Queensboro Plaza
 "7" train"7" express train​​"N" train​"W" train
New York City Subway station (rapid transit)
Upper-level platform
Station statistics
Address27th Street & Queens Plaza
Long Island City, NY 11101
BoroughQueens
LocaleLong Island City
Coordinates40°45′2.35″N 73°56′25.24″W / 40.7506528°N 73.9403444°W / 40.7506528; -73.9403444
DivisionA (IRT), B (BMT)[1]
LineBMT Astoria Line
IRT Flushing Line
Services   7 all times (all times) <7> rush hours until 9:30 p.m., peak direction (rush hours until 9:30 p.m., peak direction)​​
   N all times (all times)
​   W weekdays (weekdays)
TransitBus transport NYCT Bus: B62, Q32
Bus transport MTA Bus: Q39, Q60, Q66, Q67, Q69, Q100, Q101, Q102
StructureElevated
Levels2
Platforms2 island platforms (1 on each level)
cross-platform interchange
Tracks4 (2 on each level)
Other information
OpenedNovember 16, 1916 (1916-11-16) (Flushing Line)[2]
February 1, 1917 (1917-02-01) (Astoria Line)[3]
Accessiblenot ADA-accessible; currently undergoing renovations for ADA access
AccessibilityCross-platform wheelchair transfer available
Opposite-
direction
transfer		Yes
Traffic
20223,116,629[4] Increase 40%
Rank87 out of 423[4]
Services
Preceding station New York City Subway New York City Subway Following station
Court Square
7 all times <7> rush hours until 9:30 p.m., peak direction​
toward 34th Street–Hudson Yards
Express		 61st Street–Woodside
<7> rush hours until 9:30 p.m., peak direction
toward Flushing–Main Street

Local		 33rd Street–Rawson Street
7 all times
toward Flushing–Main Street
Lexington Avenue–59th Street
N all times ​W weekdays
via 34th Street–Herald Square
Local		 39th Avenue
N all times ​W weekdays
toward Astoria–Ditmars Boulevard
Location
Queensboro Plaza station is located in New York City Subway
Queensboro Plaza station
Queensboro Plaza station is located in New York City
Queensboro Plaza station
Queensboro Plaza station is located in New York
Queensboro Plaza station
Track layout

"7" train to 33rd Street
"7" express train to 61st Street
"N" train​"W" train to 39th Avenue
to Astoria Boulevard
Superimposed tracks
(Left below right)
"7" train"7" express train​ to Court Sq
"N" train​"W" train to
Lexington Av
–59th Street
Lower level
 Upper level
 Non-revenue tracks
Street map

Station service legend
Symbol Description
Stops all times Stops all times
Stops rush hours in the peak direction only Stops rush hours in the peak direction only
Stops weekdays during the day Stops weekdays during the day

The Queensboro Plaza station (originally named Queensboro Bridge Plaza station or simply Bridge Plaza station) is an elevated New York City Subway station at Queens Plaza (originally called Queensboro Bridge Plaza or simply Bridge Plaza) in the Long Island City neighborhood of Queens.[5][6] It is near the east end of the Queensboro Bridge, with Queens Boulevard running east from the plaza. The station is served by the 7 and N trains at all times, the W train on weekdays, and the <7> train rush hours in the peak direction.

Queensboro Plaza was originally built in 1916–1917 as part of the Dual Contracts between the Brooklyn–Manhattan Transit Corporation (BMT) and the Interborough Rapid Transit Company (IRT). The station initially had eight tracks to allow BMT and IRT passengers to transfer between the Astoria, Flushing, and Second Avenue elevated lines. The northern section of the station was closed in the late 1940s and demolished in 1964. Queensboro Plaza now contains only four tracks: two each for the IRT Flushing Line (7 and <7>​ trains) and the BMT Astoria Line (N and ​W trains).

Today, Queensboro Plaza is the only station in the entire system to provide cross-platform transfers between "A" Division (7 and <7>​) and "B" Division (N and ​W) trains. While the station is near the Queens Plaza underground subway station, which serves the IND Queens Boulevard Line, the two stations are separate and do not offer free transfers.

History

Dual Contracts

Construction

From a 1913 book
Former and current track configurations
A train of R40M cars begins its descent into the 60th Street Tunnel, passing through the structure leading to the now-demolished northern (BMT) platforms.

The New York Public Service Commission adopted plans for what was known as the Broadway–Lexington Avenue route (later the Broadway Line) in Manhattan on December 31, 1907.[7]: 212  A proposed Tri-borough system was adopted in early 1908. Operation of Manhattan's Broadway Line was assigned to the Brooklyn Rapid Transit Company (BRT, subsequently the Brooklyn–Manhattan Transit Corporation or BMT) in the Dual Contracts, adopted on March 4, 1913.[7]: 203–219 [8] The Dual Contracts also included opening the Steinway Tunnel, an incomplete tunnel between the New York City boroughs of Manhattan and Queens. The Steinway Tunnel would be operated by the Interborough Rapid Transit Company (IRT).[9]: 168 [10]

The Dual Contracts negotiations had been intricate and sometimes fractious. The IRT had initially been loath to let the BRT operate its Broadway Line through Midtown Manhattan, but relented when negotiators offered the BRT all of the proposed lines in the planned dual system. In Queens, which heretofore had no subway service, two lines had been proposed, both extending from an interchange station (later Queensboro Plaza) in Long Island City. The shorter Astoria Line would run to Astoria in northwestern Queens, while the longer Flushing Line would be built initially to Corona, and eventually to Flushing, in north-central Queens. As part of the Dual Contracts, the IRT was given ownership of both lines, but the BRT was given trackage rights over the routes, allowing both companies to share revenue from their Queens operations.[10][11]

The Snare & Triest Construction Company was hired to construct the station for $884,859. The firm employed an average of 114 workers for each day.[12] The Queensboro Plaza station was built as an eight-track station, with four tracks across each of two levels. Each company took two tracks on each level; the BRT took the two northernmost tracks, while the IRT took the two southernmost tracks. The lower level was for trains to Manhattan, while the upper level was for trains to Astoria or Corona (and later Flushing). By September 1915, the station was nearly 75 percent complete.[12]

Operation

The southern half of the station opened on November 16, 1916,[2] followed by the northern half of the station on February 1, 1917.[3] In general, BRT trains were wider and longer than those on the IRT, and the Queens lines were built so that they could only fit the narrower IRT trains. The IRT had direct service into Manhattan via the Steinway Tunnel, as well as via the Queensboro Bridge to the Second Avenue elevated line. However, BRT trains from the 60th Street Tunnel and the Broadway Line in Manhattan could not run north or east of Queensboro Plaza, as they were wider. Consequently, BRT trains from Manhattan had to terminate on the northern side of the station, where cross-platform interchanges were available to narrower BRT shuttle trains that could run in Queens.[10]

The city government took over the BMT's operations on June 1, 1940,[13][14] and the IRT's operations on June 12, 1940.[15][16] In 1942, the IRT Second Avenue Line closed, and the upper portion of the north side was abandoned.[17]

The service on the Flushing and Astoria lines east of Queensboro Plaza was shared by the IRT and BMT until 1949. BMT trains on the Flushing Line were designated 9, while IRT services on that line were designated 7 on maps only. BMT and IRT trains on the Astoria Line were both designated 8.[18] The IRT routes were given numbered designations in 1948 with the introduction of "R-type" rolling stock, which contained rollsigns with numbered designations for each service.[19] The route from Times Square to Flushing became known as the 7.[20]

Service changes and station modifications

On October 17, 1949, the $1.375 million renovation of the station was completed which allowed the rerouting of trains between Manhattan and Queens. As part of the project, the Astoria Line platforms were shaved back to allow BMT service to operate through to 60th Street, and new connections were built between the 60th Street Tunnel approach and the west tracks at the east (former IRT) platforms, and the west (former BMT) platforms were closed. Once the project was completed, the IRT started using the Flushing Line only and the BMT started using the Astoria Line only. With the station's renovation, it became easier for passengers to transfer between the IRT and BMT lines. Instead of having to climb between the upper and lower level platforms, passengers were able to use cross-platform transfers.[17][21] There was a crossover just west of the station which allowed the Astoria trains to access the Steinway tunnels. This was removed directly after the joint operation ceased in 1949.[17] Much of the mezzanine was rebuilt as part of the project, including the pedestrian bridges leading to either side of Queens Plaza. On the north side of the lower level, a new window wall was constructed.[22]: C-33 

After the end of BMT/IRT dual service, the BMT's Astoria Shuttle was replaced with service from the 2 Fourth Avenue Line (later the RR train, then the R train), operating from Astoria–Ditmars Boulevard to Bay Ridge–95th Street in Brooklyn; additional service was provided part-time by the 1 train (Brighton Express) and later the QT and QB trains (Brighton Local) and the T (West End Express).[23] the New York City Board of Transportation announced that platforms on the Flushing Line would be lengthened to 11 IRT car lengths. With the exception of the Queensboro Plaza station, which was already 600 feet (180 m) long, the platforms were only able to fit nine 51-foot-long IRT cars beforehand.[24][25] The platforms at the other Flushing Line stations were extended in 1955–1956 to accommodate 11-car trains.[26] However, nine-car trains continued to run on the 7 route until 1962, when they were extended to ten cars.[27] With the opening of the 1964 New York World's Fair, trains were lengthened to eleven cars.[28][29]

In 1960, the city's Department of Traffic proposed demolishing the abandoned northern half of the Queensboro Plaza station to improve traffic flow.[30] The abandoned structure was demolished in 1964.[17] As part of the project, an overpass was constructed from the station towards Queens Plaza North, spanning the site of the demolished platforms.[31] One set of crossovers between the BMT and IRT lines remains on the upper level, the Flushing Line's only connection to the rest of the system.[32] This connection is used for non-revenue moves, specifically to transfer subway cars to the Coney Island Shops for repairs, to transfer new cars to the Flushing Line,[32] or to move rolling stock to or from the Flushing line.

In 1981, the MTA listed the station among the 69 most deteriorated stations in the subway system.[33] The R train's northern terminal was swapped with that of the N in 1987, so the N went to Ditmars Boulevard and the R went to 71st Avenue.[34]

In April 1993, the New York State Legislature agreed to give the MTA $9.6 billion for capital improvements. Some of the funds would be used to renovate nearly one hundred New York City Subway stations,[35][36] including Queensboro Plaza.[37] The contract for the project's design was awarded in May 1994.[22]: C-32–C-34  Work on the renovation began in early 1998, at which point the project was expected to last four years.[38] The W train started serving the Astoria Line, including the Queensboro Plaza station, in 2001.[39] The W was discontinued in June 2010 and replaced with the Q until November 2016, when the W was restored.[40][41]

Elevator installation

In 2018, it was announced that the Queensboro Plaza station may receive elevators as part of a process to expand the New York City Subway system's accessibility.[42] As of February 2021, funding had been committed to accessibility renovations at the Queensboro Plaza station.[43] Accessibility improvements at Queensboro Plaza were approved in December 2021,[44][45] and the MTA began preliminary work shortly afterward, with plans to complete the project in 2024.[46] The work will include a new elevator from the south side of Queens Plaza to the mezzanine and a second elevator from the mezzanine to the platforms. In addition, the overpass to the northern exit will be widened, and the mezzanine will be extended 50 feet (15 m) east.[46] The elevator from the platform will lead to the mezzanine extension. The project will also install new platform edges with ADA boarding areas, an ADA ramp at mezzanine level, additional digital information screens, and new CCTV and public address systems.[47] The entire project is expected to cost $74 million.[48][49]

In February 2022, developer Grubb Properties filed plans for a 26-story apartment tower at 25-01 Queens Plaza North. The project will include a third elevator, running between the north side of Queens Plaza and the mezzanine.[50] The MTA began installing the elevators from the mezzanine to the south entrance, and from the mezzanine to the platforms, in early 2023.[48][49] To accommodate the new elevator, the southbound platform was closed for two weeks and partially rebuilt in August 2023.[51][52]

Station layout

Fourth floor Northbound "N" train ("W" train weekdays) toward Astoria–Ditmars Boulevard (39th Avenue) →
(No service: Astoria Boulevard (express))
Island platform
Northbound "7" train"7" express train toward Flushing–Main Street (33rd Street–Rawson Street) →
(No service: 61st Street–Woodside (express))
Third floor Southbound ← "N" train toward Coney Island–Stillwell Avenue (Lexington Avenue–59th Street)
← "W" train toward Whitehall Street–South Ferry (weekdays) (Lexington Avenue-59th Street)
Island platform
Southbound ← "7" train"7" express train toward 34th Street–Hudson Yards (Court Square)
Second floor Mezzanine Fare control, station agent
Ground Street level Exit/entrance
Lower-level platform
R188 7 train arriving at the Lower-level platform

This two-level station has two island platforms (one on each level) and four tracks. It stands over the south (railroad east) side of the roadway, but formerly spanned the whole plaza. Trains running into Queens stop on the upper level and Manhattan-bound trains below. On both levels, the BMT Astoria Line (which to the south joins with the 60th Street Tunnel Connection and heads through the 60th Street Tunnel to the BMT Broadway Line) uses the north track and the IRT Flushing Line uses the south track.

In 2014, the station was renovated by NYCTA employees (as opposed to an outside contractor). A computer assisted tower was installed on the south end, as part of the IRT Flushing Line automation.

Track layout

Historical track layout
Upper level
to/from lower level
to lower level
to 60th Street Tunnel (BMT Broadway)
from lower level
Lower level and connecting lines
to 33 St (IRT/BMT Flushing)
to 39 Av (IRT/BMT Astoria)
end of BMT termination track
to/from upper level
from upper level
to upper level
to Court Square (IRT Steinway)
to Queensboro Bridge (IRT 2nd Av)
to 60th Street Tunnel (BMT Broadway)

In the original configuration, the station had eight tracks: four on each level. The station was 840 ft (260 m) in total.[12] Originally, the IRT used both sides of the current platforms, and the BMT used now-demolished platforms north of the current platforms, also double-decked. The south side of the IRT platforms was used by the Flushing Line, as today. The north side was used by Astoria trains, but instead of going through the 60th Street Tunnel, they went over the Queensboro Bridge to the elevated IRT Second Avenue Line. Double crossovers south (lower tracks) and north (upper tracks) of the platforms allowed trains from either side to switch to the other line after leaving the station.[17]

At the BMT half, the south track served subway trains to Manhattan and the BMT Broadway Line. By 1924, trains came from Manhattan on the upper level, continued north to a merge with the lower level, and then returned via the lower level. Before that, trains reversed direction using a double crossover south of the platforms. Since the platforms were IRT-size, the BMT used its own elevated cars to provide service on the lines, with a required transfer at Queensboro Plaza. Shuttles from Astoria came in on the west side lower track and then reversed direction to head to Flushing; Flushing trains came in on the upper track and reversed direction towards Astoria.[17]

During the early period of dual service on the Astoria and Flushing portions, IRT and BMT trains had their own stopping marks on the platforms and the sections of the platforms were separated. Passengers had separate entrances to the platforms depending on which service they wanted. This set-up prevented free transfers between the trains of the two companies. This arrangement had to end when the IRT lengthened trains. The two companies worked out an agreement in which the revenue collected on those stations was shared.

After 1949, the track layout around the station was greatly simplified.[22] Only the original southern side of the Queensboro Plaza station remains in service, with two tracks on each level. Queens-bound trains use the upper level, while Manhattan-bound trains use the lower level. BMT trains use the northern tracks on each level and IRT trains use the southern tracks. A double crossover remains on the upper level.[53]

Exits

The station's only exits are through a mezzanine located below the lower level (and formerly connected to the now torn-down BMT platforms to the west). From the mezzanine, there is a concrete footbridge across Queens Plaza North to the second floor of a building. There is also an overpass leading to Queens Plaza South.[31][54]

A poster describing the changes at Queensboro Plaza in 1949

Queensboro Plaza is featured in a defining moment in the film Beneath the Planet of the Apes. The protagonist astronaut ("Brent") unknowingly enters the ruins of an underground station; upon seeing the words "Queensboro Plaza" in tiles, and finding an advertisement for the New York Summer Festival, he realizes that he is indeed on Earth and not another planet, and that New York City has been destroyed in a nuclear war. In reality, Queensboro Plaza is an elevated station and has no tilework.

The station is also featured in the Seinfeld episode entitled "The Cigar Store Indian", as the location of a renowned gyro stall, and again incorrectly depicted as an underground station, on an IRT Lexington Avenue Line 6 train.

The station is also incorrectly depicted as an underground station in an episode of Brooklyn Nine-Nine.

The station and nearby MetLife Plaza were a regular CG composite as location shots between scenes in ABC series Ugly Betty.

The station also appears briefly in the season 2 opening sequence of HBO political drama The Newsroom.

The station is also shown in the TV show The King of Queens's theme song, which shows a Redbird 7 train entering the station's upper level.

The station also appears on Sesame Street in a looking for triangles film with Maria (Sonia Manzano).

A shot of the station appears in the 2020 Pixar movie Soul.

References

  1. ↑ "Glossary". Second Avenue Subway Supplemental Draft Environmental Impact Statement (SDEIS) (PDF). Vol. 1. Metropolitan Transportation Authority. March 4, 2003. pp. 1–2. Archived from the original (PDF) on February 26, 2021. Retrieved January 1, 2021.
  2. 1 2 "New Subway Link" (PDF). The New York Times. November 5, 1916. p. XX4. Retrieved October 2, 2011.
  3. 1 2 "First Train Runs On Elevated Line to Astoria Section". Brooklyn Daily Eagle. February 1, 1917. Retrieved June 29, 2015 – via Newspapers.com.
  4. 1 2 "Annual Subway Ridership (2017–2022)". Metropolitan Transportation Authority. 2022. Retrieved November 8, 2023.
  5. ↑ "Queens Borough, New York City, 1910-1920". The Chamber of Commerce of the Borough of Queens, New York City. 1920.
  6. ↑ "Queens Borough, New York City, 1910-1920". The Chamber of Commerce of the Borough of Queens, New York City. 1920.
  7. 1 2 Walker, James Blaine (1918). Fifty Years of Rapid Transit — 1864 to 1917. New York, N.Y.: Law Printing. Retrieved November 6, 2016.
  8. ↑ Engineering News, A New Subway Line for New York City, Volume 63, No. 10, March 10, 1910
  9. ↑ Hood, Clifton (2004). 722 Miles: The Building of the Subways and How They Transformed New York (Centennial ed.). Baltimore: Johns Hopkins University Press. pp. 163–168. ISBN 978-0-8018-8054-4. Retrieved August 26, 2009.
  10. 1 2 3 Rogoff, David (1960). "The Steinway Tunnels". Electric Railroads (29).
  11. ↑ "1". New Subways For New York: The Dual System of Rapid Transit. Public Service Commission. 1913.
  12. 1 2 3 "Rush Work on Queens Station: Nearly, 75 Per Cent of the Structure Already in Place". New-York Tribune. September 5, 1915. p. B9. ISSN 1941-0646. ProQuest 575492081.
  13. ↑ "B.M.T. Lines Pass to City Ownership; $175,000,000 Deal Completed at City Hall Ceremony-- Mayor 'Motorman No. 1'". The New York Times. June 2, 1940. ISSN 0362-4331. Archived from the original on July 19, 2021. Retrieved May 14, 2022.
  14. ↑ "City Takes Over B. M. T. System; Mayor Skippers Midnight Train". New York Herald Tribune. June 2, 1940. p. 1. ProQuest 1243059209.
  15. ↑ "City Transit Unity Is Now a Reality; Title to I.R.T. Lines Passes to Municipality, Ending 19-Year Campaign". The New York Times. June 13, 1940. ISSN 0362-4331. Archived from the original on January 7, 2022. Retrieved May 14, 2022.
  16. ↑ "Transit Unification Completed As City Takes Over I. R. T. Lines: Systems Come Under Single Control After Efforts Begun in 1921; Mayor Is Jubilant at City Hall Ceremony Recalling 1904 Celebration". New York Herald Tribune. June 13, 1940. p. 25. ProQuest 1248134780.
  17. 1 2 3 4 5 6 "www.nycsubway.org: BMT Astoria Line". www.nycsubway.org. Retrieved February 21, 2016.
  18. ↑ Korman, Joseph (December 29, 2016). "Line Names". thejoekorner.com. Retrieved April 29, 2018.
  19. ↑ Brown, Nicole (May 17, 2019). "How did the MTA subway lines get their letter or number? NYCurious". amNewYork. Archived from the original on March 2, 2021. Retrieved January 27, 2021.
  20. ↑ Friedlander, Alex; Lonto, Arthur; Raudenbush, Henry (April 1960). "A Summary of Services on the IRT Division, NYCTA" (PDF). New York Division Bulletin. Electric Railroaders' Association. 3 (1): 2–3. Archived (PDF) from the original on September 14, 2020. Retrieved January 27, 2021.
  21. ↑ "Direct Subway Runs To Flushing, Astoria" (PDF). October 15, 1949. Retrieved February 21, 2016.
  22. 1 2 3 NYC Transit Committee Agenda May 1994. New York City Transit. May 16, 1994.
  23. ↑ "A History Of The R Train". New York Division Bulletin. 53 (9). September 2010. Retrieved August 31, 2016 – via Issuu.
  24. ↑ Bennett, Charles G. (November 20, 1949). "Transit Platforms On Lines In Queens To Be Lengthened; $3,850,000 Program Outlined for Next Year to Care for Borough's Rapid Growth New Links Are To Be Built 400 More Buses to Roll Also — Bulk of Work to Be on Corona-Flushing Route Transit Program In Queens Outlined". The New York Times. ISSN 0362-4331. Retrieved April 29, 2018.
  25. ↑ "37 Platforms On Subways To Be Lengthened: All Stations of B. M. T. and I.R.T.in Queens Included in $5,000,000 Program". New York Herald Tribune. November 20, 1949. p. 32. ISSN 1941-0646. ProQuest 1325174459.
  26. ↑ Minutes and Proceedings of the New York City Transit Authority. New York City Transit Authority. 1955. Archived from the original on September 13, 2020. Retrieved August 31, 2016.
  27. ↑ "R17s to the Flushing Line". New York Division Bulletin. Electric Railroaders' Association. 5 (6): M-8. December 1962 – via Issu.
  28. ↑ "TA to Show Fair Train". Long Island Star – Journal. August 31, 1963. Retrieved August 30, 2016 – via Fulton History.
  29. ↑ "A First-class Rapid Ride". Railway Age. Vol. 156, no. 21. June 1, 1964. p. 22. ProQuest 895766286.
  30. ↑ "Queens Plaza Due For Refashioning As Aid to Traffic". The New York Times. February 23, 1960. ISSN 0362-4331. Retrieved October 11, 2023.
  31. 1 2 "Open-Air Design Leaves IRT Commuters in Cold". Long Island Star-Journal. Fultonhistory.com. April 23, 1963. p. 6. Retrieved July 31, 2023.
  32. 1 2 "8 City Subway Cars In Odyssey to Flushing". New York Daily News. Fultonhistory.com. November 21, 1947. p. 15. Retrieved October 20, 2016.
  33. ↑ Gargan, Edward A. (June 11, 1981). "AGENCY LISTS ITS 69 MOST DETERIORATED SUBWAY STATIONS". The New York Times. Retrieved August 13, 2016.
  34. ↑ Annual Report on ... Rapid Routes Schedules and Service Planning. New York City Transit Authority. 1989. p. 16.
  35. ↑ Benenson, Joel (April 1, 1993). "Albany deal to save the $1.25 fare". New York Daily News. p. 1059. Archived from the original on April 28, 2023. Retrieved April 28, 2023.
  36. ↑ Faison, Seth (April 3, 1993). "$9.6 Billion Package for M.T.A. Is Crucial to its Rebuilding Plans". The New York Times. ISSN 0362-4331. Archived from the original on April 28, 2023. Retrieved April 28, 2023.
  37. ↑ "Stop the Fussing". Newsday. May 28, 1993. p. 56. Archived from the original on May 3, 2023. Retrieved April 28, 2023.
  38. ↑ Weir, Richard (February 22, 1998). "Neighborhood Report: Long Island City; Ripping Up Queens Plaza". The New York Times. ISSN 0362-4331. Retrieved May 10, 2023.
  39. ↑ "New Subway Routes Take Effect Today". The New York Times. July 22, 2001. ISSN 0362-4331. Retrieved October 20, 2022.
  40. ↑ Rivoli, Dan (November 7, 2016). "W train returns Monday after removed from subway tracks in 2010". New York Daily News. Retrieved October 18, 2022.
  41. ↑ "After 6 years, W trains running between Manhattan, Queens". ABC7 New York. November 7, 2016. Retrieved October 18, 2022.
  42. ↑ MTA Board - NYCT/Bus Committee Meeting - 02/20/2018. Metropolitan Transportation Authority. February 20, 2018. Archived from the original on December 22, 2021. Retrieved March 4, 2018 – via YouTube.
  43. ↑ "2021 Commitment & Completion Goals". MTA Construction and Development. February 18, 2021. p. 12. Retrieved March 28, 2021.
  44. ↑ "Transit and Bus Committee Meeting". Metropolitan Transportation Authority. December 13, 2021. pp. 130–132. Retrieved March 28, 2021.
  45. ↑ Moro, Julia (December 20, 2021). "New elevators coming to subway stations in Queens". QNS.com. Retrieved May 13, 2022.
  46. 1 2 Garber, Nick (May 12, 2022). "Queensboro Plaza Getting Revamp With 3 New Elevators, Nicer Platforms". Astoria-Long Island City, NY Patch. Retrieved May 13, 2022.
  47. ↑ Transportation Committee Community Board 1, retrieved May 13, 2022
  48. 1 2 Garber, Nick (January 4, 2023). "Queensboro Plaza Revamp Set To Begin, Forcing Subway Suspensions". Astoria-Long Island City, NY Patch. Retrieved April 23, 2023.
  49. 1 2 Murray, Christian (January 4, 2023). "MTA to start construction on elevators at Queensboro Plaza station, leading to six weekends of 7-line closures – QNS.com". QNS.com. Retrieved April 23, 2023.
  50. ↑ Garber, Nick (February 8, 2022). "New LIC Tower Would Make Queensboro Plaza Accessible, Finally". Astoria-Long Island City, NY Patch. Retrieved May 13, 2022.
  51. ↑ Gonella, Catalina (July 31, 2023). "Manhattan-bound trains begin bypassing Queensboro Plaza". Gothamist. Retrieved August 2, 2023.
  52. ↑ Mocker, Greg (July 29, 2023). "105-year-old Queensboro Plaza station to undergo major renovation, service changes". PIX11. Retrieved August 2, 2023.
  53. ↑ "Tracks of the New York City Subway". Tracks of the New York City Subway. Retrieved October 9, 2015.
  54. ↑ "MTA Neighborhood Maps: Long Island City" (PDF). Metropolitan Transportation Authority. 2015. Retrieved September 27, 2015.
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