View source for Independent Subway System

{{short description|Defunct subway operator in New York City}}
{{Use mdy dates|date=August 2017}}
{{Infobox rail line
| box_width                       = 
| name                            = Independent Subway System
| color                           = 
| logo                            = 
| logo_width                      = 
| image                           = File:Nostalgia Train (8892314767).jpg
| image_width                     = 
| caption                         = A [[New York Transit Museum]] excursion train set of [[R1–9 fleet]] cars 
| type                            = 
| system                          = 
| status                          = Incorporated into the [[New York City Subway]]
| locale                          = 
| start                           = 
| end                             = 
| stations                        = 
| routes                          = 
| open                            = {{start date and age|1932}}
| close                           = {{end date and age|1940}}<br/><small>(acquisition by the [[New York City Board of Transportation|NYC Board of Transportation]])</small>
| owner                           = [[New York City|City of New York]]
| operator                        = [[New York City Transit Authority]]
| character                       = 
| depot                           = [[Concourse Yard]], [[Jamaica Yard]], [[Pitkin Yard]], [[207th Street Yard]]
| stock                           = [[R46 (New York City Subway car)|R46]], [[R68 (New York City Subway car)|R68]], [[R68A (New York City Subway car)|R68A]], [[R160 (New York City Subway car)|R160]], [[R179 (New York City Subway car)|R179]], [[R211 (New York City Subway car)|R211]]
| linelength                      = 
| tracklength                     = 
| gauge                           = {{RailGauge|ussg|allk=on}}
| minradius                       = 
| speed                           = 
| elevation                       = 
| map                             = [[File:IND timeline.png|thumb|center|250px|The sections of the IND and the date each was opened.]]
| map_state                       = collapsed
}}
The '''Independent Subway System''' ('''IND'''; formerly the '''ISS'''{{efn|The Independent Subway System mostly uses the IND initialism. The ISS initialism was primarily used prior to unification of the New York City Subway in 1940.<ref name="nycsubway.org"/>}}) was a [[rapid transit]] rail system in [[New York City]] that is now part of the [[New York City Subway]].<ref>{{cite web|url=https://www.nytimes.com/1990/06/30/nyregion/about-new-york-alphabet-soup-telling-an-irt-from-a-bmt.html|title=About New York; Alphabet Soup: Telling an IRT From a BMT|date=June 30, 1990|work=The New York Times|access-date=March 14, 2016}}</ref> It was first constructed as the [[IND Eighth Avenue Line|Eighth Avenue Line]] in [[Manhattan]] in 1932.<ref name="chambers"/> It was originally also known as the '''Independent City-Owned Subway System''' ('''ICOSS''') or the '''Independent City-Owned Rapid Transit Railroad''' ('''ICORTR''').<ref name="nycsubway.org"/>

One of three subway networks that became part of the modern New York City Subway, the IND was intended to be fully owned and operated by the municipal government, in contrast to the privately operated or jointly funded [[Interborough Rapid Transit Company]] (IRT) and [[Brooklyn–Manhattan Transit Corporation]] (BMT) companies. It was merged with these two networks when the subway system was [[History of the New York City Subway#Unification|unified in 1940]].<ref name="nycsubway.org"/>

The original IND services are the modern subway's [[A (New York City Subway service)|A]], [[C (New York City Subway service)|C]], [[E (New York City Subway service)|E]], [[F (New York City Subway service)|F]], and [[G (New York City Subway service)|G]] services, as well as the portions of the [[B (New York City Subway service)|B]] and [[D (New York City Subway service)|D]] services that are not in Brooklyn. In addition, the BMT's [[M (New York City Subway service)|M]] and [[R (New York City Subway service)|R]] use trackage that was originally built for the IND, while the [[Q (New York City Subway service)|Q]] uses the [[Second Avenue Subway|IND Second Avenue Line]], which was built after the unification of the three systems. The [[Rockaway Park Shuttle]] supplements the [[A (New York City Subway service)|A]] service. For operational purposes, the IND and BMT lines and services are referred to jointly as the [[B Division (New York City Subway)|B Division]].<ref name="nycsubway.org"/>

==Nomenclature==
[[File:Independent Subway by David Shankbone.jpg|thumb|Independent Subway mosaics sign at [[14th Street (IND Sixth Avenue Line)|14th Street]] station on the [[IND Sixth Avenue Line|Sixth Avenue Line]], before [[V (New York City Subway service)|V train service]] at this station was replaced by [[M (New York City Subway service)|M train service]]]]
Until 1940, it was known as the Independent City-Owned Subway System (ICOS), Independent Subway System (ISS), or Independent City-Owned Rapid Transit Railroad. It became known as the IND after unification of the subway lines in 1940; the name ''IND'' was assigned to match the three-letter initialisms that the IRT and BMT used.<ref name="nycsubway.org"/>

The first IND line was the [[IND Eighth Avenue Line|Eighth Avenue Line]] in [[Manhattan]], opened on September 10, 1932; for a while the whole system was colloquially known as the '''Eighth Avenue Subway'''. The original IND system was entirely underground in the four boroughs that it served, with the exception of a short section of the [[IND Culver Line]] containing two stations spanning the [[Gowanus Canal]] in the [[Gowanus, Brooklyn|Gowanus]] section of Brooklyn.<ref name="nycsubway.org"/>

==History==
{{see also|Proposed_expansion_of_the_New_York_City_Subway#Mayor_Hylan.27s_plan|l1=Mayor Hylan's plan for the IND}}
In the early 1920s, Mayor [[John Hylan]] proposed a complex series of city-owned and operated rapid transit lines to compete with the BMT and IRT, especially their elevated lines.<ref>{{cite news|title=Two Subway Routes Adopted by City|url=https://www.nytimes.com/1923/08/04/archives/two-subway-routes-adopted-by-city-estimate-board-accepts-wash.html|work=[[New York Times]]|date=August 4, 1923|page=9}}</ref><ref>{{cite news|title=Plans Now Ready to Start Subways|url=https://www.nytimes.com/1924/03/12/archives/plans-now-ready-to-start-subways-commission-notifies-city-it-can.html|work=[[New York Times]]|date=March 12, 1924|page=1}}</ref> The New York City Transit Commission was formed in 1921 to develop a plan to reduce overcrowding on the subways. The original plans included:<ref name="nycsubway.org"/>
* Two major trunk lines in midtown Manhattan, with one running under [[Eighth Avenue (Manhattan)|Eighth Avenue]] and one under [[Sixth Avenue (Manhattan)|Sixth Avenue]], which already had an elevated line
* A crosstown subway under 53rd Street (connecting with the Eighth and Sixth Avenue subways) running under the [[East River]] to Queens Plaza (Long Island City), meeting with a [[Brooklyn]]–[[Queens]] crosstown line, and continuing under [[Queens Boulevard]] and Hillside Avenue to [[Jamaica – 179th Street (IND Queens Boulevard Line)|179th Street]], where bus service would converge
* A subway under the [[Grand Concourse (Bronx)|Grand Concourse]] in [[the Bronx]], diverging from the Eighth Avenue Line in Manhattan at 145th Street and [[Saint Nicholas Avenue (Manhattan)|Saint Nicholas Avenue]]

These lines were completely built as planned. All but a short portion of the Culver Line (over the [[Gowanus Canal]]) are underground.<ref name="nycsubway.org"/>

On March 14, 1925, the groundbreaking of the Eighth Avenue subway took place at 123rd Street and St. Nicholas Avenue.<ref name="nycsubway.org" />

On July 8, 1931, the first train of [[R1 (New York City Subway car)|R1]]s left Coney Island at 11:35am and ran via the [[BMT Sea Beach Line]] to [[Times Square–42nd Street (BMT Broadway Line)|Times Square]]. The trip took 42 minutes.<ref name="nycsubway.org" />

===Opening and progress through 1933===

====First Manhattan trunk line, 1932====
[[File:Chambers St 3 vc.jpg|thumb|[[World Trade Center (IND Eighth Avenue Line)|World Trade Center]] station]]
On September 10, 1932, the [[IND Eighth Avenue Line|Eighth Avenue Line]] opened from [[Inwood–207th Street (IND Eighth Avenue Line)|207th Street]] to [[Chambers Street (IND Eighth Avenue Line)|Chambers Street]], inaugurating the IND. In February 1933 the [[Cranberry Street Tunnel]] opened, along with the Eighth Avenue Line from [[Chambers Street (IND Eighth Avenue Line)|Chambers Street]] to [[Jay Street–Borough Hall (IND Eighth Avenue Line)|Jay Street–Borough Hall]]. On the northern end of the construction, in the Bronx, the connecting [[IND Concourse Line|Concourse Line]] opened on July 1, 1933 from [[Norwood–205th Street (IND Concourse Line)|205th Street]] to [[145th Street (IND Concourse Line)|145th Street]].<ref name="chambers">{{cite news|title=Gay Midnight Crowd Rides First Trains in New Subway|url=https://select.nytimes.com/gst/abstract.html?res=FA0D13F7395513738DDDA90994D1405B828FF1D3|work=[[New York Times]]|date=September 10, 1932|page=1}}</ref> On the IND's opening day, it had a relatively small subway car fleet of 300 cars, while the IRT had 2,281 subway and 1,694 elevated cars, and the BMT had 2,472 cars.<ref name="nycsubway.org"/>

The new IND Eighth Avenue Line was built using {{convert|1,000,000|yd3|ft3}} of [[concrete]] and {{convert|150,000|ST|kg}} of [[steel]]. The [[roadbed]] of the new subway was expected to last 30 years.<ref name="nycsubway.org"/> At the time of the line's opening, other portions of the Independent Subway System were under construction, including five underwater tunnels:<ref name="nycsubway.org"/>
*[[Cranberry Street Tunnel]], {{convert|8,487|ft|m}} long
*[[Rutgers Street Tunnel]], {{convert|5,479|ft|m}} long
*[[53rd Street Tunnel]], {{convert|5,589|ft|m}} long
*[[Concourse Tunnel]], {{convert|5,397|ft|m}} long
*[[Greenpoint Tube]], {{convert|4,790|ft|m}} long

There was some [[vandalism]] on the IND Eighth Avenue Line's opening day, as some of the uptown stations were broken into by people who clogged [[turnstile]] slots with [[Chewing gum|gum]] and other objects. Two months after the IND opened for business, three exits from the [[96th Street (IND Eighth Avenue Line)|96th Street]] and [[103rd Street (IND Eighth Avenue Line)|103rd Street]] stations – at 95th and 97th Streets and at 105th Street, respectively – were closed due to theft.<ref name="nycsubway.org"/>

====First branch lines====
[[File:1939 Station Guide Independent City Owned Rapid Transit Railroad.jpg|thumb|300x300px|A map of the IND system, 1939.]]
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">{{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|date=September 22, 1929|work=[[The New York Times]]|last1=Duffus|first1=R.L.|access-date=August 19, 2015}}</ref><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 Apartrnent Building, Says William C. Speers|date=April 7, 1929|work=[[The New York Times]]|access-date=September 1, 2015}}</ref><ref name="BklynEagle-QnsBestBoro-1929">{{cite web|url=https://www.newspapers.com/image/58266784/?terms=%22178th%22%2Bsubway%2Bqueens|title=Queens Lauded as Best Boro By Chamber Chief|date=September 23, 1929|page=40|via=[[Newspapers.com]]|newspaper=[[Brooklyn Daily Eagle]]|access-date=October 4, 2015}}</ref> was an original line 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">[[New York Times]], [https://timesmachine.nytimes.com/timesmachine/1925/03/21/101651400.pdf New Subway Routes in Hylan Program to Cost $186,046,000], March 21, 1925, p. 1.</ref>

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.<ref name=":32">{{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}}</ref> '''{{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]], which opened on the same day.<ref name=":032">{{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}}</ref><ref name="Raskin-RoutesNotTaken-20135">{{Cite Routes Not Taken}}</ref><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}}</ref><ref name="NYTimes-INDQBLCrstwnOpen-19332">{{cite web|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}}</ref><ref name="LIDaily-QBL-CrosstownOpen-Aug1933">{{cite news|url=http://fultonhistory.com/highlighter/viewer/?file=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-%25204319.pdf&highlightsFile=http%3A%2F%2Ffultonhistory.com%2Fhighlighter%2Fhits%2F4b038616712c5736ea2d11c006e2761c#page=1|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|agency=[[Fultonhistory.com]]|page=20|access-date=July 27, 2016}}</ref><ref name="NYPost-QBLOpen-Aug1719332">{{cite news|url=http://fultonhistory.com/highlighter/viewer/?file=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252011%2FNew%2520York%2520Evening%2520Post%2FNew%2520York%2520NY%2520Evening%2520Post%25201933%2520Grayscale%2FNew%2520York%2520NY%2520Evening%2520Post%25201933%2520Grayscale%2520-%25203621.pdf&highlightsFile=http%3A%2F%2Ffultonhistory.com%2Fhighlighter%2Fhits%2Fdc3270b9b47b7092cbaa4226fb0c5c6c#page=1|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]]|agency=[[Fultonhistory.com]]|page=18|access-date=July 27, 2016}}</ref>

The [[Cranberry Street Tunnel]], extending the Eighth Avenue express tracks east under Fulton Street to [[Jay Street–MetroTech (New York City Subway)|Jay Street–Borough Hall]] in Brooklyn, was opened for the morning rush hour on February 1, 1933.<ref name="Jay">{{cite news|url=https://www.nytimes.com/1933/02/01/archives/city-opens-subway-to-brooklyn-today-regular-express-service-on-the.html|title=City Opens Subway to Brooklyn Today|date=February 1, 1933|work=[[New York Times]]|page=19}}</ref> Until June 24, 1933, [[High Street (IND Eighth Avenue Line)|High Street]] was skipped.<ref name="nycsubway.org" />

The first short section of the IND Culver Line opened on March 20, 1933, taking Eighth Avenue Express {{NYCS|A}} trains (and for about a month from July to August {{NYCS|C}} trains) south from Jay Street to [[Bergen Street (IND Culver Line)|Bergen Street]].<ref name="INDServicesChart3">{{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}}</ref><ref>{{cite news|url=https://www.nytimes.com/1933/03/20/archives/city-subway-adds-a-new-link-today-service-to-be-extended-halfmile.html|title=City Subway Adds a New Link Today|date=March 20, 1933|work=[[New York Times]]|page=17}}</ref> The rest of the line opened on October 7, 1933 to the "temporary" terminal at Church Avenue,<ref name="INDServicesChart3" /><ref name="Church">[[New York Times]], [https://www.nytimes.com/1933/10/07/archives/6000000-saving-planned-for-irt-drastic-economies-described-by.html City Subway Extended], October 7, 1933, page 16</ref> three blocks away from the Culver elevated at Ditmas Avenue.<ref name="BklynEagle-Culver-Coney-Imminent-Jan1941">{{cite web|url=https://www.newspapers.com/image/52625576/?terms=culver%2Bramp%2Bsubway|title=New One-Fare Link to Coney Imminent: Transportation Board to Seek Bids For Culver Ramp to Independent Line|date=January 2, 1941|pages=1, 5|last1=Schmalacker|first1=Joseph H.|via=[[Newspapers.com]]|newspaper=[[Brooklyn Daily Eagle]]|access-date=September 15, 2015}}</ref><ref name="MTA-BoroughPk-Kensington-2015">{{cite NYCS map|neighborhood|Borough Park}}</ref> In 1936, the A was rerouted to the [[IND Fulton Street Line]] and {{NYCS|E}} trains from the [[IND Queens Boulevard Line|Queens Boulevard Line]] replaced them.<ref name="INDServicesChart3" />

===Second Manhattan trunk line, 1936–1940===
The first part of the [[IND Sixth Avenue Line]], or what was then known as the '''Houston–Essex Street Line''', began operations at noon on January 1, 1936 with two local tracks from a junction with the [[Washington Heights, Eighth Avenue and Church Street Line]] (Eighth Avenue Line) south of [[West Fourth Street–Washington Square (New York City Subway)|West Fourth Street–Washington Square]] east under [[Houston Street (Manhattan)|Houston Street]] and south under [[Essex Street (Manhattan)|Essex Street]] to a temporary terminal at [[East Broadway (IND Sixth Avenue Line)|East Broadway]]. [[E (New York City Subway service)|E]] trains, which ran from [[Jackson Heights, Queens]] to [[Hudson Terminal (IND Eighth Avenue Line)|Hudson Terminal]], were shifted to the new line to East Broadway.<ref name="East Broadway">{{cite news|url=https://www.nytimes.com/1936/01/02/archives/la-guardia-opens-new-subway-link-warmly-praises-delaney-as-he-puts.html|title=LaGuardia Opens New Subway Link|date=January 2, 1936|newspaper=[[The New York Times]]|page=1|access-date=October 7, 2011}}</ref> Two express tracks were built on the portion under Houston Street until Essex Street-Avenue A; the tracks were intended to travel under the East River and connect with the never-built [[IND Worth Street Line]] in Williamsburg, Brooklyn.<ref>{{cite web|url=http://www.nycsubway.org/articles/indsecond.html|title=IND Second System – 1929 Plan|last=Pirmann|first=David|date=November 1997|access-date=August 30, 2016|work=www.nycsubway.org}}</ref><ref>{{cite web|url=http://secondavenuesagas.com/2010/11/02/the-history-of-a-subway-shell-at-south-4th-street/|title=The history of a subway shell at South 4th Street|last=Kabak|first=Benjamin|date=November 2, 2010|access-date=August 30, 2016|work=Second Ave. Sagas}}</ref><ref>{{cite web|url=http://www.columbia.edu/~brennan/abandoned/indsecsys.html|title=Abandoned Stations : IND Second System unfinished stations|last=Brennan|first=Joseph|date=2002|access-date=August 30, 2016|work=columbia.edu}}</ref><ref>{{cite web|url=http://www.nycsubway.org/wiki/Station:_2nd_Avenue_(6th_Avenue_Line)|title=Second Avenue station IND 6th Avenue Line|last1=Pirmann|first1=David|last2=Darlington|first2=Peggy|access-date=August 30, 2016|last3=Aryel|first3=Ron|work=www.nycsubway.org}}</ref>

Just after midnight on April 9, 1936, trains began running under the [[East River]] via the Rutgers Street Tunnel, which connected the Houston-Essex Street Line with the north end of the [[IND Culver Line|Jay–Smith–Ninth Street Line]] at a junction with the Eighth Avenue Line north of [[Jay Street–Borough Hall (IND Culver Line)|Jay Street–Borough Hall]]. '''E''' trains were sent through the connection to [[Church Avenue (IND Culver Line)|Church Avenue]]. Simultaneously, the [[IND Fulton Street Line|Fulton Street Line]] was opened to [[Rockaway Avenue (IND Fulton Street Line)|Rockaway Avenue]] and the [[A (New York City Subway service)|A]] and [[C (New York City Subway service)|C]] trains, which had used Smith Street, were rerouted to Fulton Street.<ref name="Rutgers2">{{cite news|url=https://www.nytimes.com/1936/04/06/archives/two-subway-links-start-wednesday-city-will-begin-operating-fulton.html|title=Two Subway Links Start Wednesday|date=April 6, 1936|newspaper=[[The New York Times]]|page=23|access-date=October 7, 2011}}</ref><ref>{{cite news|url=https://select.nytimes.com/gst/abstract.html?res=FA0D13FF385B1B7B93CBA9178FD85F428385F9|title=New Subway Link Opened by Mayor|date=April 9, 1936|newspaper=[[The New York Times]]|page=23|access-date=October 7, 2011}}</ref>

During construction, streetcar service along Sixth Avenue was terminated. The city had the choice of either restoring it upon the completion of construction or abandoning it immediately. As the city wanted to tear down the [[IRT Sixth Avenue Line]] right away and save on the costs of shoring it up while construction proceeded underneath it, the IRT Sixth Avenue Line was purchased for [[US dollar|$]]12.5 million and terminated by the city on December 5, 1938.

On December 15, 1940, local subway service began on Sixth Avenue from the West Fourth Street subway station to the 47-50th Street subway station with track connections to the IND 53rd Street Line.<ref name=":02">{{cite news|url=https://www.nytimes.com/1940/12/15/archives/new-subway-line-on-6th-ave-opens-at-midnight-fete-mayor-and-2000.html|title=New Subway Line on 6th Ave. Opens at Midnight Fete|date=December 15, 1940|newspaper=[[The New York Times]]|page=1|access-date=October 7, 2011}}</ref> The Sixth Avenue Line's construction cost $59,500,000. The following routes were added with the opening of service:
* The [[AA (New York City Subway service)|AA]] Washington Heights Local was brought back for non-rush-hour service between [[168th Street (IND Eighth Avenue Line)|168th Street]] and [[Hudson Terminal (IND Eighth Avenue Line)|Hudson Terminal]] via the [[IND Eighth Avenue Line|Eighth Avenue Line]].
* The {{NYCS service|BB}} Washington Heights Local was added for rush-hour only service between [[168th Street (IND Eighth Avenue Line)|168th Street]] and [[Hudson Terminal (IND Eighth Avenue Line)|Hudson Terminal]] via the Sixth Avenue Line.
* The {{NYCS service|D}} Bronx Concourse Express was added for service between [[Norwood–205th Street (IND Concourse Line)|Norwood–205th Street]] and [[Hudson Terminal (IND Eighth Avenue Line)|Hudson Terminal]] via the Sixth Avenue Line.
* {{NYCS service|E}} (Queens–Manhattan Express) service was cut back from [[Church Avenue (IND Culver Line)|Church Avenue]] to [[Broadway–Lafayette Street (IND Sixth Avenue Line)|Broadway–Lafayette Street]].
* {{NYCS service|F}} (Queens–Manhattan Express) was added for service between [[Parsons Boulevard (IND Queens Boulevard Line)|Parsons Boulevard]] and [[Church Avenue (IND Culver Line)|Church Avenue]] via the Sixth Avenue Line.

Sixth Avenue express service would not begin until 1967, after the [[Chrystie Street Connection]] opened.<ref name="nycsubway.org" />

===More branch lines open===
The [[IND Fulton Street Line|Fulton Street Line]] was opened from Jay Street to [[Rockaway Avenue (IND Fulton Street Line)|Rockaway Avenue]] on April 9, 1936, including the stub terminal at [[New York Transit Museum#Historic use as station|Court Street]]. A shuttle was operated between Court Street and Hoyt–Schermerhorn Streets.<ref name="Rutgers2"/><ref name="nyt19360409">{{Cite news|url=https://www.nytimes.com/1936/04/09/archives/new-subway-link-opened-by-mayor-he-tells-15000-in-brooklyn-it-will.html|title=New Subway Link Opened by Mayor; He Tells 15,000 in Brooklyn It Will Be Extended to Queens When Red Tape Is Cut.|date=April 9, 1936|newspaper=The New York Times|issn=0362-4331|access-date=August 15, 2016}}</ref>

On December 31, 1936, the Queens Boulevard Line was extended from Roosevelt Avenue to [[Kew Gardens–Union Turnpike (IND Queens Boulevard Line)|Kew Gardens–Union Turnpike]].<ref>{{Cite web|url=https://www.flickr.com/photos/127872292@N06/21882894551/|title=Reproduction Poster of Extension to Union Turnpike – Kew Gardens|website=Flickr – Photo Sharing!|date=October 2015|access-date=April 26, 2016}}</ref><ref name="WheelsDroveNY-20123">{{cite book|url=https://books.google.com/books?id=qfZ0VxuLoc0C&pg=PA416|title=The Wheels That Drove New York: A History of the New York City Transit System|year=2012|publisher=Springer Science & Business Media|isbn=978-3-642-30484-2|pages=416–417|author1=Roger P. Roess|author2=Gene Sansone}}</ref><ref name="NYTimes-RoosevelttoUTpkeOpen-1036">{{cite web|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}}</ref><ref name=":32"/>

The Queens Boulevard Line was extended to Hillside Avenue and 178th Street, with a terminal station at 169th Street on April 24, 1937.<ref name=":032"/><ref name="WheelsDroveNY-20123"/><ref name="NYTImes-QBL169Ext-1937">{{cite web|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}}</ref><ref name="NYTImes-169Test-1937">{{cite web|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> That day, express service began on the Queens Boulevard Line during rush hours, with '''E''' trains running express west of 71st–Continental Avenues, and '''GG''' trains taking over the local during rush hours.<ref name="INDServicesChart2">{{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}}</ref><ref name="Sparberg20142">{{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=2014|publisher=Fordham University Press|isbn=978-0-8232-6190-1}}</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 Opens 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}}</ref>
[[File:Smith Ninth night vc.jpg|thumb|[[Smith–Ninth Streets (IND Culver Line)|Smith–Ninth Streets]]]]

The entire Crosstown Line was completed and connected to the [[IND Culver Line]] on July 1, 1937, whereupon the '''GG''' was extended in both directions to [[Smith–Ninth Streets (IND Culver Line)|Smith–Ninth Streets]] and [[Forest Hills–71st Avenue (IND Queens Boulevard Line)|Forest Hills–71st Avenue]].<ref name="nycsubway.org" /><ref name="bde19370701">{{cite news|url=https://bklyn.newspapers.com/image/52688792/?terms=crosstown%2Bsubway|title=New Crosstown Subway Line Is Opened|date=July 1, 1937|newspaper=[[Brooklyn Daily Eagle]]|access-date=December 24, 2015}}</ref>

From April 30, 1939 to October 28, 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="Raskin-RoutesNotTaken-20135"/><ref name="WheelsDroveNY-20123"/><ref name="NYTImes-ToBuildFairSubway-1937">{{cite web|url=https://timesmachine.nytimes.com/timesmachine/1937/10/27/94447453.pdf|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|date=October 27, 1937|website=[[The New York Times]]|access-date=July 6, 2015}}</ref> Despite 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-20135"/>

===Proposed expansion===
{{main|Proposed New York City Subway expansion}}
Mayor John Hylan proposed some never-built lines in 1922 even before the first leg of the IND was completed. These lines included:<ref name="nycsubway.org"/>

*A West Side trunk line in Manhattan between 14th Street and the city limits at [[Yonkers, New York|Yonkers]]. The line would be 4 tracks between 14th Street and 162nd Street, 3 tracks to Dyckman Street, and 2 tracks to the terminal. There would be a two-track spur from 162nd Street to 190th Street via Amsterdam Avenue. From 14th Street, the line would split; two tracks would connect to the BMT Canarsie Line and two tracks would continue south to a loop at Battery Park and an East River tunnel to [[Atlantic Avenue (New York City)|Atlantic Avenue]] and Hicks Street, Brooklyn. Supposedly, there was also a plan of a line to [[Red Hook, Brooklyn|Red Hook]].
*A trunk line, 4 tracks, on [[First Avenue (Manhattan)|First Avenue]] from the Harlem River to 10th Street. From 10th Street, the line would split. Two tracks would run via [[Third Avenue]] and the [[Bowery]] to a new Lafayette Avenue subway in Brooklyn. The other two would run to a loop near City Hall. From the Harlem River, the line would run to [[East 161st Street|161st Street]], and split into two 3-track routes: one to Fordham Road & Southern Blvd and the other to Webster Ave. & Fordham Road, where it would join the current IRT White Plains Road line and continue to 241st Street. Since this portion of the IRT El was already built to BMT clearances, and Hylan's system would consider using BMT clearances as well, all that would have to be done along this section is shave back the platforms.
*A line from [[125th Street (Manhattan)|125th Street]] (near today's [[Henry Hudson Parkway]]) crosstown, to and across the [[East River]], to [[Astoria, Queens]], likely connecting to the [[BMT Astoria Line]].
*A new subway line, with between two and four tracks at various areas, from approximately the [[Hunters Point Avenue (IRT Flushing Line)|Hunters Point Avenue]] station on today's [[IRT Flushing Line]] in Queens, heading in a southeasterly direction to Lafayette Avenue, Brooklyn. At Lafayette Avenue, the line would split. Two tracks would turn into a four-track line along Lafayette Avenue. The other two tracks would run to Flatbush and Franklin Avenues.
*A 4-track subway line from Brooklyn's [[Borough Hall (Brooklyn)|Borough Hall]] via the Lafayette Avenue subway to [[Bedford Avenue]]. From there it was three tracks to [[Broadway (Brooklyn)|Broadway]] to [[Cypress Hills, Brooklyn]] where the line would continue on the present-day [[BMT Jamaica Line]]. (The line would have ended at [[168th Street (BMT Jamaica Line)|168th Street]], where the BMT Jamaica Line once ended.) The subway would have run directly under the line along Broadway giving it direct competition for passengers, and (in Hylan's opinion) draining revenues from the BMT. Two tracks of the Lafayette Avenue subway would connect with the proposed First Avenue line.
*A new branch off the [[IRT Eastern Parkway Line]] in Brooklyn onto [[Utica Avenue]], running under Utica to [[Flatlands Avenue]].
*A 4-track subway under Flatbush Avenue in Brooklyn to [[Nostrand Avenue]], to Emmons Avenue in Sheepshead Bay, turning west onto Emmons Avenue to Surf Avenue in [[Coney Island]]. A branch of this line would head out to [[Floyd Bennett Field]] under Flatbush Avenue.
*Extension of the [[BMT Canarsie Line]] to the BMT Jamaica Line somewhere beyond 121st Street in Queens.
*A new line running from Prospect Avenue via Fort Hamilton Parkway, to 10th Avenue, terminating at 90th Street. [[BMT Culver Line]] trains would use this line.
*Extension of the [[BMT Fourth Avenue Line]] in Brooklyn, south to [[Bay Ridge – 95th Street (BMT Fourth Avenue Line)|Bay Ridge – 95th Street]]. (This was the only other line that was complete.)
*Extension of the BMT Fourth Avenue Line east to the Fort Hamilton Parkway Line and the [[BMT West End Line]].
*A two-track line from the BMT Fourth Avenue Line at 67th Street to Staten Island via the [[Staten Island Tunnel]].
*Extension of the [[IRT New Lots Line]] from New Lots Avenue to Lefferts Boulevard.
*Extension of the IRT Flushing Line to Bell Boulevard in [[Bayside, Queens|Bayside]] via [[Main Street (Queens)|Main Street]], [[Kissena Boulevard]], and [[Northern Boulevard]].
*A branch off the IRT Flushing Line to Jamaica from [[Roosevelt Avenue]].<ref name="nycsubway.org"/>

A major expansion of the IND was first planned in 1929.<ref name="ind second system">nycsubway.org – [http://nycsubway.org/ind/indsecond.html IND Second System]</ref> It would have added over 100 miles of new routes in Manhattan, Brooklyn, Queens, and the Bronx, merging with, intersecting or extending the existing IND rights-of way. It was claimed that this expansion, combined with the operating IRT, BMT, and IND lines, would provide subway service within a half mile of anyone's doorstep within these four boroughs.<ref name="ind second system"/> Pricing – excluding acquisition and equipment costs – was estimated at [[United States dollar|US$]]438 million. The entire first phase had only cost US$338 million, ''including'' acquisition and equipment costs.<ref name="ind second system"/>

Not long after these plans were unveiled, the [[Wall Street Crash of 1929]] occurred and the [[Great Depression]] was ushered in, and the plans essentially became history overnight.<ref name="ind second system"/> Various forms of the expansion resurfaced in 1939,<ref name="nycsubway.org"/> 1940,<ref>[http://1.bp.blogspot.com/-HDTTMT-jAHs/T5_WEPEViiI/AAAAAAAAAMw/F9yGC2LHtD8/s1600/76st_b.jpg Track diagram of planned underground Fulton Street Line extension in Queens]</ref> 1951,<ref>{{cite web |url=http://www.thejoekorner.com/bdtrans-51/bd-trans-51-plan-indx.html |title=Board of Transportation – 1951 |publisher=Thejoekorner.com |access-date=March 25, 2014 |archive-date=February 24, 2021 |archive-url=https://web.archive.org/web/20210224152538/http://www.thejoekorner.com/bdtrans-51/bd-trans-51-plan-indx.html |url-status=dead }}</ref> [[Program for Action|1968]],<ref>{{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= April 15, 2014}}</ref><ref>[http://www.thejoekorner.com/lines/progforaction.htm Program for Action maps] from thejoekorner.com</ref> and 1998<ref>{{cite web |url=http://www.qgazette.com/news/2007-06-27/Features/Flashback_To_1999_001.html |title=Flashback To 1999 &#124; www.qgazette.com &#124; Queens Gazette |publisher=www.qgazette.com |date=June 27, 2007 |access-date=March 25, 2014 |archive-url=https://web.archive.org/web/20160322134801/http://www.qgazette.com/news/2007-06-27/features/flashback_to_1999_001.html |archive-date=March 22, 2016 |url-status=dead }}</ref> but were never realized. This was the time when the IND had planned widespread elevated construction.<ref name="nycsubway.org"/>

The [[Second Avenue Subway]], one of the main parts of the plan, is open between 63rd and 96th Streets as of January 1, 2017.

==Post-unification==
The [[New York Transit Museum|Court Street]] station on the IND Fulton Street Line was closed on June 1, 1946 due to low ridership.<ref name="BklynEagle-INDFultonCulver-ShortageSnarl-1946">{{cite web|url=https://www.newspapers.com/image/57726129/?terms=euclid%2Bpitkin%2Bsubway|title=Shortages Snarl $50,000,000 Tube Links|date=June 9, 1946|page=21|last1=Blauvelt|first1=Paul|via=[[Newspapers.com]]|newspaper=[[Brooklyn Daily Eagle]]|access-date=October 9, 2015}}</ref><ref name="NYCSubway-INDFulton">{{Cite web|url=http://www.nycsubway.org/wiki/IND_Fulton_Street_Line#Court_Street|title=IND Fulton Street Line|website=www.nycsubway.org|access-date=February 18, 2016}}</ref><ref>{{cite web|url=http://nytm.pastperfectonline.com/photo/FEEA4845-FA89-4ECE-8687-291879981450|title=Sign for the Closing of the Court Street Station, 1946; IND Crosstown Line|date=1946|publisher=New York Transit Museum|last1=Foley|first1=A.J.|access-date=August 28, 2016}}</ref> After World War II ended, workers and materials became available for public use again. The badly needed extension to the more efficient terminal at Broadway − [[East New York]] (the current [[Broadway Junction (New York City Subway)|Broadway Junction]] station) opened on December 30, 1946.<ref name="Raskin-RoutesNotTaken-20135"/><ref name="BOT-19492">{{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 of the Fulton Street Line, the completion of which had been delayed due to war priorities, was finished by funds obtained by Mayor [[William O'Dwyer]] and was placed in operation on November 28, 1948, running along Pennsylvania Avenue and Pitkin Avenue to [[Euclid Avenue (IND Fulton Street Line)|Euclid Avenue]] near the Queens border. Forty additional [[R10 (New York City Subway car)|R10]] cars were placed into service for the extension. The cost of the extension was about $46,500,000. It included the construction of the new [[Pitkin Yard|Pitkin Avenue Storage Yard]], which could accommodate 585 subway cars on 40 storage tracks.<ref name="Raskin-RoutesNotTaken-20135"/><ref name="Sparberg20142"/><ref name="BklynEagle-INDEuclidOpen-1948">{{cite web|url=https://www.newspapers.com/image/52882609/?terms=euclid%2Bpitkin%2Bsubway|title=Trains Roll on $47,000,000 Fulton St. Subway Extension|date=November 29, 1948|page=2|via=[[Newspapers.com]]|newspaper=[[Brooklyn Daily Eagle]]|access-date=October 9, 2015}}</ref><ref name="BOT-19493">{{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><ref>[https://www.newspapers.com/clip/2707407/the_brooklyn_daily_eagle/ Fulton Subway Stations Open After All-Night 'Dry Runs']</ref>

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. 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=":04">{{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><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> Construction on the extension started in 1946, and was projected to be completed in 1949.<ref name="BOT-1949" /> The extension was completed later than expected and opened on December 11, 1950.<ref name="NYTImes-179open-1950">{{cite web|url=https://timesmachine.nytimes.com/timesmachine/1950/12/12/313752702.pdf|title=New Subway Link Opening in Queens|date=December 12, 1950|website=[[The New York Times]]|access-date=June 30, 2015}}</ref> This extension was delayed due to the [[Great Depression in the United States|Great Depression]] and [[World War II]]. Both '''E''' and '''F''' trains were extended to the new station.<ref name="NYTImes-179open-1950" /><ref name="NYTImes-179StRoute-1946">{{cite web|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}}</ref>

During the 1950s, the IND was extended over two pieces of elevated line that were disconnected from the original BMT system: the [[IND Culver Line|BMT Culver Line]] in 1954, and the [[Liberty Avenue (New York City)|Liberty Avenue]] extension of the [[BMT Fulton Street Line]] in 1956.<ref name="nycsubway.org" /> On October 30, 1954 the [[Culver Ramp]] opened, connecting the IND Culver Line to the BMT Culver Line at [[Ditmas Avenue (IND Culver Line)|Ditmas Avenue]]. IND trains begin operating over the BMT Culver Line to [[Coney Island–Stillwell Avenue (New York City Subway)|Coney Island–Stillwell Avenue]].<ref name="nycsubway.org" /> On April 29, 1956, the Liberty Avenue Elevated, the easternmost section of the former [[BMT Fulton Street Line]], was connected to the IND Fulton Street Line. IND service was extended from [[Euclid Avenue (IND Fulton Street Line)|Euclid Avenue]] out to [[Ozone Park–Lefferts Boulevard (IND Fulton Street Line)|Lefferts Boulevard]] via a new station at [[Grant Avenue (IND Fulton Street Line)|Grant Avenue]].<ref name="nycsubway.org" />

On June 28, 1956, service on the [[IND Rockaway Line]] began between [[Euclid Avenue (IND Fulton Street Line)|Euclid Avenue]] and [[Rockaway Park–Beach 116th Street (IND Rockaway Line)|Rockaway Park]] at 6:38 PM and between Euclid Avenue and [[Beach 25th Street (IND Rockaway Line)|Wavecrest]] at 6:48 PM.<ref name=":05">{{Cite journal|date=June 2006|title=Fifty Years of Subway Service to the Rockaways|url=https://issuu.com/erausa/docs/2006-06-bulletin|journal=New York Division Bulletin|publisher=New York Division, Electric Railroaders' Association|volume=49|issue=6|access-date=August 31, 2016|via=Issu|archive-date=October 22, 2016|archive-url=https://web.archive.org/web/20161022061408/https://issuu.com/erausa/docs/2006-06-bulletin|url-status=dead}}</ref><ref name="NYTimes-INDRkwyOpen-1956">{{cite web|url=https://timesmachine.nytimes.com/timesmachine/1956/06/28/84703811.pdf|title=Rockaway Trains to Operate Today|date=June 28, 1956|website=[[The New York Times]]|last1=Freeman|first1=Ira Henry|access-date=June 29, 2015}}</ref><ref name="Rockawave-INDRkwyOpen-June281956-pg1">{{cite news|url=http://fultonhistory.com/highlighter/viewer/?file=http%3A%2F%2Ffultonhistory.com%2FNewspapers%252021%2FRockaway%2520Beach%2520NY%2520%2520Wave%2520Of%2520Long%2520Island%2FRockaway%2520Beach%2520NY%2520%2520Wave%2520Of%2520Long%2520Island%2520%25201956%2FRockaway%2520Beach%2520NY%2520%2520Wave%2520Of%2520Long%2520Island%2520%25201956%2520-%25200350.pdf&highlightsFile=http%3A%2F%2Ffultonhistory.com%2Fhighlighter%2Fhits%2F43c772ea5053ba7a2fe1850240ed52cd#page=1|title=First Train On Rockaway Line Runs This Afternoon|date=June 28, 1956|work=[[Wave of Long Island]]|agency=[[Fultonhistory.com]]|page=1|access-date=August 16, 2016}}</ref><ref name="Rockawave-INDRkwyOpen-June281956-pg6">{{cite news|url=http://fultonhistory.com/highlighter/viewer/?file=http%3A%2F%2Ffultonhistory.com%2FNewspapers%252021%2FRockaway%2520Beach%2520NY%2520%2520Wave%2520Of%2520Long%2520Island%2FRockaway%2520Beach%2520NY%2520%2520Wave%2520Of%2520Long%2520Island%2520%25201956%2FRockaway%2520Beach%2520NY%2520%2520Wave%2520Of%2520Long%2520Island%2520%25201956%2520-%25200355.pdf&highlightsFile=http%3A%2F%2Ffultonhistory.com%2Fhighlighter%2Fhits%2F6b6ee609a1895c1f89ff0c622e5b3813#page=1|title=First Train On Rockaway Line Runs This Afternoon|date=June 28, 1956|work=[[Wave of Long Island]]|agency=[[Fultonhistory.com]]|page=6|access-date=August 16, 2016}}</ref><ref>{{cite news|url=http://fultonhistory.com/highlighter/viewer/?file=http%3A%2F%2Ffultonhistory.com%2FNewspapers%252023%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%25201955-1957%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%25201955-1957%2520-%25200650.pdf&highlightsFile=http%3A%2F%2Ffultonhistory.com%2Fhighlighter%2Fhits%2F8150b004ade0565d32aa4d88b21d2892#page=1|title=TA's New Line To Rockaways Begins Today: Fifty Piece Band To Play as Special Train Makes First Run|date=June 28, 1956|work=The Leader-Observer|agency=[[Fultonhistory.com]]|page=1|access-date=August 16, 2016}}</ref><ref>{{cite news|url=http://fultonhistory.com/highlighter/viewer/?file=http%3A%2F%2Ffultonhistory.com%2FNewspapers%252023%2FBrooklyn%2520NY%2520Greenpoint%2520Daily%2520Star%2FBrooklyn%2520NY%2520Greenpoint%2520Daily%2520Star%25201956-1957%2FBrooklyn%2520NY%2520Greenpoint%2520Daily%2520Star%25201956-1957%2520-%25200241.pdf&highlightsFile=http%3A%2F%2Ffultonhistory.com%2Fhighlighter%2Fhits%2F147cd4c4e78bb11637387bbb8e8e3a06#page=1|title=To Rockaways: Beach Trains In Operation|date=June 29, 1956|work=Greenpoint Weekly Star|agency=[[Fultonhistory.com]]|page=2|access-date=August 16, 2016}}</ref> A new station at [[Far Rockaway–Mott Avenue (IND Rockaway Line)|Far Rockaway–Mott Avenue]] opened on January 16, 1958, completing the Rockaway Line.<ref name="NYTImes-FarRkwyIND-Open-1958">{{cite web|url=https://timesmachine.nytimes.com/timesmachine/1958/01/16/83388071.pdf|title=New Subway Unit Ready: Far Rockaway IND Terminal Will Be Opened Today|date=January 16, 1958|website=[[The New York Times]]|access-date=June 29, 2015}}</ref>

In November 1967, the first part of the Chrystie Street Connection opened and Sixth Avenue Line express tracks opened from [[34th Street–Herald Square (IND Sixth Avenue Line)|34th Street–Herald Square]] to [[West Fourth Street–Washington Square (IND Sixth Avenue Line)|West Fourth Street–Washington Square]]. With the opening of the connection to the Manhattan Bridge, '''BB''' service was renamed '''B''' and was extended via the new express tracks and the connection to the West End Line in Brooklyn. In non-rush hours, '''B''' service terminated northbound at either West 4th Street (middays and Saturdays) or as the '''TT''' shuttle at 36th Street in Brooklyn (nights and Sundays).  '''D''' service was routed via the connection and onto the Brighton Line instead of via the Culver Line. It only ran express during rush hours. '''F''' service was extended from Broadway–Lafayette Street during rush hours, and from 34th Street during other times to Coney Island via the Culver Line.<ref name="Raskin-RoutesNotTaken-20135"/><ref name="NYTimes-ChrystieStChanges-1967">{{cite web|url=https://timesmachine.nytimes.com/timesmachine/1967/11/16/90418352.pdf|title=SUBWAY CHANGES TO SPEED SERVICE: Major Alterations in Maps, Routes and Signs Will Take Effect Nov. 26|date=November 16, 1967|website=[[The New York Times]]|last1=Perlmutter|first1=Emanuel|access-date=July 7, 2015}}</ref><ref name="NYTimes-ChrystieSt-Bewilder-1967">{{cite web|url=https://www.nytimes.com/1967/11/27/archives/bmtind-changes-bewilder-many-transit-authority-swamped-with-calls.html|title=BMT-IND CHANGES BEWILDER MANY; Transit Authority Swamped With Calls From Riders as New System Starts|date=November 27, 1967|work=[[The New York Times]]|last1=Perlmutter|first1=Emanuel|access-date=August 23, 2015}}</ref>

In July 1968, the [[57th Street (IND Sixth Avenue Line)|57th Street]] station opened and the portion of the Chrystie Street Connection connecting the line with the Williamsburg Bridge was opened for regular service (although it had been previously used in passenger service for occasional post-Chrystie Street weekend '''D''' maintenance reroutes). Service on the '''KK''' was inaugurated, running from 57th Street to [[168th Street (BMT Jamaica Line)|168th Street]] on the [[BMT Jamaica Line]]. '''B''' service began running during non-rush hours (local on 6th Avenue) to 57th Street. '''D''' trains began running express via the Sixth Avenue Line at all times.<ref>{{Cite news|url=https://www.nytimes.com/1968/07/01/archives/skipstop-subway-begins-run-today-kk-line-links-3-boroughs-other.html|title=SKIP-STOP SUBWAY BEGINS RUN TODAY; KK Line Links 3 Boroughs --Other Routes Changed|last=Hofmann|first=Paul|date=July 1, 1968|newspaper=The New York Times|issn=0362-4331|access-date=November 27, 2016}}</ref>

In December 1988 the [[Archer Avenue Line|IND Archer Avenue Line]] opened from [[Jamaica Center–Parsons/Archer (Archer Avenue Line)|Jamaica Center–Parsons/Archer]] to [[Jamaica–Van Wyck (IND Archer Avenue Line)|Jamaica–Van Wyck]].<ref name=":06">{{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|issn=0362-4331|access-date=June 6, 2016}}</ref><ref>"New Subway Line Finally Rolling Through Queens," Newsday, December 11, 1988, page 7.</ref>

A month shy of twenty years after construction began, the [[63rd Street Lines|IND 63rd Street Line]] went into service on October 29, 1989, after an expenditure of $898 million,<ref name="nycsubway.org3">{{cite web|url=http://nycsubway.org/lines/6thave.html|title=IND 6th Ave./63rd St. Line|last=Darlington|first=Peggy|work=www.nycsubway.org|access-date=October 20, 2011}}</ref> extending service from 57th Street with new stations at Lexington Avenue, Roosevelt Island, and 21st Street at 41st Avenue in Queens. The IND line was served by {{NYCS service|Q}} trains on weekdays, {{NYCS service|B}} trains on weekends and {{NYCS service|F}} trains at night (signed Q northbound from 2nd Avenue and southbound as far as 57th Street), as well as the extended JFK Express. The 1,500-foot connector to the Queens Boulevard Line had not yet started construction.<ref>{{cite news|url=https://www.nytimes.com/1989/10/29/nyregion/the-subway-to-nowhere-now-goes-somewhere.html|title=The 'Subway to Nowhere' Now Goes Somewhere|last=Lorch|first=Donatella|date=October 29, 1989|newspaper=The New York Times|access-date=October 20, 2011}}</ref> The BMT connection between the new Lexington Avenue station and 57th Street-7th Avenue was not in use at that time; it was built for the future connection to the Second Avenue Subway for BMT Broadway service from the [[Upper East Side]] to [[Lower Manhattan]].

Planning for the connection to the [[IND Queens Boulevard Line]] began in December 1990, with the final design contract awarded in December 1992. Construction began on September 22, 1994.<ref name=":4">{{Cite web|url=https://www.fhwa.dot.gov/Environment/air_quality/cmaq/research/advancing_mobility/03cmaq08.cfm|title=New York City Transit 63rd Street-Queens Boulevard Connection-New York City – Advancing Mobility – Research – CMAQ – Air Quality – Environment – FHWA|website=[[Federal Highway Administration|Federal Highway Administration (FHWA)]]|access-date=July 3, 2016}}</ref><ref>{{Cite web|url=http://www.mta.info/nyct/facts/ffhist.htm|title=About NYC Transit – History|date=October 19, 2002|access-date=September 18, 2016|url-status=bot: unknown|archive-url=https://web.archive.org/web/20021019203759/http://www.mta.info/nyct/facts/ffhist.htm|archive-date=October 19, 2002}}</ref><ref name="CivilEng-FinalConnection-Jul2000">{{cite journal|last2=Shanbhag|first2=Radmas|date=July 2000|title=The Final Connection|journal=[[American Society of Civil Engineers|Civil Engineering]]|volume=86|issue=7|pages=56–61|last1=Silano|first1=Louis G.}}</ref><ref name="QBL63rdLineConnector-1992">{{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|publisher=[[Metropolitan Transportation Authority]], [[United States Department of Transportation]], [[Federal Transit Administration]]|date=June 1992|location=[[Queens]], New York City|access-date=July 23, 2016}}</ref><ref name="PANYNJ-AirportAccessDEIS-1994">{{cite book|url=https://books.google.com/books?id=zh83AQAAMAAJ&pg=SA3-PA25|title=La Guardia International Airport and John F. Kennedy International Airport, Port Authority of New York and New Jersey Airport Access Program, Automated Guideway Transit System (NY, New Jersey): Environmental Impact Statement|date=June 1994|publisher=[[Port Authority of New York and New Jersey]], [[United States Department of Transportation]], [[Federal Aviation Administration]], [[New York State Department of Transportation]]|access-date=July 23, 2016}}</ref> The remaining section from 21st Street to the Queens Boulevard Line cost $645 million. In December 2000, the 63rd Street Connector was opened for construction reroutes.<ref>{{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> The Connector came into regular use in December 2001 with the rerouting of '''F''' service at all times to 63rd Street. The construction project extended the lower level LIRR tunnel and involved a number of other elements, including the integration of ventilation plants, lowering a sewer siphon 50 feet, rehabilitation of elements of the existing line, mitigating ground water, diverting trains which continued to run through the project area and widening of the entry point to the Queens Boulevard Line to six tracks. This new tunnel connection allowed rerouting the Queens Boulevard Line '''{{NYCS service|F}}''' trains via the 63rd Street Tunnel, which opened up capacity through the 53rd Street tunnel to Manhattan which allowed a new local service, the [[V (New York City Subway service)|V train]], to provide additional Queens Boulevard service to Manhattan, along Sixth Avenue. This service was discontinued in 2010 and replaced with an extension of the [[M (New York City Subway service)|M train]].<ref name="nycsubway.org3"/>

==As built==
[[File:IND after 6th Ave.png|thumb|Service patterns of the IND {{circa|1940}}]]

===The Bronx and Manhattan===
* [[IND Concourse Line|Concourse Line]] ({{NYCS trains|Concourse}}): under the [[Grand Concourse (Bronx)|Grand Concourse]] from 205th Street south to 161st Street, then west under the [[Harlem River]] into Manhattan and south to the Eighth Avenue Line (parallel to the [[IRT Jerome Avenue Line]])
* [[IND Eighth Avenue Line|Eighth Avenue Line]] ({{NYCS trains|Eighth south}}): from 207th Street, south roughly under [[Broadway (Manhattan)|Broadway]]; under [[Saint Nicholas Avenue (Manhattan)|Saint Nicholas Avenue]], [[Eighth Avenue (Manhattan)|Eighth Avenue]], Greenwich Avenue, [[Sixth Avenue (Manhattan)|Sixth Avenue]] (with a junction with the Sixth Avenue Line/Houston Street Line), Church Street, and [[Fulton Street (Manhattan)|Fulton Street]]; under the [[East River]] via the [[Cranberry Street Tunnel]] into Brooklyn, to the Fulton Street Line (parallel to the [[IRT Ninth Avenue Line]])
* [[IND Sixth Avenue Line|Sixth Avenue Line]] ({{NYCS trains|Sixth}}): from a split from the Eighth Avenue Line at 53rd Street, two blocks east to Sixth Avenue, then south under Sixth Avenue to a junction with the Eighth Avenue Line north of Houston Street, then east under Houston Street and south under Essex Street and Rutgers Street to the Rutgers Street Tunnel to Brooklyn – parallel to the IRT [[Sixth Avenue Elevated]]
* [[IND Queens Boulevard Line|Queens Boulevard Line]] ({{NYCS trains|Queens 53rd}}): from the 53rd Street Tunnel from Queens, west under 53rd Street past a junction with the Sixth Avenue Line to merge with the Eighth Avenue Line – partly parallel to the IRT [[Sixth Avenue Elevated]] connection to the IRT [[Ninth Avenue Elevated]] along 53rd Street<ref name="nycsubway.org"/>

===East River crossings===
* [[53rd Street Tunnel]] ({{NYCS trains|Queens 53rd}}) – along the Queens Boulevard Line
* [[Rutgers Street Tunnel]] ({{NYCS trains|Sixth Rutgers}}) – connecting the Sixth Avenue Line to the Culver Line
* [[Cranberry Street Tunnel]] ({{NYCS trains|Eighth Cranberry}}) – connecting the Eighth Avenue Line to the Fulton Street Line<ref name="nycsubway.org"/>

===Brooklyn and Queens===
* [[IND Queens Boulevard Line|Queens Boulevard Line]] ({{NYCS trains|Queens}}): from 169th Street, west under Hillside Avenue, Queens Boulevard, Broadway, Northern Boulevard and 44th Drive to the 53rd Street Tunnel to Manhattan
* [[IND Crosstown Line|Crosstown Line]] ({{NYCS trains|Crosstown}}): from the Queens Boulevard Line at Queens Plaza, south under Jackson Avenue, Manhattan Avenue, Union Avenue, Marcy Avenue and Lafayette Avenue, coming into the middle of the Fulton Street Line and connecting south into the Culver Line
* [[IND Culver Line|Culver Line]] (originally the Smith Street Line) ({{NYCS trains|Culver IND north}}): from the Rutgers Street Tunnel, south under Jay Street and Smith Street, coming to the surface and turning east over the [[Gowanus Canal]] at Ninth Street, then back underground, under Ninth Street, Prospect Park West, Prospect Avenue, Fort Hamilton Parkway and McDonald Avenue, ending at Church Avenue (later extended south along the BMT Culver Line)
* [[IND Fulton Street Line|Fulton Street Line]] ({{NYCS trains|Fulton}}): from [[Court Street (IND Fulton Street Line)|Court Street]] (now the New York Transit Museum) and the Cranberry Street Tunnel east under Fulton Street to Rockaway Avenue (later extended east along the BMT [[Liberty Avenue Elevated]]) – parallel to the BMT [[Fulton Street Elevated]]<ref name="nycsubway.org"/>

===Extensions after 1940===
The following extensions and connections were built after unification in 1940:
* [[IND Queens Boulevard Line|Queens Boulevard Line]] ({{NYCS trains|Queens Hillside}}): extended east to 179th Street
* [[IND Culver Line|Culver Line]] ({{NYCS trains|Culver IND south}}): extended south along the ex-BMT Culver Line
* [[60th Street Tunnel Connection]] ({{NYCS trains|60th Connection}}): connecting the BMT's [[60th Street Tunnel]] to the Queens Boulevard Line
* [[IND Fulton Street Line|Fulton Street Line]] ({{NYCS trains|Fulton east}}): extended east to and over the BMT [[Liberty Avenue Elevated]]
* [[IND Rockaway Line|Rockaway Line]] ({{NYCS trains|Rockaway}}): south from the Fulton Street Line east of [[Rockaway Boulevard (IND Fulton Street Line)|Rockaway Boulevard]]<ref name="nycsubway.org"/>
* [[Chrystie Street Connection]], connecting the Houston Street Line (Sixth Avenue Line) to the BMT lines over the [[Williamsburg Bridge]] ({{NYCS trains|Chrystie Williamsburg}}) and [[Manhattan Bridge]] ({{NYCS trains|Chrystie Manhattan}})
* [[Archer Avenue Line]] ({{NYCS trains|Archer IND}}): from the Queens Boulevard Line at Van Wyck Boulevard south and east to Jamaica Center
* [[IND 63rd Street Line|63rd Street Line]] ({{NYCS trains|63rd IND}}): connecting the Sixth Avenue Line and the Queens Boulevard Line through the [[63rd Street Tunnel]], and connecting to the [[BMT 63rd Street Line]]

The following extension is partially open:
* [[IND Second Avenue Line]] ({{NYCS trains|Second header}}): from [[96th Street (Second Avenue Subway)|96th Street]] to [[72nd Street (Second Avenue Subway)|72nd Street]], then connecting with the BMT 63rd Street Line<ref name="sas nydailynews">[http://www.nydailynews.com/new-york/mta-releases-avenue-subway-images-article-1.1506866 MTA releases Second Avenue subway images, says project on track] NY Daily News, November 5, 2013</ref>

==Line planning==
Many IND lines were designed to be parallel to existing IRT and BMT subway lines in order to compete with them.
* The [[IND Concourse Line]] is within one to three short blocks of the [[IRT Jerome Avenue Line]] for most of its length. It was also planned to replace the then-[[New York, Westchester and Boston Railway|NYW&B]]-owned [[IRT Dyre Avenue Line|line]] as well as the [[IRT White Plains Road Line]].
* The [[IND Eighth Avenue Line]] is within {{convert|0.25|mi|km}} of the [[IRT Broadway–Seventh Avenue Line]] and the [[IRT Lenox Avenue Line]] for most of its length. It was designed to replace the [[IRT Ninth Avenue Line]].
* The [[IND Sixth Avenue Line]] was designed to replace the [[IRT Sixth Avenue Line]].
* The [[IND Fulton Street Line]] is within {{convert|0.5|mi|km}} of the [[IRT Eastern Parkway Line]] and the [[IRT New Lots Line]] for most of its length in Brooklyn. It was designed to replace the [[BMT Fulton Street Line]].
* The [[IND Crosstown Line]] was designed to replace [[Rapid transit operations of the BRT and BMT|BMT streetcars]].
* The [[Second Avenue Subway]] is designed to be within 0.25 miles (0.40&nbsp;km) of the [[IRT Lexington Avenue Line]], and to replace the [[IRT Second Avenue Line]] and the [[IRT Third Avenue Line]].

Additionally, some never-built lines were designed to replace old elevated lines.
* The [[IRT Dyre Avenue Line]] and [[IRT Pelham Line]] were to be recaptured by the IND Second Avenue Line.
* The IND Utica Avenue Line and the [[Archer Avenue Lines|IND Archer Avenue Line]] were both designed to replace parts of the [[BMT Jamaica Line]]. The latter would also be planned to replace the [[Atlantic Branch]] of the Long Island Rail Road.<ref name="nycsubway.org"/>

==Service letters==
As originally designed, the IND train identification scheme was based on three things: the Manhattan trunk line served (8th Avenue or 6th Avenue), the northern branch line served (Washington Heights, Grand Concourse/Bronx, or Queens Boulevard), and the service level (Express or Local). The 8th Avenue routes were A, C, and E. The 6th Avenue routes were B, D, and F. The A and B served Washington Heights. The C and D served the Grand Concourse. The E and F served Queens Boulevard via the 53rd Street Tunnel.<ref name=":0"/>

A single letter indicated an express service, while a double letter indicated local service. G was used for Brooklyn-Queens "Crosstown" service. H was used for any service on the extended Fulton Street (Brooklyn) line that did not originate in Manhattan.<ref name=":0">{{Cite web|url=http://www.nycsubway.org/wiki/Subway_FAQ:_Letter,_Number,_and_Color_Designation_Systems|title=Subway FAQ: Letter, Number, and Color Designation Systems|last=Brennan|first=Joseph|date=2012|website=www.nycsubway.org|access-date=November 27, 2016}}</ref>

The first designations were as follows:

{| class="wikitable"
|- valign="top"
|style="color:white; background-color:#{{rcr|NYCS|A}}"|A||style="color:white; background-color:#{{rcr|NYCS|A}}"|AA||Eighth Avenue – Washington Heights
|- valign="top"
| ||style="color:white; background-color:#{{rcr|NYCS|B}}"|BB||Sixth Avenue – Washington Heights
|- valign="top"
|style="color:white; background-color:#{{rcr|NYCS|C}}"|C||style="color:white; background-color:#{{rcr|NYCS|C}}"|CC||Eighth Avenue – Concourse
|- valign="top"
|style="color:white; background-color:#{{rcr|NYCS|D}}"|D|| ||Sixth Avenue – Concourse
|- valign="top"
|style="color:white; background-color:#{{rcr|NYCS|E}}"|E|| ||Eighth Avenue – Queens Boulevard
|- valign="top"
|style="color:white; background-color:#{{rcr|NYCS|F}}"|F|| ||Sixth Avenue – Queens Boulevard
|- valign="top"
|style="color:white; background-color:#{{rcr|NYCS|G}}"|G||style="color:white; background-color:#{{rcr|NYCS|G}}"|GG||Brooklyn-Queens Crosstown
|- valign="top"
| ||style="color:white; background-color:#{{rcr|NYCS|S}}"|HH||Fulton Street
|- valign="top"
| S|| ||Special
|}
Virtually all possibilities were used at one time or another, either in regular service or as brief special routes.<ref name="nycsubway.org"/> The "G" single-letter service was used for {{NYCS|G}} service to [[IND World's Fair Line|World's Fair Station]] in 1939.

The final pre-[[Chrystie Street Connection]] service is shown here; for more details, see the individual service pages. Terminals shown are the furthest the service reached.<ref name=":0" />
{| class="wikitable"
!
!Line
!Routing
!Notes
|-
|[[A (New York City Subway service)|A]]||Washington Heights Express||[[Inwood–207th Street (IND Eighth Avenue Line)|207th Street]] – [[Ozone Park–Lefferts Boulevard (IND Fulton Street Line)|Lefferts Boulevard]] or [[Far Rockaway–Mott Avenue (IND Rockaway Line)|Far Rockaway]] or [[Rockaway Park–Beach 116th Street (IND Rockaway Line)|Rockaway Park]] (via [[IND Eighth Avenue Line|Eighth Avenue]])||still in use
|-
|[[AA (New York City Subway service)|AA]]||Washington Heights Local||[[168th Street (IND Eighth Avenue Line)|168th Street]] – [[World Trade Center (IND Eighth Avenue Line)|Hudson Terminal]] (via [[IND Eighth Avenue Line|Eighth Avenue]])||became [[K (Eighth Avenue Local)|K]] (no longer operated)
|-
|[[BB (New York City Subway service)|BB]]||Washington Heights Local||[[168th Street (IND Eighth Avenue Line)|168th Street]] – [[34th Street–Herald Square (IND Sixth Avenue Line)|34th Street]] (via [[IND Sixth Avenue Line|Sixth Avenue]])||became [[B (New York City Subway service)|B]] (now goes from [[Bedford Park Boulevard (IND Concourse Line)|Bedford Park Boulevard]] to [[Brighton Beach (BMT Brighton Line)|Brighton Beach]])
|-
|[[C (New York City Subway service)|C]]||Bronx Concourse Express||[[Norwood–205th Street (IND Concourse Line)|205th Street]] – [[Utica Avenue (IND Fulton Street Line)|Utica Avenue]] (via [[IND Eighth Avenue Line|Eighth Avenue]])||no longer operated; combined into A and D trains
|-
|[[CC (New York City Subway service)|CC]]||Bronx Concourse Local||[[Bedford Park Boulevard (IND Concourse Line)|Bedford Park Boulevard]] – [[World Trade Center (IND Eighth Avenue Line)|Hudson Terminal]] (via [[IND Eighth Avenue Line|Eighth Avenue]])||became [[C (New York City Subway service)|C]] (now goes from [[168th Street (IND Eighth Avenue Line)|168th Street]] to [[Euclid Avenue (IND Fulton Street Line)|Euclid Avenue]])
|-
|[[D (New York City Subway service)|D]]||Bronx Concourse Express||[[Norwood–205th Street (IND Concourse Line)|205th Street]] – [[Coney Island–Stillwell Avenue (BMT West End Line)|Coney Island]] (via [[IND Sixth Avenue Line|Sixth Avenue]] and [[IND Culver Line|Culver Line]])||still in use, though trains now use the [[BMT West End Line|West End Line]]
|-
|[[E (New York City Subway service)|E]]||Queens–Manhattan Express||[[Jamaica–179th Street (IND Queens Boulevard Line)|179th Street]] – [[World Trade Center (IND Eighth Avenue Line)|Hudson Terminal]] or [[Rockaway Park–Beach 116th Street (IND Rockaway Line)|Rockaway Park]] (via [[IND Eighth Avenue Line|Eighth Avenue]] and [[IND Houston Street Line|Houston Street]])||still in use, though all trains go from [[Jamaica Center–Parsons/Archer (Archer Avenue Lines)|Jamaica Center]] to Hudson Terminal (now called World Trade Center)
|-
|[[F (New York City Subway service)|F]]||Queens–Manhattan Express||[[Jamaica–179th Street (IND Queens Boulevard Line)|179th Street]] – [[World Trade Center (IND Eighth Avenue Line)|Hudson Terminal]] or [[Coney Island–Stillwell Avenue (IND Culver Line)|Coney Island]] (via [[IND Sixth Avenue Line|Sixth Avenue]])||still in use, though all trains go to Coney Island or [[Kings Highway (IND Culver Line)|Kings Highway]]
|-
|[[GG (New York City Subway service)|GG]]||Queens Brooklyn Local||[[Forest Hills–71st Avenue (IND Queens Boulevard Line)|Forest Hills]] – [[Church Avenue (IND Culver Line)|Church Avenue]] (via [[IND Crosstown Line|Crosstown Line]])||became [[G (New York City Subway service)|G]], though all trains [[short turn]] at [[Court Square (IND Crosstown Line)|Court Square]]
|-
|[[HH (Court Street Shuttle)|HH]]||Court Street Shuttle||[[Court Street (IND Fulton Street Line)|Court Street]] – [[Hoyt–Schermerhorn Streets (IND Fulton Street Line)|Hoyt–Schermerhorn Streets]]||no longer operated, but the trackage is used for moving trains in and out of the [[New York Transit Museum]], located in the Court Street station
|-
|[[HH (Rockaway Local)|HH]]||Rockaway Local||[[Euclid Avenue (IND Fulton Street Line)|Euclid Avenue]] – [[Rockaway Park–Beach 116th Street (IND Rockaway Line)|Rockaway Park]] or [[Far Rockaway–Mott Avenue (IND Rockaway Line)|Far Rockaway]]||became [[H (New York City Subway service)|H]], then [[Rockaway Park Shuttle|S]], though now, all trains only go to Rockaway Park
|}

After the Chrystie Street Connection opened, the original IND Service Letter scheme was gradually abandoned.  All lines, whether local or express, now use a single letter, and only the 8th Avenue/6th Avenue distinction (A, C, E vs. B, D, F) has been maintained.<ref name="nycsubway.org"/> Following consolidation under city ownership, the numbered routes of the former [[Brooklyn–Manhattan Transit Corporation|BMT system]] were also gradually relabeled to letters for consistency with the IND system.

==Platform lengths==
The IND was built with longer platforms than those of the IRT or BMT.  Initial plans called for stations to be built with {{convert|660|ft|m|0}} long platforms to accommodate trains of eleven {{convert|60|ft|m|1|adj=on}} cars. These lengths were shortened, as stations on the [[IND Eighth Avenue Line]] between [[72nd Street (IND Eighth Avenue Line)|72nd Street]] and [[163rd Street – Amsterdam Avenue (IND Eighth Avenue Line)|163rd Street – Amsterdam Avenue]] have lengths of exactly {{convert|600|ft|m|0}}. There were two exceptions: [[96th Street (IND Eighth Avenue Line)|96th Street]] was {{convert|615|ft|m|0}} on both levels, as that was the standard length of platforms built for the IND after the 1940s.<ref name="nycsubway.org"/>

The [[81st Street–Museum of Natural History (IND Eighth Avenue Line)|81st Street–Museum of Natural History]] station had an uptown platform that was {{convert|630|ft|m|0}} long, and a downtown platform that was {{convert|615|ft|m|0}}. Platforms of exactly {{convert|600|ft|m|0}} length can be found on some [[IND Queens Boulevard Line]] stations between [[Elmhurst Avenue (IND Queens Boulevard Line)|Elmhurst Avenue]] and [[67th Avenue (IND Queens Boulevard Line)|67th Avenue]].<ref name="nycsubway.org"/>

Some of the [[IND Sixth Avenue Line]] stations have much greater platform lengths. In [[34th Street–Herald Square (New York City Subway)|34th Street–Herald Square]], the uptown platform was originally {{convert|745|ft|m|0}}, long enough to hold a 12-car train of {{convert|60|ft|m|1|adj=on}} cars. The downtown platform was originally {{convert|685|ft|m|0}}. Both platforms of the [[23rd Street (IND Sixth Avenue Line)|23rd Street]] station are {{convert|670|ft|m|0}}. The [[47th–50th Streets–Rockefeller Center (IND Sixth Avenue Line)|47th–50th Streets–Rockefeller Center]] station has platforms that are {{convert|665|ft|m|0}}.<ref name="nycsubway.org"/>

In the [[IND Second System]], planned stations would have been {{convert|700|to|720|ft|m|0}} long and tile work would have been more "modern".<ref name="nycsubway.org"/>

==Surviving IND equipment==
{{main|R1–9 fleet}}
The Independent Subway System operated solely with one family of subway cars – commonly referred to as the [[R1–9 fleet]] – comprising the [[R1 (New York City Subway car)|R1s]], [[R4 (New York City Subway car)|R4s]], [[R6 (New York City Subway car)|R6s]], [[R7/A (New York City Subway car)|R7/As]] and [[R9 (New York City Subway car)|R9]] cars. After the equipment was retired in the 1970s, twenty cars were sent to various museums. Eleven of these cars are preserved by the [[New York Transit Museum]] and Railway Preservation Corp. The other nine are on private property or preserved at other museums.

==See also==
* [[Brooklyn–Manhattan Transit Corporation]] (BMT)
* [[Brooklyn Rapid Transit Company]] (BRT)
* [[Interborough Rapid Transit Company]] (IRT)

==Notes==
{{notelist}}

==References==
{{reflist|30em|refs=
<ref name="nycsubway.org">nycsubway.org – [http://www.nycsubway.org/wiki/History_of_the_Independent_Subway History of the Independent Subway]</ref>
}}

==Sources==
'''Books:'''
* {{cite book| first=Brian J.| last=Cudahy| title=Under the Sidewalks of New York| edition=revised| location=Lexington, Mass| publisher=The Stephen Greene Press| year=1988}}
* {{cite book| first1=Joseph| last1=Cunningham| first2=Leonard| last2=DeHart| title=A History of the New York City Subway System: The Independent System and City Ownership| year=1977}}
* {{cite book| first=Gerhard M.| last=Dahl| title=Transit Truths| publisher=Brooklyn-Manhattan Transit Corporation| location=Brooklyn, NY| year=1924}}
* {{cite book| first=Stan| last=Fischler| title=The Subway: A Trip Through Time on New York's Rapid Transit| location=Flushing, NY| publisher=H & M Productions, Inc.| year=1997}}
* {{cite book| first=Herbert| last=George| title=Change at Ozone Park| publisher=RAE Publishing Inc.| location=Flanders, NJ| year=1993}}
* {{cite book| first1=Alan Paul| last1=Kahn| first2=Jack| last2=May| title=The Tracks of New York, Number 3| location=New York| publisher=Electric Railroaders' Association, Inc.| year=1977}}
* {{cite book| first=Frederick A.| last=Kramer| title=Building the Independent Subway| location=New York| publisher=Quadrant Press, Inc.| year=1990}}
* {{cite book| first=Frederick A.| last=Kramer| title=Subway to the World's Fair| location=Westfield, NJ| publisher=Bells and Whistles| year=1991}}
* {{cite book| first=Robert W.| last=Snyder| title=Transit Talk| publisher=New York Transit Museum and Rutgers University Press| location=Brooklyn, NY, New Brunswick, NJ and London| year=1997}}

'''Periodicals:'''
* Electric Railroaders' Association: ''Headlights Magazine'': August 1956, February 1968, February 1973, August 1974, July/September 1977, May/June 1988

'''Newspapers:'''
* ''[[The New York Times]]'' (before 1977), most notably: 1929: September 16, 22; 1932: September 4, 8, 9, 10; 1940: June 1, 2, 12, 13; 1967: November 22, 26, 28
* Unpublished document from New York City Transit Authority – precursor to "Facts and Figures", 1977

== External links ==
*{{Commons and category inline}}

{{NYCS lines navbox}}
{{NYCS navbox}}

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