway.org/maps/2ave-tr.gif |date=May 25, 2012 }}, nycsubway.org</ref> The proposed connection to the LIRR Rockaway Beach Branch resurfaced, with proposed branch lines along other LIRR lines to outer Queens areas without rapid transit service.<ref name=Raskin-RoutesNotTaken-2013 /> Expected to be completed by the mid-1970s and early 1980s,<ref name=NYTimes-ArcherGrndbk-Oct1973/><ref name=NYTimes-QBLExpansion-1971>* {{cite news|title=New Line May Get Double Trackage: Transit Unit Studies Shift on Queens Super-Express|url=https://timesmachine.nytimes.com/timesmachine/1971/02/21/91268536.pdf|work=[[The New York Times]]|access-date=September 26, 2015|date=February 21, 1971|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007135710/https://timesmachine.nytimes.com/timesmachine/1971/02/21/91268536.html?pdf_redirect=true&site=false|url-status=live}}
* [http://www.thejoekorner.com/lines/progforaction.htm Program for Action maps] {{Webarchive|url=https://web.archive.org/web/20170630171053/http://www.thejoekorner.com/lines/progforaction.htm |date=June 30, 2017 }} from thejoekorner.com
* {{cite web|url=http://secondavenuesagas.com/wp-content/uploads/2008/06/1968expansionlarge.jpg|title=1968 NYCTA Expansion Plans (Picture)|publisher=Second Avenue Sagas|access-date=October 31, 2016|archive-date=October 9, 2018|archive-url=https://web.archive.org/web/20181009073021/http://secondavenuesagas.com/wp-content/uploads/2008/06/1968expansionlarge.jpg|url-status=live}}</ref> these plans (the most important of which are outlined below) were derailed by the [[History of New York City (1946–77)#1970s|1970s fiscal crisis]], which delayed the completion of the Archer Avenue and 63rd Street lines.<ref name=Raskin-RoutesNotTaken-2013 /><ref name=NYTimes-NYCS-BigChanges-1988 /><ref name="nyt 200105" />

===="Super-express" line====
[[File:Woodside_platform_jeh.jpg|thumb|left|alt=The Woodside LIRR station|A "super-express" bypass of the line would have had a station built at [[Woodside (LIRR station)|Woodside]].<ref name=":1" /><ref name=QBLBypass/>]]
The Archer Avenue and 63rd Street lines were planned to be connected by a "super-express" bypass of the Queens Boulevard line,<ref name="MTA-FGLineReviews" /><ref name=NYTimes-NYCS-BigChanges-1988 /><ref name="NYTimes-QBLExpansion-1971" /> The bypass would have used the outer two of the six trackways of the LIRR [[Main Line (Long Island Rail Road)|Main Line]] (formerly used by the Rockaway Beach Branch), which are currently unused, and would have allowed trains to travel at speeds of up to {{Convert|70|mph|kph|abbr=}}. It would stretch from the 63rd Street Line east of [[21st Street–Queensbridge (IND 63rd Street Line)|21st Street–Queensbridge]], with the possibility of access to the 60th and 53rd Street tunnels. At its east end, it would have left the LIRR right-of-way near Whitepot Junction and ran under Yellowstone Boulevard to the Queens Boulevard Line near [[Forest Hills–71st Avenue (IND Queens Boulevard Line)|71st Avenue]] station. The 71st Avenue station would have been converted into a bi-level or tri-level station, with the super express tracks using the lower level(s) built south of the current station, before rejoining the main line Queens Boulevard tracks.<ref name=Raskin-RoutesNotTaken-2013 /><ref name="Bypass">* {{cite web|url=https://archive.org/stream/metropolitantran00newy/metropolitantran00newy_djvu.txt|title=Metropolitan transportation, a program for action. Report to Nelson A. Rockefeller, Governor of New York.|date=November 7, 1967|website=Internet Archive|publisher=Metropolitan Transportation Authority|access-date=October 1, 2015}}
* {{cite web|url=http://www.businessinsider.com/1970s-nyc-subway-map-that-never-was-2013-6|title=1970s NYC Subway Map That Never Was – Business Insider|date=June 18, 2013|work=Business Insider|access-date=August 17, 2015|archive-date=July 24, 2015|archive-url=https://web.archive.org/web/20150724030612/http://www.businessinsider.com/1970s-nyc-subway-map-that-never-was-2013-6|url-status=live}}
* {{cite news|url=https://timesmachine.nytimes.com/timesmachine/1970/03/20/86354223.pdf|title=Board Approves Downtown Subway Route and East Side Loop|last1=Burks|first1=Edward C.|date=March 20, 1970|work=[[The New York Times]]|access-date=September 26, 2015|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007135711/https://timesmachine.nytimes.com/timesmachine/1970/03/20/86354223.html?pdf_redirect=true&site=false|url-status=live}}
* {{cite book|url=https://books.google.com/books?id=NaI4AQAAMAAJ&pg=PA83|title=Queens Subway Options Study, New York: Environmental Impact Statement|date=May 1984|publisher=[[United States Department of Transportation]], [[Metropolitan Transportation Authority]], [[Urban Mass Transit Administration]]|pages=83–|access-date=July 10, 2016|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007135711/https://books.google.com/books?id=NaI4AQAAMAAJ&pg=PA83|url-status=live}}</ref><ref name="NYTimes-QBLExpansion-1971"/>

There were also plans for an intermediate stop at the current [[Woodside (LIRR station)|Woodside LIRR station]], and an additional 63rd Street line station at [[Northern Boulevard]] adjacent to [[Queens Plaza (IND Queens Boulevard Line)|Queens Plaza]]. The bypass and proposed Woodside station would have necessitated the widening of the LIRR Main Line right-of-way onto private property west of [[Winfield Junction (LIRR station)|Winfield Junction]], where the Main Line merges with the [[Port Washington Branch]], and reorganization of the track layout in the [[Sunnyside Yard]]s.<ref name=":1" /><ref name=QBLBypass>* {{cite news|last1=Burks|first1=Edward C.|title=Shortage of U.S. Funds May Delay Subway Link|url=https://timesmachine.nytimes.com/timesmachine/1976/06/06/76395030.pdf|work=[[The New York Times]]|access-date=September 27, 2015|date=June 6, 1976|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007135711/https://timesmachine.nytimes.com/timesmachine/1976/06/06/76395030.html?pdf_redirect=true&site=false|url-status=live}}
* {{cite journal|last1=Erlitz|first1=Jeffrey|title=Tech Talk|journal=New York Division Bulletin|date=February 2005|volume=48|issue=2|pages=9–11|url=https://issuu.com/erausa/docs/2005-02-bulletin/11|access-date=July 10, 2016|publisher=Electric Railroaders Association|archive-date=August 16, 2016|archive-url=https://web.archive.org/web/20160816150449/https://issuu.com/erausa/docs/2005-02-bulletin/11|url-status=live}}
* {{cite news|last1=Burks|first1=Edward C.|title=New Subway Line Delayed 5 or 6 Years|url=https://timesmachine.nytimes.com/timesmachine/1976/07/29/78829669.pdf|work=[[The New York Times]]|access-date=September 27, 2015|date=July 29, 1976|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007135712/https://timesmachine.nytimes.com/timesmachine/1976/07/29/78829669.html?pdf_redirect=true&site=false|url-status=live}}</ref> Later proposals suggested routing the bypass directly to the Archer Avenue line via the LIRR [[Montauk Branch]] (which no longer has passenger service).<ref name=Bypass/><ref name=NYTimes-63St-TroubledProject-1984/>

While plans to construct the bypass existed as late as 1985, the connection to the Queens Boulevard line at Northern Boulevard was built as an alternative to the bypass.<ref name="nyt 200105" /><ref name="NYTimes-63St-TroubledProject-1984">{{cite news|url=https://www.nytimes.com/1984/11/01/nyregion/63d-st-subway-tunnel-more-setbacks-for-a-troubled-project.html|title=63d St. Subway Tunnel: More Setbacks For A Troubled Project|last1=Daley|first1=Suzanne|date=November 1, 1984|work=[[The New York Times]]|access-date=September 27, 2015|archive-date=October 10, 2020|archive-url=https://web.archive.org/web/20201010100543/https://www.nytimes.com/1984/11/01/nyregion/63d-st-subway-tunnel-more-setbacks-for-a-troubled-project.html?pagewanted=all|url-status=live}}</ref> A bellmouth was built at the end of the tunnel should construction on the bypass ever commence.<ref name=MTA63rdQBLConnectorTrackMap>{{cite web|title=MTA 63rd Street Connector|url=http://nycsubway.org.s3.amazonaws.com/images/logo/63rdconn.jpg|publisher=[[Metropolitan Transportation Authority]]|access-date=October 1, 2015 |archive-url=https://web.archive.org/web/20141030120053/http://nycsubway.org.s3.amazonaws.com/images/logo/63rdconn.jpg|url-status=live|archive-date=October 30, 2014}}</ref>

====Northeast Queens line====
Another less publicized plan around this time was a branch line diverging from the Queens Boulevard mainline near Woodhaven Boulevard, and running along the [[Long Island Expressway]] (LIE) corridor to [[Kissena Boulevard]] at [[Queens College]], and later to [[Fresh Meadows, Queens|Fresh Meadows]] and [[Bayside, Queens|Bayside]]. This "Northeastern Queens" line, or Route 131-C, would have been built in conjunction with the planned widening of the expressway. The subway tracks would have been placed under the expressway or its service roads, or in the median of a widened LIE in a similar manner to the [[Congress Branch]] of the [[Chicago "L"]].<ref name="auto"/><ref name="Bypass" /><ref name=NYTimes-QBLExpansion-1971 /> The Woodhaven Boulevard station, using existing provisions, would be converted to an express station. Three new stations would have been built during the first phase of the line, at 99th Street near [[LeFrak City]], at [[Main Street (Queens)|Main Street]], and a terminal station at Kissena Boulevard. At Main Street there would have been three tracks, and two island platforms. East of the terminus at [[Kissena Boulevard]], there would have been two levels of layup tracks, allowing for an extension further east.<ref name=":1" /> A similar line along the corridor had been proposed in the 1939 IND Second System plan as an extension of the [[BMT Broadway Line]] east of the [[60th Street Tunnel]], when the road was called Horace Harding Boulevard prior to the construction of the expressway.<ref name=Raskin-RoutesNotTaken-2013 /><ref name=IND2ndSystem1939Map />

====Southeast Queens line====
The most important of the proposed lines along LIRR branches was a "Southeast Queens" extension of the Archer Avenue subway along the [[Atlantic Branch|Locust Manor branch]] to [[Springfield Gardens, Queens|Springfield Gardens]], which was the original intention of the Queens Boulevard extension to Archer Avenue. This would have used an existing provision east of [[Jamaica Center–Parsons/Archer (Archer Avenue Lines)|Jamaica Center]], and necessitated the installation of two dedicated subway tracks, construction of new stations and/or the conversion of existing facilities along the right-of-way.<ref name="Bypass" /><ref name="NYTimes-ArcherGrndbk-Oct1973">{{cite news|last1=Burks|first1=Edward C.|title=Work Begun on Queens Subway Extension|url=https://timesmachine.nytimes.com/timesmachine/1973/10/24/80809618.pdf|work=[[The New York Times]]|access-date=September 26, 2015|date=October 24, 1973|archive-date=October 5, 2022|archive-url=https://web.archive.org/web/20221005130247/https://timesmachine.nytimes.com/timesmachine/1973/10/24/80809618.html?pdf_redirect=true&site=false|url-status=live}}</ref><ref name=NYTimes-QBLExpansion-1971/>

==Station listing==
{{NYCS service legend
| alltimes        = show
| allexceptrush   = 
| allexceptnights = show
| nightsonly      = show
| nightsweekends  = show
| weekdaysonly    = show
| rushonly        = 
| rushpeak        = show
}}
{| class="wikitable"
|-
!Neighborhood<br />(approximate)
!{{Access icon}}
!Station
!Tracks
!Services
!Opened
!Transfers and notes
|-
| align=center colspan=7 | [[Queens]]
|-
|rowspan=5|[[Jamaica, Queens|Jamaica]]
|{{Access icon}}
|{{stl|NYCS|Jamaica–179th Street}}
|all
|{{NYCS Queens Hillside|time=show}}
|nowrap|December 10, 1950<ref name="NYTImes-179open-1950" />
|[[Q3 (New York City bus)|Q3]] bus to [[John F. Kennedy International Airport|JFK Airport]]
|-
|
|{{stl|NYCS|169th Street}}
|local
|{{NYCS Queens Hillside local|time=show}}
|April 24, 1937<ref name=NYTImes-QBL169Ext-1937 />
|[[Q3 (New York City bus)|Q3]] bus to [[John F. Kennedy International Airport|JFK Airport]]
|-
|
|{{stl|NYCS|Parsons Boulevard}}
|all
|{{NYCS Queens Hillside|time=show}}
|April 24, 1937<ref name="NYTImes-QBL169Ext-1937" />
|
|-
|
|{{stl|NYCS|Sutphin Boulevard|Queens}}
|local
|{{NYCS Queens Hillside local|time=show}}
|April 24, 1937<ref name="NYTImes-QBL169Ext-1937" />
| [[Q44 SBS (New York City bus)|Q44 Select Bus Service]]
|-
!colspan=7 style="background-color: silver;"|[[Archer Avenue Line|IND Archer Avenue Line]] ({{NYCS Archer IND|time=show}}) merges
|-
|rowspan=1|[[Briarwood, Queens|Briarwood]]
|align=center | [[File:Aiga elevator.svg|20px|alt=Elevator access to mezzanine only]]
|{{stl|NYCS|Briarwood}}
|local
|{{NYCS Queens east local|time=show}}
|April 24, 1937<ref name="NYTImes-QBL169Ext-1937" />
|[[Q44 SBS (New York City bus)|Q44 Select Bus Service]]
|-
!colspan=7 style="background-color: silver;"|connecting tracks to [[Jamaica Yard]]
|-
|rowspan=1|[[Kew Gardens, Queens|Kew Gardens]]
|{{Access icon}}
|{{stl|NYCS|Kew Gardens–Union Turnpike}}
|all
|{{NYCS Queens east|time=show}}
|December 31, 1936<ref name="NYTimes-RoosevelttoUTpkeOpen-1036" />
|[[Q10 (New York City bus)|Q10]] and [[Q80 (New York City bus)|Q80]] buses to [[John F. Kennedy International Airport|JFK Airport]]
|-
|rowspan=3|[[Forest Hills, Queens|Forest Hills]]
|
|{{stl|NYCS|75th Avenue}}
|local
|{{NYCS Queens east local|time=show}}
|December 31, 1936<ref name="NYTimes-RoosevelttoUTpkeOpen-1036" />
|
|-
!colspan=6 style="background-color: silver;"|connecting tracks to [[Jamaica Yard]]; former connection to [[IND World's Fair Line]]
|-
|{{Access icon}}
|{{stl|NYCS|Forest Hills–71st Avenue}}
|all
|{{NYCS Queens|time=show}}
|December 31, 1936<ref name="NYTimes-RoosevelttoUTpkeOpen-1036" />
|
|-
|rowspan=2|[[Rego Park, Queens|Rego Park]]
|
|{{stl|NYCS|67th Avenue}}
|local
|{{NYCS Queens local|time=show}}
|December 31, 1936<ref name="NYTimes-RoosevelttoUTpkeOpen-1036" />
|
|-
|
|{{stl|NYCS|63rd Drive–Rego Park}}
|local
|{{NYCS Queens local|time=show}}
|December 31, 1936<ref name="NYTimes-RoosevelttoUTpkeOpen-1036" />
|
|-
|rowspan=3|[[Elmhurst, Queens|Elmhurst]]
|
|{{stl|NYCS|Woodhaven Boulevard|Queens}}
|local
|{{NYCS Queens local|time=show}}
|December 31, 1936<ref name="NYTimes-RoosevelttoUTpkeOpen-1036" />
| [[Woodhaven and Cross Bay Boulevards buses|Q52/Q53 Select Bus Service]]
|-
|
|{{stl|NYCS|Grand Avenue–Newtown}}
|local
|{{NYCS Queens local|time=show}}
|December 31, 1936<ref name="NYTimes-RoosevelttoUTpkeOpen-1036" />
| [[Woodhaven and Cross Bay Boulevards buses|Q53 Select Bus Service]]
|-
|
|{{stl|NYCS|Elmhurst Avenue}}
|local
|{{NYCS Queens local|time=show}}
|December 31, 1936<ref name="NYTimes-RoosevelttoUTpkeOpen-1036" />
| [[Woodhaven and Cross Bay Boulevards buses|Q53 Select Bus Service]]
|-
|rowspan=1|[[Jackson Heights, Queens|Jackson Heights]]
|{{Access icon}}
|{{stl|NYCS|Jackson Heights–Roosevelt Avenue}}
|all
|{{NYCS Queens|time=show}}
|August 19, 1933<ref name="NYTimes-INDQBLCrstwnOpen-1933" />
|[[IRT Flushing Line]] ({{NYCS Flushing local|time=show}}) at {{stl|NYCS|74th Street–Broadway}}<br/>[[Q33 (New York City bus)|Q33]] bus to [[LaGuardia Airport]] ([[Marine Air Terminal]] only)<br>[[Woodhaven and Cross Bay Boulevards buses|Q53 Select Bus Service]]<br>[[Q70 (New York City bus)|Q70 Select Bus Service]] to [[LaGuardia Airport]]
|-
|rowspan=3|[[Woodside, Queens|Woodside]]
|
|{{stl|NYCS|65th Street}}
|local
|{{NYCS Queens local|time=show}}
|August 19, 1933<ref name="NYTimes-INDQBLCrstwnOpen-1933" />
|
|-
!colspan=7 style="background-color: silver;"| express tracks go underneath ({{NYCS Queens express|time=show}})
|-
| align=center | {{Access icon}}
|{{stl|NYCS|Northern Boulevard}}
|local
|{{NYCS Queens local|time=show}}
|August 19, 1933<ref name="NYTimes-INDQBLCrstwnOpen-1933" />
|
|-
!colspan=7 style="background-color: silver;"| express tracks diverge ({{NYCS Queens express|time=show}})
|-
|rowspan=2|[[Astoria, Queens|Astoria]]
|
|{{stl|NYCS|46th Street}}
|local
|{{NYCS Queens local|time=show}}
|August 19, 1933<ref name="NYTimes-INDQBLCrstwnOpen-1933" />
|
|-
|
|{{stl|NYCS|Steinway Street}}
|local
|{{NYCS Queens local|time=show}}
|August 19, 1933<ref name="NYTimes-INDQBLCrstwnOpen-1933" />
|
|-
!colspan=7 style="background-color: silver;"| express tracks rejoin ({{NYCS Queens express|time=show}})
|-
|rowspan=5|[[Long Island City]]
|
|{{stl|NYCS|36th Street|Queens}}
|local
|{{NYCS Queens local|time=show}}
|August 19, 1933<ref name="NYTimes-INDQBLCrstwnOpen-1933" />
|
|-
!colspan=6 style="background-color: silver;"|[[IND 63rd Street Line]] splits ({{NYCS 63rd connector|time=show}})
|-
|{{Access icon}}
|{{stl|NYCS|Queens Plaza}}
|all
|{{NYCS Queens Plaza|time=show}}
|August 19, 1933<ref name="NYTimes-INDQBLCrstwnOpen-1933" />
|
|-
!colspan=6 style="background-color: silver;"|local tracks split to [[IND Crosstown Line]] ({{NYCS Crosstown north|time=show}}) and [[60th Street Tunnel Connection]] ({{NYCS 60th Connection|time=show}})
|-
|{{Access icon}}{{efn|name=southbound-only}}
|{{stl|NYCS|Court Square–23rd Street}}
|express
|{{NYCS Queens 53rd|time=show}}
|August 28, 1939<ref name="NYTimes-23ElyOpen1-1939" />
|[[IND Crosstown Line]] ({{NYCS Crosstown|time=show}})<br>[[IRT Flushing Line]] ({{NYCS Flushing south|time=show}})
|-
| align=center colspan=7 | [[Manhattan]]
|-
!colspan=7 style="background-color: silver;"| 53rd Street Tunnel
|-
|rowspan=6|[[Midtown Manhattan]]
|{{Access icon}}
|{{stl|NYCS|Lexington Avenue–53rd Street}}
|express
|{{NYCS Queens 53rd|time=show}}
|August 19, 1933<ref name="NYTimes-INDQBLCrstwnOpen-1933" />
|[[IRT Lexington Avenue Line]] ({{NYCS Lexington local|time=show}}) at {{stl|NYCS|51st Street}}
|-
|
|{{stl|NYCS|Fifth Avenue/53rd Street}}
|express
|{{NYCS Queens 53rd|time=show}}
|August 19, 1933<ref name="NYTimes-INDQBLCrstwnOpen-1933" />
|
|-
!colspan=6 style="background-color: silver;"|connection to [[IND Sixth Avenue Line]] ({{NYCS Sixth Queens|time=show}}) splits
|-
|
|{{stl|NYCS|Seventh Avenue|Queens}}
|express
|{{NYCS Queens 53rd west|time=show}}
|August 19, 1933<ref name="NYTimes-INDQBLCrstwnOpen-1933" />
|[[IND Sixth Avenue Line]] ({{NYCS Sixth 53rd|time=show}})
|-
|{{Access icon}}{{efn|name=southbound-only|Southbound only}}
|{{stl|NYCS|50th Street|Queens}}
|express
|{{NYCS Queens 53rd west|time=show}}
|August 19, 1933<ref name="NYTimes-INDQBLCrstwnOpen-1933" />
|[[IND Eighth Avenue Line]] ({{NYCS Eighth 50th local|time=show}}) (transfer in same direction only)
|-
!colspan=6 style="background-color: silver;"|merges with [[IND Eighth Avenue Line]] ({{NYCS Eighth 50th|time=show}})
|}

==Footnotes==
{{reflist|group=note}}
{{notelist}}

==References==
{{reflist|30em}}

==External links==
{{attached KML|display=inline,title}}
*{{Commons category-inline|IND Queens Boulevard Line}}
*[http://www.nycsubway.org/lines/qblvd.html nycsubway.org — IND Queens Boulevard Line]

{{NYCS lines navbox}}
{{NYCS navbox}}
{{Crossings navbox
|structure       = Crossings
|place           = [[East River]]
|bridge          = 53rd Street Tunnel
|bridge signs    = {{NYCS Queens 53rd|time=bullets}}
|upstream        = [[Ed Koch Queensboro Bridge]]
|upstream signs  = [[Image:NY-25.svg|20px]]
|downstream      = [[Steinway Tunnel]]
|downstream signs = {{NYCS Flushing|time=bullets}}
}}

[[Category:New York City Subway lines|Queens Boulevard]]
[[Category:Independent Subway System|Queens]]
[[Category:Railway lines opened in 1933|Queens Boulevard]]