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=V (New York City Subway service)=
{{Use mdy dates|date=November 2017}}
{{Infobox NYCS service
| service = V
| name = Sixth Avenue Local
| image1 = File:34th Street IND 007.JPG
| caption1 = [[Queens]]-bound '''V''' train of [[R46 (New York City Subway car)|R46]]s at [[34th Street–Herald Square (New York City Subway)#IND Sixth Avenue Line platforms|34th Street–Herald Square]]
| north term = [[Forest Hills–71st Avenue (IND Queens Boulevard Line)|Forest Hills–71st Avenue]]
| south term = [[Second Avenue (IND Sixth Avenue Line)|Lower East Side–Second Avenue]]
| terminals = 
| stations = 24
| started = {{start date and age|2001|12|17}}
| discontinued = {{end date and age|2010|6|25}}
| map = {{V (New York City Subway service)}}
| map_state = collapsed
}}





The '''V Sixth Avenue Local''' was a [[rapid transit]] service in the [[B Division (New York City Subway)|B Division]] of the [[New York City Subway]]. Its route emblem, or "bullet", was colored {{NYCS const|color|orange}} since it used the [[IND Sixth Avenue Line]] in [[Manhattan]]. The '''V''' debuted on December 17, 2001 when the connection from the [[IND 63rd Street Line]] to the [[IND Queens Boulevard Line]] opened as a replacement for the '''{{NYCS|F}}''', which was rerouted via this new connection, on the [[IND Queens Boulevard Line|IND 53rd Street Line]].

The '''V''' train was eliminated on June 25, 2010 as part of a series of service reductions to close a budget gap. It was replaced in its entirety by the '''{{NYCS|M}}''' train, which was rerouted from [[Lower Manhattan]] and [[South Brooklyn]] via the [[Chrystie Street Connection]]. Except for a brief period in early 2005, the '''V''' had the same service pattern during its eight-and-a-half-year history. It operated weekdays only from approximately 6:30&nbsp;a.m. to midnight between [[Forest Hills–71st Avenue (IND Queens Boulevard Line)|71st Avenue]] in [[Forest Hills, Queens]] and [[Second Avenue (IND Sixth Avenue Line)|Second Avenue]], near the border of the [[East Village, Manhattan|East Village]] and the [[Lower East Side, Manhattan|Lower East Side]], [[Manhattan]].

== Service history ==

=== Background ===
Brief history of 63rd Street Tunnel

- Super express bypass

1984 EIS, then 1990

Service began 1989, tunnel to nowhere

=== Former use ===
Originally, the '''V''' was used by the IRT and BMT to indicate lines under construction. When the service debuted, '''X''' was used instead.

<br />

=== 63rd Street service plans ===
Options F/V 53rd or 63rd; express/local; Q via Queens Boulevard

http://onlinepubs.trb.org/Onlinepubs/trr/1992/1349/1349-006.pdf

https://books.google.com/books?newbks=1&newbks_redir=0&id=n943AQAAMAAJ&dq=Queens+Boulevard+Local-Express+Connection&q=V#v=onepage&q=option%20a&f=false Page 407

https://media4.manhattan-institute.org/pdf/MajorInvestmentStudy.pdf

https://books.google.com/books?id=8BaGZGd_EqsC&q=Proposed+Subway+Service+Plan+for+the+63rd+Street+Connection&dq=Proposed+Subway+Service+Plan+for+the+63rd+Street+Connection&hl=en&sa=X&ved=0ahUKEwiaisu7uLDiAhUk1VkKHSG5A2QQ6AEIWzAJ

https://www.flickr.com/photos/127872292@N06/albums/72157708728211704
 


=== Implemented service plan ===
The '''V''' was originally conceived as a Sixth Avenue extra since the early 1980s, running via [[63rd Street Lines|63rd Street]]. It appeared as an orange bullet on rollsigns. The '''V''' also appeared on the digital signs of the [[R44 (New York City Subway car)|R44s]] and [[R46 (New York City Subway car)|R46s]] with any route and designation combination that could be used for the Sixth Avenue Line.<ref name="erictb.info">{{cite web|url = http://www.erictb.info/linehistory.html|title = NYCT Line by Line History|work = erictb.info}}</ref> On May 31, 2001, the MTA Board approved the operating plan for the opening of the 63rd Street Connector, including the beginning of '''V''' service, which was to begin on November 11, 2001.<ref>{{Cite news|url=https://www.newspapers.com/clip/24161318/daily_news/|title=V train approved to cut crush on E, F & R|last=Donohue|first=Pete|date=June 1, 2001|work=New York Daily News|access-date=May 27, 2019}}</ref>

The '''V''' made its debut on December 17, 2001.<ref>{{Cite news|url=https://www.nytimes.com/2001/12/17/nyregion/v-train-begins-service-today-giving-queens-commuters-another-option.html|title=V Train Begins Service Today, Giving Queens Commuters Another Option|last=Kershaw|first=Sarah|date=December 17, 2001|newspaper=The New York Times|issn=0362-4331|access-date=October 14, 2016}}</ref> It was introduced to provide riders at local stations along the [[IND Queens Boulevard Line]] with direct service to Manhattan via the [[IND Sixth Avenue Line]], and to resolve overcrowding issues at [[Court Square (New York City Subway)#IND Queens Boulevard Line platforms|23rd Street–Ely Avenue]]. The '''V''' service added nine additional peak-hour trains coming into Manhattan from Queens Boulevard.<ref>{{cite news |title=Proposed Line Would Lighten Subway Crush |first=Sarah |last=Kershaw |url=https://www.nytimes.com/2000/12/02/nyregion/proposed-line-would-lighten-subway-crush.html |newspaper=[[The New York Times]] |date=December 2, 2000 |accessdate=March 20, 2010}}</ref> However, to make room for '''V''' trains on Queens Boulevard, the '''{{NYCS|G}}''' train was given a new weekday terminal at [[Court Square (New York City Subway)#IND Crosstown Line platforms|Long Island City–Court Square]] and the '''{{NYCS|F}}''' train was rerouted via [[63rd Street Lines|63rd Street]]. In Manhattan, the '''{{NYCS|F}}''' and '''V''' made identical stops between [[47th–50th Streets–Rockefeller Center (IND Sixth Avenue Line)|47th–50th Streets]] and the '''V''' train's [[Second Avenue (IND Sixth Avenue Line)|Lower East Side–Second Avenue]] [[terminal station]].

To prepare for this service, rush hour service was simulated twice on Saturdays during the previous spring. The first time, the '''V''', labeled as '''S''', ran via 63rd Street, the '''F''' ran via 53rd Street, and the '''G''' ran to 179th Street. It was particularly done to see if the '''G''' train could be kept along Queens Boulevard. When this test became unsuccessful, the '''V'''<nowiki/>'s eventual service pattern (via 53rd Street) was tested on September 8, and was a success. Due to the [[September 11 attacks]], implementation of this service was delayed for 3 days.<ref name="erictb.info" />

=== Controversy ===

The new service plan was designed to redistribute Queens-bound passenger loads along the heavily used IND Sixth Avenue Line by encouraging use of the additional local trains provided for shorter trips, and to improve service and transfer opportunities for passengers using local stations along Queens Boulevard. ''[[The New York Times]]'' described the service plan as "complex and heavily criticized." New York Times columnist Randy Kennedy wrote that four months after it opened, the service was operating at only 49% of capacity. However, ridership had "increased 30 percent since it began, and every new '''V''' rider, as lonely as he or she might be, relieves crowding on the '''{{NYCS|E}}'''."<ref>{{cite news |title=When One New Train Equals One Less Express |first=Randy |last=Kennedy |url=https://www.nytimes.com/2002/07/09/nyregion/tunnel-vision-when-one-new-train-equals-one-less-express.html |newspaper=[[The New York Times]] |date=July 9, 2002 |accessdate=March 20, 2010}}</ref> Several years experience with the service running, has shown its value and seen further gains. '''V''' trains, while by no means consistently full, have taken some load off the '''{{NYCS|F}}''' train; however, some riders have complained that the passenger load on the '''{{NYCS|E}}''' train has worsened, while others said it has gotten better, due to its becoming the only express train that runs along 53rd Street. The overcrowding on the '''E''' train was, in part, due to riders' propensity to board an express even in situations where it offers no real advantage in travel time over the local.<ref>{{cite news |title=Panel Approves New V Train but Shortens G Line to Make Room |first=Randy |last=Kennedy |url=https://www.nytimes.com/2001/05/25/nyregion/panel-approves-new-v-train-but-shortens-g-line-to-make-room.html |newspaper=[[The New York Times]] |date=May 25, 2001 |accessdate=March 20, 2010}}</ref> Conductors were asked to make scripted announcements to urge riders to use the '''V''', noting that they had a better chance of getting a seat on the train.<ref>{{Cite news|url=https://www.newspapers.com/clip/24161132/daily_news/|title=TA pushes for riders on V train. Hard sell by conductors|last=Donohue|first=Pete|date=April 26, 2002|work=New York Daily News|access-date=May 27, 2019}}</ref> By May 2002, ridership started picking up on the '''V''', and crowding on the '''E''' was reduced from 115% of capacity during rush hours to 96%.<ref>{{Cite news|url=https://www.newspapers.com/clip/24161126/daily_news/|title=V train will get there, TA insists|last=Donohue|first=Pete|date=May 1, 2002|work=New York Daily News|access-date=May 27, 2019}}</ref>

Not all '''{{NYCS|F}}''' riders were happy. Columnist Kennedy sought out and interviewed some who were not happy with the '''V''''s debut:

{{cquote|1=Last week, there were two express trains (the '''{{NYCS|E}}''' and the '''{{NYCS|F}}''') running along Queens Boulevard to [[Lexington Avenue/51st–53rd Streets (New York City Subway)#IND Queens Boulevard Line platform|53rd Street and Lexington Avenue]], the station where many people catch the [[IRT Lexington Avenue Line|Lexington line]]. Now, there is only one express (the '''{{NYCS|E}}''') and a local (the '''V''') going to that popular station. And the other express (the '''{{NYCS|F}}''') detours to a less popular station, [[Lexington Avenue–63rd Street (63rd Street Lines)|63rd and Lexington]], where you cannot transfer to the Lexington Avenue Line without walking outside for a few blocks.

So the questions being asked privately, and sometimes very publicly, in Queens stations yesterday were: Do I take a train not going where I'm going and &mdash; God forbid &mdash; transfer? Do I take a relatively uncrowded train that goes where I'm going but that gives me the scenic tour of subterranean Queens?<ref>{{cite news |title=Lonesome Newcomer, Taking It Slowly, Seeks Riders |first=Randy |last=Kennedy |url=https://www.nytimes.com/2001/12/18/nyregion/tunnel-vision-lonesome-newcomer-taking-it-slowly-seeks-riders.html |newspaper=[[The New York Times]] |date=December 18, 2001 |accessdate=March 20, 2010}}</ref>}}

On January 23, 2005, a [[Chambers Street–World Trade Center/Park Place/Cortlandt Street (New York City Subway)#January 23, 2005 fire|fire]] destroyed the signal room of [[Chambers Street (IND Eighth Avenue Line)|Chambers Street]] on the [[IND Eighth Avenue Line]]. '''V''' service was temporarily extended to [[Euclid Avenue (IND Fulton Street Line)|Euclid Avenue]] until '''{{NYCS|C}}''' service was restored on February 2.<ref>{{Cite news|url=https://www.nytimes.com/2005/01/25/nyregion/25subway.html|title=2 Subway Lines Crippled by Fire; Long Repair Seen|last=Chan|first=Sewell|date=January 25, 2005|newspaper=The New York Times|issn=0362-4331|access-date=September 23, 2016}}</ref><ref>{{cite web|url=http://secondavenuesagas.com/2010/08/24/remembering-a-fire-at-chambers-st/|title=Remembering a fire at Chambers St.|work=Second Ave. Sagas}}</ref><ref>{{Cite web|url=http://www.mta.info/nyct/service/subsrvnv.htm|archive-url=https://web.archive.org/web/20050205132951/http://www.mta.info/nyct/service/subsrvnv.htm|url-status=dead|archive-date=February 5, 2005|title=MTA NYC Transit Subway Line Information|date=February 5, 2005|access-date=September 23, 2016}}</ref><ref>{{Cite web|url=http://www.mta.info/nyct/service/acv_update.htm|archive-url=https://web.archive.org/web/20050204005913/http://www.mta.info/nyct/service/acv_update.htm|url-status=dead|archive-date=February 4, 2005|title=Service Update - A C V Subway Lines|date=February 4, 2005|access-date=September 23, 2016}}</ref><ref>{{Cite web|url=http://www.mta.info/nyct/service/acv_update.htm|archive-url=https://web.archive.org/web/20050129034603/http://www.mta.info/nyct/service/acv_update.htm|url-status=dead|archive-date=January 29, 2005|title=Service Update - A C V Subway Lines|date=January 29, 2005|access-date=September 23, 2016}}</ref>

=== Merger of V and M trains ===

In late 2009, the [[Metropolitan Transportation Authority|MTA]] confronted a financial crisis, and many of the same service cuts threatened just months earlier during a previous budget crisis were revisited. One of the proposals included completely phasing out '''{{NYCS|M}}''' service and using the '''V''' as its replacement. Under this proposal, the '''V''' would no longer serve its southern terminus at [[Second Avenue (IND Sixth Avenue Line)|Lower East Side–Second Avenue]]. Instead, after leaving [[Bleecker Street/Broadway–Lafayette Street (New York City Subway)#IND Sixth Avenue Line platforms|Broadway–Lafayette Street]], it would use the [[Chrystie Street Connection]], a then-unused track connection between the [[BMT Nassau Street Line]] and the [[IND Sixth Avenue Line]], and stop at [[Delancey Street–Essex Street (New York City Subway)#BMT Nassau Street Line platforms|Essex Street]] in Manhattan before serving all '''M''' stations to [[Middle Village–Metropolitan Avenue (BMT Myrtle Avenue Line)|Metropolitan Avenue]] in Queens.

The MTA determined that this move, while still a service cut, would actually benefit '''M''' riders, as approximately 17,000 of them traveled to its stations in [[Lower Manhattan]], whereas 22,000 transferred to other lines to reach destinations in [[Midtown Manhattan]].<ref>{{cite web |url=http://mta.info/mta/news/books/pdf/100125_1031_service2010-nyct.pdf |title=2010 NYC Transit Service Reductions |date=January 27, 2010 |publisher=[[MTA New York City Transit]] |page=9 |accessdate=March 20, 2010 |archive-url=https://web.archive.org/web/20101125214330/http://mta.info/mta/news/books/pdf/100125_1031_service2010-nyct.pdf |archive-date=November 25, 2010 |url-status=dead |df=mdy-all }}</ref> Additionally, this merger would open up new travel options for northern Brooklyn and Queens '''{{NYCS|J/Z}}''' riders, in that it would allow direct and more convenient access to areas that were not served by those routes before such as Midtown Manhattan.

On March 19, 2010, it was decided that the new service pattern would retain the '''M''' designation instead, which would now be designated with an orange symbol representing an [[IND Sixth Avenue Line]] train, while the '''V''' designation will be discontinued. Many MTA board members opposed the elimination of the '''M''' designation, saying that riders would be more comfortable with an '''M''' designation rather than a '''V''' designation, and because the '''M''' has been around longer than the '''V'''.<ref>{{cite news |title=On the Subway, V Is for Vanished |first=Michael M. |last=Grynbaum |url=http://cityroom.blogs.nytimes.com/2010/03/19/m-train-goes-orange-and-the-v-train-goes-bye-bye/ |newspaper=[[The New York Times]] |date=March 19, 2010 |accessdate=March 20, 2010}}</ref><ref>http://mta.info/news/pdf/NYCT_Summary_of_Revisions.pdf</ref>

The '''V''' ceased operation on Friday, June 25, 2010, with the last train bound for [[Forest Hills–71st Avenue (IND Queens Boulevard Line)|Forest Hills–71st Avenue]] leaving [[Second Avenue (IND Sixth Avenue Line)|Lower East Side–Second Avenue]] at 11:33 pm.<ref>{{cite news |title=Last Stop: New Yorkers Bid Adieu to V and W |first=Juan |last=DeJesus |url=http://www.nbcnewyork.com/news/local-beat/New-Yorkers-Bid-Adieu-to-V-and-W-97170479.html |work=[[WNBC]] |date=June 25, 2010 |accessdate=June 25, 2010}}</ref> Official '''M''' service via the Chrystie Street Connection began on Monday, June 28, 2010. From July 3, 2017 until April 27, 2018, a limited number of '''M''' trains operated between 71st Avenue in Queens and Second Avenue in Manhattan, during rush hours, replicating the '''V''' train's original routing prior to its discontinuation.<ref>{{cite web|url=http://web.mta.info/nyct/service/pdf/tmcur.pdf|title=M Subway Timetable, Effective June 25, 2017|publisher=Metropolitan Transportation Authority|accessdate=June 25, 2017|archiveurl=https://web.archive.org/web/20170625014519/http://web.mta.info/nyct/service/pdf/tmcur.pdf|archivedate=June 25, 2017|url-status=unfit}}</ref>

==Gallery==
<gallery widths="200px">
R42 V train @ West 4th-Washington Square.jpg|[[Second Avenue (IND Sixth Avenue Line)|Lower East Side–Second Avenue]]-bound '''V''' train of [[R42 (New York City Subway car)|R42]]s at [[West Fourth Street-Washington Square]]
R40M V train at West 4th Street-Washington Square Station.jpg|Lower East Side–Second Avenue-bound '''V''' train of [[R40/A (New York City Subway car)|R40A]]s at [[West Fourth Street-Washington Square]]
R32 V train.JPG|Queens-bound '''V''' train of [[R32 (New York City Subway car)|R32s]] at [[23rd Street (IND Sixth Avenue Line)|23rd Street]]
</gallery>

== Final route ==

=== Lines used ===

The following lines were used by the '''V''' from December 2001 to June 2010:
{| class="wikitable" style="width:auto; font-size:95%"
! Line
! From
! To
! Tracks
|-
| rowspan=2 | [[IND Queens Boulevard Line]] 
| [[Forest Hills–71st Avenue (IND Queens Boulevard Line)|71st Avenue]] 
| [[Queens Plaza (IND Queens Boulevard Line)|Queens Plaza]]
| local
|-
| [[Queens Plaza (IND Queens Boulevard Line)|Queens Plaza]] 
| [[Fifth Avenue/53rd Street (IND Queens Boulevard Line)|Fifth Avenue/53rd Street]]
| all
|-
| [[IND Sixth Avenue Line]] 
| [[47th–50th Streets–Rockefeller Center (IND Sixth Avenue Line)|47th–50th Streets–Rockefeller Center]] 
| [[Second Avenue (IND Sixth Avenue Line)|Lower East Side–Second Avenue]]
| local
|}

=== Stations ===

For a more detailed station listing, see the articles on the lines listed above.
{{NYCS service legend
| alltimes = show
| allexceptnights = show
| nightsonly = 
| nightsweekends =
| weekdaysonly = show
| allexceptrush = 
| allexceptweekdays =
| dailyexceptrush =
| rushonly = 
| rushpeak = 
| closed = 
| custom_icon_1 = rushpeak
| custom_text_1 = Stops weekdays in the peak direction only
| custom_icon_2 = 
| custom_text_2 = 
}}
{| class="wikitable" style="font-size:90%" summary="Service information for the V train and its stations, including service times, ADA-accessibility, subway transfers, and non-subway connections."
! width=3% | [[File:NYCS-bull-trans-V.svg|20px|V service]]
! width=28% | Stations
! width=3% | {{Access icon}}
! width=36% | Subway transfers
! width=30% | Connections and notes
|-
| align=center colspan=5 | '''[[Queens]]'''
|-
| align=center | {{NYCS SSI|weekdaysonly}}
| [[Forest Hills–71st Avenue (IND Queens Boulevard Line)|Forest Hills–71st Avenue]]
| 
| {{NYCS Queens|time=show|exclude=M}}
| [[Long Island Rail Road|LIRR]] [[Main Line (Long Island Rail Road)|Main Line]] at [[Forest Hills (LIRR station)|Forest Hills]]
|-
| align=center | {{NYCS SSI|weekdaysonly}}
| [[67th Avenue (IND Queens Boulevard Line)|67th Avenue]]
| 
| {{NYCS Queens local day|time=show|exclude=M}}
| 
|-
| align=center | {{NYCS SSI|weekdaysonly}}
| [[63rd Drive–Rego Park (IND Queens Boulevard Line)|63rd Drive–Rego Park]]
| 
| {{NYCS Queens local day|time=show|exclude=M}}
| [[Q72 (New York City bus)|Q72]] to [[LaGuardia Airport]]
|-
| align=center | {{NYCS SSI|weekdaysonly}}
| [[Woodhaven Boulevard (IND Queens Boulevard Line)|Woodhaven Boulevard]]
| 
| {{NYCS Queens local day|time=show|exclude=M}}
| 
|-
| align=center | {{NYCS SSI|weekdaysonly}}
| [[Grand Avenue–Newtown (IND Queens Boulevard Line)|Grand Avenue–Newtown]]
| 
| {{NYCS Queens local day|time=show|exclude=M}}
| 
|-
| align=center | {{NYCS SSI|weekdaysonly}}
| [[Elmhurst Avenue (IND Queens Boulevard Line)|Elmhurst Avenue]]
| 
| {{NYCS Queens local day|time=show|exclude=M}}
| 
|-
| align=center | {{NYCS SSI|weekdaysonly}}
| [[Roosevelt Avenue/74th Street (New York City Subway)#IND Queens Boulevard Line platforms|Jackson Heights–Roosevelt Avenue]]
| align=center | {{Access icon}}
| {{NYCS Queens|time=show|exclude=M}}<br>{{NYCS Flushing local|time=show}} ([[IRT Flushing Line]]) at [[Roosevelt Avenue/74th Street (New York City Subway)#IRT Flushing Line platforms|74th Street–Broadway]]
| [[Q33 (New York City bus)|Q33]] bus to [[LaGuardia Airport]]<br>[[Q47 (New York City bus)|Q47]] bus to LaGuardia [[Marine Air Terminal]]
|-
| align=center | {{NYCS SSI|weekdaysonly}}
| [[65th Street (IND Queens Boulevard Line)|65th Street]]
| 
| {{NYCS Queens local day|time=show|exclude=M}}
| 
|-
| align=center | {{NYCS SSI|weekdaysonly}}
| [[Northern Boulevard (IND Queens Boulevard Line)|Northern Boulevard]]
| 
| {{NYCS Queens local day|time=show|exclude=M}}
| 
|-
| align=center | {{NYCS SSI|weekdaysonly}}
| [[46th Street (IND Queens Boulevard Line)|46th Street]]
| 
| {{NYCS Queens local day|time=show|exclude=M}}
| 
|-
| align=center | {{NYCS SSI|weekdaysonly}}
| [[Steinway Street (IND Queens Boulevard Line)|Steinway Street]]
| 
| {{NYCS Queens local day|time=show|exclude=M}}
| 
|-
| align=center | {{NYCS SSI|weekdaysonly}}
| [[36th Street (IND Queens Boulevard Line)|36th Street]]
| 
| {{NYCS Queens local day|time=show|exclude=M}}
| 
|-
| align=center | {{NYCS SSI|weekdaysonly}}
| [[Queens Plaza (IND Queens Boulevard Line)|Queens Plaza]]
| align="center" | {{Access icon}}
| {{NYCS Queens Plaza|time=show|exclude=M}}
| 
|-
| align=center | {{NYCS SSI|weekdaysonly}}
| [[Court Square (New York City Subway)#IND Queens Boulevard Line platforms|23rd Street–Ely Avenue]]
| align=center |
| {{NYCS Queens 53rd|time=show|exclude=M}}<br>{{NYCS Crosstown|time=show}} ([[IND Crosstown Line]] at [[Court Square (New York City Subway)#IND Crosstown Line platform|Long Island City–Court Square]])<br>{{NYCS Flushing|time=1}} ([[IRT Flushing Line]] at [[Court Square (New York City Subway)#IRT Flushing Line platforms|45th Road–Court House Square]]; [[MetroCard (New York City)|MetroCard]]-only transfer)
| 
|-
| align=center colspan=5 | '''[[Manhattan]]'''
|-
| align=center | {{NYCS SSI|weekdaysonly}}
| [[Lexington Avenue/51st–53rd Streets (New York City Subway)#IND Queens Boulevard Line platform|Lexington Avenue–53rd Street]]
| align=center | {{Access icon}}
| {{NYCS Queens 53rd|time=show|exclude=M}}<br>{{NYCS Lexington local day|time=1}} ([[IRT Lexington Avenue Line]] at [[Lexington Avenue/51st–53rd Streets (New York City Subway)#IRT Lexington Avenue Line platforms|51st Street]])
| 
|-
| align=center | {{NYCS SSI|weekdaysonly}}
| [[Fifth Avenue/53rd Street (IND Queens Boulevard Line)|Fifth Avenue/53rd Street]]
| 
| {{NYCS Queens 53rd|time=show|exclude=M}}
| 
|-
| align=center | {{NYCS SSI|weekdaysonly}}
| [[47th–50th Streets–Rockefeller Center (IND Sixth Avenue Line)|47th–50th Streets–Rockefeller Center]]
| align=center | {{Access icon}}
| {{NYCS Sixth|time=show|exclude=M}}
| 
|-
| align=center | {{NYCS SSI|weekdaysonly}}
| [[42nd Street–Bryant Park/Fifth Avenue (New York City Subway)#IND Sixth Avenue Line platforms|42nd Street–Bryant Park]]
| 
| {{NYCS Sixth|time=show|exclude=M}}<br>{{NYCS Flushing|time=1}} ([[IRT Flushing Line]] at [[42nd Street–Bryant Park/Fifth Avenue (New York City Subway)#IRT Flushing Line platform|Fifth Avenue]])
| 
|-
| align=center | {{NYCS SSI|weekdaysonly}}
| [[34th Street–Herald Square (New York City Subway)#IND Sixth Avenue Line platforms|34th Street–Herald Square]]
| align=center | {{Access icon}}
| {{NYCS Sixth|time=show|exclude=M}}<br>{{NYCS Broadway|time=show}} ([[BMT Broadway Line]])
| [[Port Authority Trans-Hudson|PATH]] at [[33rd Street (PATH station)|33rd Street]]
|-
| align=center | {{NYCS SSI|weekdaysonly}}
| [[23rd Street (IND Sixth Avenue Line)|23rd Street]]
| 
| {{NYCS Sixth local|time=show|exclude=M}}
| [[Port Authority Trans-Hudson|PATH]] at [[23rd Street (PATH station)|23rd Street]]
|-
| align=center | {{NYCS SSI|weekdaysonly}}
| [[14th Street/Sixth Avenue (New York City Subway)#IND Sixth Avenue Line platforms|14th Street]]
| 
| {{NYCS Sixth local|time=show|exclude=M}}<br>{{NYCS Broadway-Seventh south|time=1}} ([[IRT Broadway–Seventh Avenue Line]] at [[14th Street/Sixth Avenue (New York City Subway)#IRT Broadway–Seventh Avenue Line platforms|14th Street]])<br>{{NYCS Canarsie|time=1}} ([[BMT Canarsie Line]] at [[14th Street/Sixth Avenue (New York City Subway)#BMT Canarsie Line platform|Sixth Avenue]])
| [[Port Authority Trans-Hudson|PATH]] at [[14th Street (PATH station)|14th Street]]
|-
| align=center | {{NYCS SSI|weekdaysonly}}
| [[West Fourth Street–Washington Square (New York City Subway)|West Fourth Street–Washington Square]]
| align=center | {{Access icon}}
| {{NYCS Sixth|time=show|exclude=M}}<br>{{NYCS Eighth south|time=show}} ([[IND Eighth Avenue Line]])
| [[Port Authority Trans-Hudson|PATH]] at [[9th Street (PATH station)|9th Street]]
|-
| align=center | {{NYCS SSI|weekdaysonly}}
| [[Broadway–Lafayette Street (IND Sixth Avenue Line)|Broadway–Lafayette Street]]
| align=center | {{Access icon}}
| {{NYCS Sixth|time=show|exclude=M}}<br>{{NYCS Lexington local day|time=show}} ([[IRT Lexington Avenue Line]] at [[Bleecker Street (IRT Lexington Avenue Line)|Bleecker Street]]; transfer to downtown trains only)
| 
|-
| align=center | {{NYCS SSI|weekdaysonly}}
| [[Second Avenue (IND Sixth Avenue Line)|Lower East Side–Second Avenue]]
| 
| {{NYCS Sixth south|time=show|exclude=M}}
| 
|}

== References ==
{{Reflist|30em}}

== External links ==
{{commonscat|V (New York City Subway service)}}
* {{cite web|title=MTA NYC Transit - V Sixth Avenue Local|url=http://www.mta.info/nyct/service/wline.htm|archiveurl=https://web.archive.org/web/20110927002743/http://mta.info/nyct/service/vline.htm|archivedate=September 27, 2011}}
* [https://web.archive.org/web/20070929095548/http://mta.info/nyct/service/pdf/tfcur.pdf V Train Timetable (2006)]

{{NYCS navbox}}

[[:Category:Defunct New York City Subway services]]

= Documents =
Queens Subway Options Study – Phase II Study Scope August 1982

AA/DEIS for the Queens Subway Option Study Executive Summary June 1984

[https://books.google.com/books?id=NaI4AQAAMAAJ&printsec=frontcover#v=onepage&q&f=false AA/DEIS for the Queens Subway Option Study May 1984]

[https://books.google.com/books?id=ed43AQAAMAAJ&printsec=frontcover#v=onepage&q&f=false Alternative Analysis/SDEIS for the Queens Subway Options Study May 1990]

[https://books.google.com/books?id=n943AQAAMAAJ&pg=RA3-PT95#v=onepage&q&f=false FEIS for the 63rd Street Line Connection to the Queens Boulevard Line June 1992]

=63rd Street lines=
{{for|the section of tunnel running under the East River|63rd Street Tunnel}}
{{Use mdy dates|date=July 2018}}
{{Infobox rail line
|name= BMT/IND 63rd Street Lines
|image= {{rint|nycs|F|size=55}} {{rint|nycs|Q|size=55}}
|image_width= 150px
|caption= The IND 63rd Street Line is served by the [[F (New York City Subway service)|'''F''']].<br/>The BMT 63rd Street Line is served by the [[Q (New York City Subway service)|'''Q''']].<br/>The '''[[M (New York City Subway service)|M]]''' serves parts of both lines on weekends. Limited BMT service is also provided by the [[N (New York City Subway service)|'''N''']] and [[R (New York City Subway service)|'''R''']].
|type= [[Rapid transit]]
|system= [[New York City Subway]]
|locale = [[Manhattan]] and [[Queens]]
|start= West of [[Lexington Avenue–63rd Street (63rd Street Lines)|Lexington Avenue–63rd Street]], Manhattan
|end= South of [[72nd Street (Second Avenue Subway)|72nd Street]], Manhattan; West of [[36th Street (IND Queens Boulevard Line)|36th Street]], Queens
|stations= 3
|open={{start date and age|1989|10|29}} (IND)<br />{{start date and age|1995|05|01}} (temporary usage of BMT)<br />{{start date and age|2017|01|01}} (permanent usage of BMT)
|owner= [[New York City|City of New York]]
|operator= [[New York City Transit Authority]]
|character= Underground
|linelength=
|tracks= 2–4
|gauge= {{track gauge|ussg}}
|electrification= 600 [[Volt|V]] [[Direct current traction]] [[Third rail|3rd rail]]
|map={{63rd Street Line|inline=1}}
|map_state = collapsed
}}

The '''IND 63rd Street Line''' and '''BMT 63rd Street Line,''' also referred to as the '''63rd Street Crosstown''', '''Crosstown Route''',<ref name=":9">{{Cite news|url=https://www.nytimes.com/1976/01/05/archives/more-work-on-new-manhattanqueens-subway-slated.html|title=More Work on New Manhattan‐Queens Subway Slated|last=Burks|first=Edward C.|date=1976|work=The New York Times|access-date=February 9, 2018|language=en-US|issn=0362-4331}}</ref> or '''Route 131-A''',<ref>{{Cite web|url=http://nytm.pastperfectonline.com/photo/30EED2A3-9632-4871-997B-666832264070|title=Map of Modified 63rd Street Crosstown Line: 63rd Street Line (IND)|date=March 1972|website=nytm.pastperfectonline.com|publisher=New York City Transit Authority|access-date=July 3, 2016}}</ref> are two [[rapid transit]] lines of the [[Independent Subway System|IND]] and [[Brooklyn-Manhattan Transit Corporation|BMT]] [[B Division (New York City Subway)|divisions]] of the [[New York City Subway]] system. The two lines run under 63rd Street on the [[Upper East Side]] of [[Manhattan]], with a [[cross-platform interchange]] at the [[Lexington Avenue–63rd Street (63rd Street Lines)|Lexington Avenue–63rd Street]] station.

The IND line is served by '''[[F (New York City Subway service)|F]]''' trains at all times; it connects the [[IND Sixth Avenue Line]] in Manhattan to the [[IND Queens Boulevard Line]] in [[Queens]]. It uses the upper level of the double-decker [[63rd Street Tunnel]] to travel under the [[East River]] between Manhattan and Queens. The BMT line is served by the '''[[Q (New York City Subway service)|Q]]''' train at all times, although a limited number of '''[[N (New York City Subway service)|N]]''' and '''[[R (New York City Subway service)|R]]''' trains also serve the BMT line during rush hours. Also known as the Second Avenue Connection,<ref name=":2">{{Cite web|url=http://web.mta.info/capital/pdf/WEB2015-2019Program_reduced.pdf|title=MTA Capital Program 2015-2019 Renew. Enhance. Expand.Amendment No. 2 As Proposed to the MTA Board May 2017|last=|first=|date=May 24, 2017|website=mta.info|access-date=May 24, 2017}}</ref>{{Rp|128}} it links the [[BMT Broadway Line]] to the [[Second Avenue Subway]], both in Manhattan.<ref>{{Cite web|url=http://web.mta.info/news/pdf/MTA%202017%20Final%20Proposed%20Budget%20November%20Financial%20Plan%202017-2020%20Volume%202.pdf|title=MTA 2017 Final Proposed Budget November Financial Plan 2017 – 2020 Volume 2 November 2016|last=|first=|date=November 16, 2016|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=November 17, 2016}}</ref>  Under the current service plan, the '''[[M (New York City Subway service)|M]]''' crosses between the two lines at Lexington Avenue during weekends and weekday evenings. This connection has also been used in the past during service disruptions as well as during the [[Manhattan Bridge]] closures in the late 1990s.

These lines were conceived as part of the [[Metropolitan Transportation Authority]]'s [[Program for Action|1968 expansion plans]], and along with the [[Archer Avenue lines]] and a small section of the Second Avenue Subway, they were the only portions of the plan to be completed before it was scaled back due to fiscal issues. The IND 63rd Street Line was originally planned to be extended further east into Queens as a super-express bypass of the IND Queens Boulevard Line. After these plans were abandoned in the mid-1970s, it was commonly referred to as a "subway to nowhere" because it ended one stop into Queens, without any infrastructure connecting to other subway lines in Queens. The 63rd Street Tunnel lay unused for over a decade, and its lower level, intended for future [[Long Island Rail Road]] (LIRR) service, was completed solely to support the subway line above it.

The IND 63rd Street Line between Queens and Manhattan opened on October 29, 1989, and was connected to the Queens Boulevard Line in December 16, 2001. The BMT 63rd Street Line in Manhattan was only used for regular service starting in 2017, when the [[History of the Second Avenue Subway#2007–2017: First phase|Second Avenue Subway's first phase]] opened.

==Extent and service==

The following services use the 63rd Street Lines:<ref>{{NYCS const|serviceguide}}</ref><ref name="201608 Programs"/>

{| class="wikitable"
! colspan=2 | Service information
! rowspan=2 | Lines served
! rowspan=2 | Section <br /> of line
|-
! Service
! Division
|-
| align=center | {{rint|newyork|F}}
| rowspan=2 | [[Independent Subway System|IND]]
| [[IND Culver Line|Culver Local]], [[IND Sixth Avenue Line|Sixth Avenue Local]], [[IND Queens Boulevard Line|Queens Boulevard Express]]
| entire IND section
|-
| align=center | {{rint|newyork|M}}<br />(weekends and weekday evenings)<ref>
* {{NYCS const|timetable|m}}</ref>
| [[BMT Myrtle Avenue Line|Myrtle Avenue]]/[[BMT Jamaica Line|Jamaica Local]], [[IND Sixth Avenue Line|Sixth Avenue Local]], [[Second Avenue Subway|Second Avenue Local]] ({{rint|newyork|R}})
| IND section west of Lexington Avenue<br>BMT section east of Lexington Avenue
|-
| align=center | {{rint|newyork|Q}}
| rowspan=2 | [[Brooklyn–Manhattan Transit Corporation|BMT]]
| [[BMT Brighton Line|Brighton Local]], [[BMT Broadway Line|Broadway Express]], [[Second Avenue Subway|Second Avenue Local]]
| rowspan=2 | entire BMT section
|-
| align=center | {{rint|newyork|N}} {{rint|newyork|R}}<br />(limited rush hour service)<ref>
* {{NYCS const|timetable|n}}
* {{NYCS const|timetable|r}}</ref>
| [[BMT Sea Beach Line|Sea Beach Local]]/[[BMT Fourth Avenue Line|Fourth Avenue Express]], [[BMT Broadway Line|Broadway Express]], [[Second Avenue Subway|Second Avenue Local]] ({{rint|newyork|N}}) <br /> [[BMT Fourth Avenue Line|Fourth Avenue Local]], [[BMT Broadway Line|Broadway Local]], [[Second Avenue Subway|Second Avenue Local]] ({{rint|newyork|R}})
|}

The 63rd Street Lines comprise two physical pairs of trackage; each track pair's mileage is measured via different [[New York City Subway chaining|subway chaining schemes]]. One is chained as part of the [[Independent Subway System]] (IND), and the other is chained as part of the [[Brooklyn–Manhattan Transit Corporation]] (BMT).<ref name=":1"/><ref name="tracks3"/>

The IND line begins as a northward continuation of the [[IND Sixth Avenue Line]] at [[57th Street (IND Sixth Avenue Line)|57th Street]] station. It runs under [[Sixth Avenue]] and [[Central Park]], turning east under 63rd Street and running through the [[63rd Street Tunnel]] under the [[East River]], with stations at [[Roosevelt Island (IND 63rd Street Line)|Main Street]] on [[Roosevelt Island]] and at [[21st Street-Queensbridge (IND 63rd Street Line)|21st Street]] under 41st Avenue in Queens. At its eastern end, the line merges with the [[IND Queens Boulevard Line]] under Northern Boulevard, west of [[36th Street (IND Queens Boulevard Line)|36th Street]] station. This line is coded as chaining route "T", with the southbound track marked as T1 and the northbound track designated T2.<ref name=":1" /><ref name="tracks3" /> Beneath the subway tunnel is an unused lower level that is reserved for the [[Long Island Rail Road]] (LIRR). It is being connected to the [[Grand Central Terminal]] as part of the LIRR's [[East Side Access]] project, which is expected to commence operations by 2022.<ref name=":0">{{Cite web|url=http://web.mta.info/mta/news/books/pdf/151214_0930_LIRR.pdf#page=17|title=Long Island Committee Meeting December 2015|last=|first=|date=December 14, 2015|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=February 17, 2016|url-status=dead|archiveurl=https://web.archive.org/web/20160225054749/http://web.mta.info/mta/news/books/pdf/151214_0930_LIRR.pdf#page=17|archivedate=February 25, 2016}}</ref><ref name="MTA-ESA-EIS-Mod-AppendixB-2006">{{Cite book |url=http://web.mta.info/capital/esa_docs/eafiles06/Appendix%20B%20Upper%20Level%20Loop%20Alternative%20Analysis.pdf |title=East Side Access Modification to Environmental Impact Statement |chapter=Appendix B: Upper Level Loop Analysis |work=[[Metropolitan Transportation Authority|mta.info]] |publisher=[[MTA Capital Construction]] |date=April 2006|access-date=February 2, 2018}}</ref>{{rp|2}}

The BMT line begins as a northward continuation of the express tracks of the [[BMT Broadway Line]] at [[57th Street-Seventh Avenue (BMT Broadway Line)|57th Street-Seventh Avenue]] station. It runs under [[Seventh Avenue (Manhattan)|Seventh Avenue]], Central Park and 63rd Street before turning north onto [[Second Avenue (Manhattan)|Second Avenue]] and merging with the [[Second Avenue Subway]]. The tracks on this line are coded with BMT chaining, labeled as tracks G3 and G4 to distinguish them from the pre-existing G1 and G2 tracks associated with the [[60th Street Tunnel]] and [[BMT Astoria Line|Astoria Line]]. The odd-numbered tracks carry southbound trains, while the even-numbered tracks carry northbound trains.<ref name=":1">{{Cite web|url=http://thejoekorner.com/out-the-front/index-chaining.shtm|title=Looking out the Front - Chaining|website=thejoekorner.com|last=Korman|first=Joseph|access-date=July 3, 2016}}</ref><ref name="tracks3">{{NYCS const|trackref|trackbook3}}</ref>

[[File:Lex-63rd May 2017 2.jpg|300px|thumb|left|The two 63rd Street Lines meet at [[Lexington Avenue–63rd Street (63rd Street Lines)|Lexington Avenue–63rd Street]] station]]

The two lines intersect at the [[Lexington Avenue–63rd Street (63rd Street Lines)|Lexington Avenue–63rd Street]] station, where there are [[cross-platform interchange]]s for both northbound and southbound trains. Just west of Lexington Avenue-63rd Street, two [[diamond crossover|diamond crossover tracks]] allow trains to switch between the two lines. This connection, not used in passenger service, allows trains to run from the Broadway Line to the Queens Boulevard Line and from the Sixth Avenue Line to the Second Avenue Line.<ref name="tracks3"/>

===Service history===
The first segments of the two lines opened on October 29, 1989; the IND line opened between [[57th Street (IND Sixth Avenue Line)|57th Street]] and [[21st Street–Queensbridge (IND 63rd Street Line)|21st Street–Queensbridge]], and the BMT line opened between 57th Street-Seventh Avenue and Lexington Avenue-63rd Street. The BMT 63rd Street Line was not used for passenger service. The IND Line was usually served by '''{{NYCS|B}}''' and '''{{NYCS|Q}}''' trains; during this time, '''Q''' trains ran on the [[IND Sixth Avenue Line]] due to reconstruction of the [[Manhattan Bridge]]. '''Q''' trains served the IND Line weekdays until 9:30 PM, while '''B''' trains typically served the line late evenings, and weekends. '''{{NYCS|F}}''' trains served the line during late nights until 1997. The [[JFK Express]] also served the IND line very briefly; the service was discontinued on April 15, 1990.<ref>{{Cite web|url=http://cityroom.blogs.nytimes.com/2009/11/25/if-you-took-the-plane-to-the-train-sing-the-jingle/|title=If You Took the Train to the Plane, Sing the Jingle|last=Grynbaum|first=Michael M.|access-date=July 3, 2016}}</ref> From April to November 1995, as part of the Manhattan Bridge reconstruction, the bridge's north side (Sixth Avenue) tracks closed during middays and weekends; the  '''Q''' ran on the [[BMT Broadway Line]] during these times, using the BMT 63rd Street Line and switching to the IND 63rd Street Line to Queens west of Lexington Avenue station.<ref>{{cite news|url=https://www.nytimes.com/1995/03/26/nyregion/bridge-repairs-to-disrupt-off-peak-subway-service.html |title=Bridge Repairs to Disrupt Off-Peak Subway Service |date=March 26, 1995 |newspaper=The New York Times |accessdate=July 2, 2016 |author=Ronald Sullivan}}</ref>

In May 1997, [[63rd Street Shuttle]] service via the IND Sixth Avenue Line replaced '''F''' service during late nights. Between February 22, 1998, and May 22, 1999, service between the Sixth Avenue Line and the 63rd Street Line was suspended because of construction on the IND Line. '''B''' and '''Q''' trains were cut back to 57th Street, and the late night shuttle suspended. During this time, a different [[63rd Street Shuttle|shuttle]] provided full-time service between 21st Street–Queensbridge and the [[BMT Broadway Line]]; for instance, in 1995, this shuttle switched between the IND and BMT Lines west of Lexington Avenue station. On May 22, 1999, the '''B''' and '''Q''' returned to 21st Street&ndash;Queensbridge.<ref>{{Cite web|url=http://www.thejoekorner.com/brochures/index-63shutt.html|title=The JoeKorNer Brochures|website=www.thejoekorner.com|access-date=July 3, 2016}}</ref>

On July 22, 2001, the north side tracks of the Manhattan Bridge, which served the Sixth Avenue Line, closed. '''B''' and '''Q''' service on the IND 63rd Street Line was replaced with a full-time shuttle via the Sixth Avenue Line.<ref>{{cite web | title=Manhattan Bridge Service Changes | website=The New York Times | date=July 21, 2001 | url=https://www.nytimes.com/2001/07/21/nyregion/manhattan-bridge-service-changes.html | access-date=February 3, 2018}}</ref> On December 16, 2001, the 63rd Street Connector to the [[IND Queens Boulevard Line]] officially opened, and the '''F''' was rerouted to serve the IND Line at all times, replacing the shuttle and assuming its current service pattern.<ref name="Kershaw 2001"/><ref>See:
* {{Cite web|url=http://www.thejoekorner.com/brochures/V-train-2.gif|title=The Opening of the New 63 St Connector New Routes More Options Less Crowding|last=|first=|date=November 2001|website=thejoekorner.com|publisher=New York City Transit|access-date=June 9, 2016|lay-url=}}
* {{Cite web|url=http://www.thejoekorner.com/brochures/V-train-4.gif|title=The Opening of the New 63 St Connector|last=|first=|date=November 2001|website=thejoekorner.com|publisher=New York City Transit|access-date=June 9, 2016}}</ref>

On January 1, 2017, the first phase of the Second Avenue Subway opened,<ref name="SASOpens-2017"/> extending the '''Q''' (now running via the [[BMT Broadway Line]]), and some rush-hour '''[[N (New York City Subway service)|N]]''' [[short turn]] trips, along the BMT 63rd Street Line.<ref name="201608 Programs">{{cite web|url=https://progressiveaction.files.wordpress.com/2016/08/sub-division-b-general-distribution-fall-2016-wp-book.pdf|title=Sub-Division B Train Operator/Conductor Road & Non-Road Work Programs in Effect: November 6, 2016|last=|first=|date=July 29, 2016|website=progressiveaction.info|publisher=New York City Transit|access-date=August 19, 2016}}</ref> The '''Q''' and '''N''' then turned north to connect to the Second Avenue Subway, terminating at [[96th Street (IND Second Avenue Line)|96th Street]].<ref name="SASOpens-2017">{{Cite news|url=https://www.nytimes.com/2017/01/01/nyregion/second-avenue-subway-opening-upper-east-side-manhattan.html|title=Opening of Second Avenue Subway: Updates|last1=Slotnik|first1=Daniel E.|date=January 1, 2017|work=| last2=Wolfe| first2=Jonathan|newspaper=The New York Times|issn=0362-4331|last3=Fitzsimmons|first3=Emma G.|last4=Palmer|first4=Emily| last5=Remnick| first5=Noah|access-date=January 1, 2017|via=}}
* {{Cite news|url=http://www.nydailynews.com/new-york/new-yorkers-ride-ave-subway-making-history-article-1.2930822|title=New Yorkers take historic first ride on Second Ave. subway|last1=Rivoli|first1=Dan|date=January 1, 2017|work=| last2=Sandoval| first2=Edgar| newspaper=New York Daily News|last3=Brown|first3=Stephen Rex|access-date=January 1, 2017|via=}}
* {{Cite news| url=http://www.wnyc.org/story/see-new-years-eve-party-and-2nd-ave-subway|title=See Inside: The 2nd Avenue Subway Opens to All|last=Nessen|first=Stephen| date=January 1, 2017|work=|newspaper=WNYC|access-date=January 1, 2017|via=}}</ref>  Before the Second Avenue Subway opened in 2017, the BMT line was generally not used for passenger service, except for detours due to emergencies or construction on other lines (including the aforementioned periods in 1995 and 1998). Because the line was not used in regular service from 1989 to 2016, it was not shown on the official [[New York City Subway map|subway map]], except in 1995 and 1998.<ref>{{cite web | title=New Yorkers can start using a secret subway tunnel under Central Park this December | website=Quartz | date=July 1, 2016 | url=http://qz.com/697447/new-yorkers-can-start-using-a-secret-subway-tunnel-under-central-park-this-december/ | accessdate=July 3, 2016}}</ref> Prior to 2011, these tracks were also used to store train sets outside of rush hour.<ref name=":3">{{Cite web|url=http://ltvsquad.com/2015/11/04/abandoned-63rd-street-platform-mezzanine-circa-2004/|title=Abandoned 63rd street platform & Mezzanine, Circa 2004|date=November 4, 2015|website=LTV Squad|access-date=July 3, 2016}}</ref>

==History==

===Early plans===
In February 1963, the [[New York City Transit Authority]] (NYCTA) proposed a two-track East River subway tunnel under 76th Street with unspecified connections to the rest of the transit network, at a cost of $139 million. In a May 2, 1963, report, the proposed site of the tunnel was switched to 59th Street. On May 24, [[Robert F. Wagner, Jr.|Mayor Wagner]] suggested that a tunnel around 61st Street "be built with all deliberate speed".<ref>{{cite news |title=61st St. Tunnel to Queens Sped |first=Charles G. |last=Bennett |url=https://timesmachine.nytimes.com/timesmachine/1963/05/25/90539782.pdf |newspaper=The New York Times |date=May 25, 1963 |page=1
 |accessdate=October 20, 2011}}</ref> On October 17, 1963, the [[New York City Board of Estimate|Board of Estimate]] approved a new East River tunnel sited at 64th Street, noting that it would cost $30 million and take seven years to build. The 64th Street site was said to be $5.3 million less expensive, "because of easier grades and smaller curves".<ref>{{cite news |title=Subway Tunnel to Queens Voted |first=Charles G. |last=Bennett |url=https://timesmachine.nytimes.com/timesmachine/1963/10/18/94108238.pdf |newspaper=The New York Times |date=October 18, 1963 |page=1 |accessdate=October 20, 2011}}</ref>

The lack of specificity about how the tunnel would be used was criticized at an early date. In December 1964, the Citizens Budget Committee said that the project, now shifted to 63rd Street, was "leading nowhere-to-nowhere". The Committee went on to propose three connections that were eventually adopted (connections to the [[BMT Broadway Line]] and [[IND Sixth Avenue Line]], both at 57th Street, and to the [[IND Queens Boulevard Line]] near Queens Plaza), and one that was not adopted (a connection to the [[IRT Lexington Avenue Line]]).<ref>{{cite news |title=Proposed Subway Tube Assailed As 'Nowhere-to-Nowhere' Link |first=Clayton |last=Knowles |url=https://timesmachine.nytimes.com/timesmachine/1964/12/16/100018694.pdf |newspaper=The New York Times |date=December 16, 1964 |page=33 |accessdate=October 20, 2011}}</ref>

The route was changed to 63rd Street because officials of the Rockefeller Institute at 64th Street feared that heavy construction and later train movements so close to the Institute's buildings might have adversely affected delicate instruments at the Institute and change the accuracy of the research being conducted.<ref>{{Cite book|title=Annual Report 1964–1965|last=|first=|publisher=New York City Transit Authority|year=1965|isbn=|location=|pages=|via=}}</ref> The Board of Estimate approved the revised 63rd Street route on January 14, 1965, at a budget of $28.1 million and a four-year timetable, with the connections to the rest of the transit network awaiting a study that was then scheduled for completion in mid-1966. ''[[The New York Times]]'' noted that "A variety of possible connections...are under study," including possible new lines under Madison and Second Avenues. The NYCTA's chairman, Joseph E. O'Grady, said that the tunnel and the subway connections would eventually be completed at about the same time, "since construction of the tunnel takes at least a year longer than the connections".<ref>{{cite news |title=63d Street Tube Approved By City; Hearing Heated – Transit Authority Is Backed Unanimously – O'Grady Rejects Further Study |first=Charles G. |last=Bennett |url=https://timesmachine.nytimes.com/timesmachine/1965/01/15/101521638.pdf |newspaper=The New York Times |date=January 15, 1965 |page=1 |accessdate=October 20, 2011}}</ref>

In 1966, Mayor [[John Lindsay]] gave his approval for the 63rd Street option, preferring it over the 61st Street option. Lindsay's administration proposed a new station at 63rd Street to connect with the [[Lexington Avenue/59th Street (New York City Subway)|Lexington Avenue/59th Street]] station via an underground [[Arcade (architecture)|arcade]] surrounded by retail areas.<ref name=":5">{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201966%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201966%2520-%25202168.pdf|title=Lindsay Likes 63rd St. Tunnel|last=Amon|first=Robert|date=March 8, 1966|via=fultonhistory.com|work=Long Island Star-Journal|access-date=July 25, 2016}}</ref> Communities along the route of the proposed crosstown tunnel disagreed on the exact routing. Advocacy groups such as the [[Citizens Budget Commission]], [[Citizens Union]], and the [[Commerce and Industry Association]] preferred a 61st Street routing for easier interchange with the Lexington Avenue/59th Street station. Queens civic leaders supported the 63rd Street proposal, saying that a transfer station at 61st Street would worsen congestion on the already busy Lexington Avenue Line.<ref name=":5" />

A third track was added to the plans for the tunnel in April 1966. The track would serve [[Long Island Rail Road]] (LIRR) trains to east Midtown, alleviating train traffic into [[Pennsylvania Station (New York City)|Pennsylvania Station]].<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1966/04/28/79289974.pdf|title=L.I.R.R. Will Run In Queens Tunnel – 3d Track in 63d St. Tube to Provide East Side Outlet |date=April 28, 1966|work=The New York Times|access-date=February 1, 2018|archive-url=|issn=0362-4331}}</ref> A fourth track was added to the plans in August 1966 after it was determined that LIRR trains would be too big to run on subway tracks. This amendment increased the number of LIRR tracks to two, and provided dedicated tracks for the LIRR and the subway.<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1966/08/12/82878800.pdf|title=Tunnel From Queens to 63d St. To Have 4 Tracks Instead of 3|last=|first=|date=August 12, 1966|work=The New York Times|access-date=February 1, 2018|archive-url=|archive-date=|language=en-US|issn=0362-4331}}</ref>

In November 1967, voters approved a $2.5 billion transportation bond issue, and in early 1968, under the [[Program for Action]], officials provided detailed plans for how it would be used. Among many other projects, the proposal included:<ref>{{cite news |title=$2.9-Billion Transit Plan for New York Area Links Subways, Rails, Airport |first=Richard |last=Witkin |url=https://timesmachine.nytimes.com/timesmachine/1968/02/29/77174644.pdf |newspaper=The New York Times |date=February 29, 1968 |page=1 |accessdate=October 20, 2011}}</ref>

* Three portions of a new 63rd Street–Southeast Queens line. This included a bi-level 63rd Street tunnel for both subway and Long Island Rail Road service; a super-express bypass for the IND Queens Boulevard Line running along the [[Main Line (Long Island Rail Road)|LIRR Main Line]] between [[Northern Boulevard]] and [[Forest Hills–71st Avenue (IND Queens Boulevard Line)|Forest Hills–71st Avenue]]; and an IND Queens Boulevard branch line running along the LIRR Atlantic Branch right-of-way.
* A new Long Island Expressway line for northeastern Queens, running to [[Queens College]] and [[Kissena Boulevard]] with a later extension to [[Springfield Boulevard]]
* A new [[Archer Avenue Lines|Archer Avenue subway line]] for eastern Queens, running to 188th Street in [[Hollis, Queens|Hollis]]
* A [[Second Avenue Subway]] line, with multiple connections to the 63rd Street line

This proposal, with some modifications, received approval from the Board of Estimate on September 21, 1968.<ref>{{cite news |title=City Approves 2d Ave. Subway And 11 Other New Transit Lines |first=Seth S. |last=King |url=https://timesmachine.nytimes.com/timesmachine/1968/09/21/76882207.pdf |newspaper=The New York Times |date=September 21, 1968 |page=1 |accessdate=October 20, 2011}}</ref>

===Construction===
[[File:21 St Queensbridge platform west side.JPG|thumb|The [[21st Street–Queensbridge (IND 63rd Street Line)|21st Street–Queensbridge]] station]]
Plans for the 63rd Street Line were approved by the [[New York City Board of Estimate]] on June 3, 1969.<ref>{{cite news|title=East River Tunnel Gets City's O.K.|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252010%2FYonkers%2520NY%2520Herald%2520Statesman%2FYonkers%2520NY%2520Herald%2520Statesman%25201969%2520Grayscale%2FYonkers%2520NY%2520Herald%2520Statesman%25201969%2520Grayscale%2520-%25205367.pdf&highlightsFile=http%3A%2F%2Ffultonhistory.com%2Fhighlighter%2Fhits%2F9beccb49a619d21245f216a5c5f93cb6#page=1|accessdate=July 29, 2016|work=[[The Herald Statesman]]|via=[[Fultonhistory.com]]|date=June 4, 1969|page=5}}</ref> Groundbreaking ceremonies for the line took place on November 24, 1969, at Vernon Boulevard and 21st Street in Queensbridge Park, Long Island City.<ref name=LeaderObs-63rdStTunnel-Nov201969>{{cite news|title=To Break Ground For 63rd St., East River Tunnel|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspapers%252023%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%25201969-1971%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%25201969-1971%2520-%25200628.pdf&highlightsFile=http%3A%2F%2Ffultonhistory.com%2Fhighlighter%2Fhits%2F816c7feba198b14dee5deb0dc12d134f#page=1|accessdate=July 29, 2016|work=New York Leader-Observer|via=[[Fultonhistory.com]]|date=November 20, 1969|page=8}}</ref><ref>{{cite news|title=Laurino, Hails Tunnel As Key To Queens Future|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspapers%252023%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%25201969-1971%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%25201969-1971%2520-%25200638.pdf&highlightsFile=http%3A%2F%2Ffultonhistory.com%2Fhighlighter%2Fhits%2Fb737dbe8fb6270b05a71c876f5469313#page=1|accessdate=July 29, 2016|work=New York Leader-Observer|via=[[Fultonhistory.com]]|date=November 27, 1969|page=2}}</ref><ref>{{cite news|author1=[[Associated Press]]|title=Subway Tunnel Started|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252018%2FLockport%2520NY%2520Union%2520Sun%2520Journal%2FLockport%2520NY%2520Union%2520Sun%2520Journal%25201969%2FLockport%2520NY%2520Union%2520Sun%2520Journal%25201969%2520-%25206018.pdf&highlightsFile=http%3A%2F%2Ffultonhistory.com%2Fhighlighter%2Fhits%2Fe0170be19d717ad1f9c15e3c48933505#page=1|accessdate=July 29, 2016|work=[[Lockport Union-Sun & Journal]]|via=[[Fultonhistory.com]]|date=November 24, 1969|location=New York City|page=17}}</ref> Workers tunneled westward from Queens, as well as in both directions under [[Roosevelt Island]]. Four {{Convert|38|by|38|ft|m|adj=on}} prefabricated sections of the tunnel were constructed under the East River, the first of which was delivered in May 1971.<ref>{{Cite news|url=https://www.nytimes.com/1971/05/19/archives/harbor-welcome-is-given-tube-for-queens-subway.html|title=Harbor Welcome Is Given Tube for Queens Subway|date=May 19, 1971|work=The New York Times|access-date=February 3, 2018|language=en-US|issn=0362-4331}}</ref> That first section was lowered into place on August 29, 1971,<ref>{{Cite news|url=https://www.nytimes.com/1971/08/30/archives/first-section-of-63d-st-tunnel-lowered-to-bottom-of-east-river.html|title=First Section of 63d St. Tunnel Lowered to Bottom of East River|last=Prial|first=Frank J.|date=August 30, 1971|work=|newspaper=The New York Times|issn=0362-4331|access-date=December 25, 2016|via=New York Times Archive}}</ref> and the last section was lowered on March 14, 1972.<ref>{{Cite news|url=https://www.nytimes.com/1972/03/14/archives/citys-first-subway-tunnel-in-40-years-cut-through-subway-tunnel-is.html|title=City's First Subway Tunnel in 40 Years Cut Through|last=Prial|first=Frank J.|date=March 14, 1972|work=The New York Times|access-date=February 3, 2018|language=en-US|issn=0362-4331}}</ref> The double-deck, {{convert|3140|ft|m|adj=on}}<ref name=LeaderObs-63rdStTunnel-Nov201969/> tunnel under the East River was "holed through" on October 10, 1972, with the separate sections of tunnels being connected.<ref>{{Cite news|url=https://www.nytimes.com/1972/10/11/archives/governor-rockefeller-and-mayor-lindsay-attend-holing-through-of-63d.html|title=Governor Rockefeller and Mayor Lindsay Attend 'Holing Through' of 63d St. Tunnel|date=October 11, 1972|work=The New York Times|access-date=February 3, 2018|language=en-US|issn=0362-4331}}</ref>

One section of the line that ran through Central Park was controversial because it called for {{Convert|1500|ft|m}} of [[cut-and-cover]] tunneling. which required digging an open trench through Central Park.<ref name=":8">{{Cite news|url=https://www.nytimes.com/1970/06/02/archives/mayor-asks-engineers-to-ease-subway-tunnel-impact-in-park-integrity.html|title=Mayor Asks Engineers to Ease Subway Tunnel Impact in Park|last=Burks|first=Edward C.|date=June 2, 1970|work=The New York Times|access-date=February 3, 2018|language=en-US|issn=0362-4331}}</ref> In May 1970, [[Manhattan Community Board 8]] held a meeting so constituents could voice concerns about the project's impact.<ref>{{Cite news|url=https://www.nytimes.com/1970/05/25/archives/board-sets-hearing-on-trenches-in-park.html|title=Board Sets Hearing on Trenches in Park|date=May 25, 1970|work=The New York Times|access-date=February 3, 2018|language=en-US|issn=0362-4331}}</ref> The next month, Mayor [[John Lindsay]] told city engineers to write a report that studied ways to reduce the project's impact.<ref name=":8" /> The results of the report, released in January 1971, called for using [[Tunnel boring machine|tunnel boring machines]] underneath Central Park to reduce disruption.<ref>{{Cite news|url=https://www.nytimes.com/1971/01/21/archives/study-suggests-a-big-reduction-in-central-park-subway-digging.html|title=Study Suggests a Big Reduction In Central Park Subway Digging|last=Andelman|first=David A.|date=1971|work=The New York Times|access-date=February 3, 2018|language=en-US|issn=0362-4331}}</ref> In February 1971, the NYCTA published advertisements in newspapers, seeking construction bids for the tunnels under Central Park. After the advertisements had run for three days, the NYCTA withdrew them after community and conservation groups objected.<ref>{{Cite news|url=https://www.nytimes.com/1971/02/11/archives/transit-unit-retreats-on-park-tunnel.html|title=Transit Unit Retreats on Park Tunnel|last=Oelsner|first=Lesley|date=February 11, 1971|work=The New York Times|access-date=February 3, 2018|language=en-US|issn=0362-4331}}</ref> Later that month, the NYCTA finally agreed to halve the width of the proposed {{Convert|75|ft|m|adj=on}}-wide cut, which halved the area of affected parkland. The NYCTA also agreed to reduce disruption to the [[Heckscher Playground]], located above the proposed subway tunnel's path, by cutting construction time from three years to two years and by constructing a temporary playground nearby.<ref>{{Cite news|url=https://www.nytimes.com/1971/02/27/archives/transit-authority-agrees-to-modify-central-park-plan-transit.html|title=Transit Authority Agrees to Modify Central Park Plan|last=Ranzal|first=Edward|date=February 27, 1971|work=The New York Times|access-date=February 3, 2018|language=en-US|issn=0362-4331}}</ref> In March, the NYCTA again sought construction bids.<ref>{{Cite news|url=https://www.nytimes.com/1971/03/26/archives/bids-sought-for-subway-tunnels-in-central-park.html|title=Bids Sought For Subway Tunnels in Ceratral Park|last=Wilford|first=John Noble|date=March 26, 1971|work=The New York Times|access-date=February 3, 2018|language=en-US|issn=0362-4331}}</ref> The sections that connected to the existing Broadway and Sixth Avenue Lines were holed through on October 11, 1973.<ref>{{Cite news|url=https://www.nytimes.com/1973/10/11/archives/subway-link-gains-with-mid-town-work.html|title=Subway Link Gains with Midtown Work|date=October 11, 1973|work=The New York Times|access-date=February 3, 2018|language=en-US|issn=0362-4331}}</ref> Construction on the section between 5th Avenue and Park Avenue began in August 1974. The project involved digging a {{Convert|45|ft|m|adj=on}}-high cavern underneath the street.<ref name="NYTimes-63StLightEndTunnel-1976">{{cite web|url=https://timesmachine.nytimes.com/timesmachine/1976/09/24/79780193.pdf|title=Coming: Light at End of 63d St. Tunnel|last1=Burks|first1=Edward C.|date=September 24, 1976|work=[[The New York Times]]|accessdate=September 27, 2015}}</ref>

On March 20, 1975, New York mayor [[Abraham Beame]] announced significant cutbacks to the plan. Construction of the Southeastern Queens extension was deferred until 1981, and the Long Island Rail Road extension through the lower level of the 63rd Street tunnel was canceled for the foreseeable future. However, it was still anticipated that the Queens Boulevard super-express and the Archer Avenue Line up to Parsons/Archer would still be completed. The Queens project, although curtailed, was given priority because it was "more advanced in construction".<ref>{{cite news |title=Beame Trims Plan For New Subway |first=Edward C. |last=Burks |url=https://timesmachine.nytimes.com/timesmachine/1975/03/21/76540541.pdf |newspaper=The New York Times |date=March 21, 1975 |page=1 |accessdate=October 20, 2011}}</ref>

By January 1976, the tunnel was 95% complete.<ref name=":9" /> In May, construction was briefly halted when residents jumped into utility pits to protest the cutting of trees near the Lexington Avenue station.<ref>{{Cite news|url=https://www.nytimes.com/1976/05/12/archives/protesters-halt-work-on-63d-street-subway.html|title=Protesters Halt Work On 63d Street Subway|date=May 12, 1976|work=The New York Times|access-date=February 9, 2018|language=en-US|issn=0362-4331}}</ref> A US federal judge issued a stop-work order on May 13,<ref>{{cite news | title=Work on Subway Halted by Court | work=The New York Times | date=May 13, 1976 | url=https://www.nytimes.com/1976/05/13/archives/work-on-subway-halted-by-court-us-judge-is-considering-charge.html | access-date=February 9, 2018}}</ref> but issued another verdict five days later that allowed construction to proceed.<ref>{{cite web | last=Times | first=Special To The New York | title=Despite Protests, Judge Allows Work on 63d St. Subway Station | website=The New York Times | date=May 18, 1976 | url=https://www.nytimes.com/1976/05/18/archives/despite-protests-judge-allows-work-on-63d-stsubway-station.html | access-date=February 9, 2018}}</ref> Construction resumed on May 25, after three weeks of protests, and the trees were cut down anyway.<ref>{{Cite news|url=https://www.nytimes.com/1976/05/25/archives/trees-come-down-as-subway-goes-on.html|title=Trees Come Down as Subway Goes On|date=May 25, 1976|work=The New York Times|access-date=February 9, 2018|language=en-US|issn=0362-4331}}</ref>

In summer 1976, the NYCTA announced that "it will take an extra five or six years—until 1987 or 1988—to complete the new Manhattan–Queens trunk subway line from Central Park to Jamaica via the new 63rd Street tunnel." The main cause of the delay was the 5.8-mile "super express", although it was expected that the three new Archer Avenue line stations could be ready sooner. As an interim measure, the NYCTA proposed a new station at Northern Boulevard, adjacent to the Queens Plaza, which could possibly open by 1983 or 1984.<ref>{{cite news |title=New Subway Line Delayed 5 or 6 Years |first=Edward C. |last=Burks |url=https://timesmachine.nytimes.com/timesmachine/1976/07/29/78829669.pdf |newspaper=The New York Times |date=July 29, 1976 |page=35 |accessdate=October 20, 2011}}</ref> However, there were also a lack of federal funds, so this could not be completed immediately.<ref name="NYTimes-QBLBypassDelay-1976">{{cite web|url=https://timesmachine.nytimes.com/timesmachine/1976/06/06/76395030.pdf|title=Shortage of U.S. Funds May Delay Subway Link|last1=Burks|first1=Edward C.|date=June 6, 1976|work=[[The New York Times]]|accessdate=September 27, 2015}}</ref> By this time, there were only going to be seven stations on the 63rd Street and Archer Avenue Lines combined.<ref name="NYTimes-NYCSvsWorld-63Archer-1976">{{cite web|url=https://timesmachine.nytimes.com/timesmachine/1976/08/07/75544552.pdf|title=New York Improving Subway, But Still Trails Foreign Cities|last1=Burks|first1=Edward C.|date=August 7, 1976|work=[[The New York Times]]|accessdate=September 27, 2015}}</ref> At the time, these two lines were part of the same route, the 63rd Street–Southeast Queens line.<ref name=":9" />

The Manhattan portion of the line was completed in 1976. The ''Times'' noted:

{{blockquote|Underneath Central Park lie two eerily quiet sets of tracks. They have advanced equipment – welded tracks, fluorescent lighting and rubber-based pads under the rail – that have not yet been installed on most of the system's 230 operating miles.

These tunnels were finished in 1976. This year, the contractor will tear down his two-story office in Central Park, remove the fence near Fifth Avenue and restore foliage and the bird house he damaged, at a cost of $300,000.

By 1981, five years after completion of the tunnel, the Transit Authority expects to put it to use; its brand new quiet tracks will be used as a storage yard for out-of-service trains.<ref name="nyt-1978-05-09">{{cite news |title=Planned 40-Mile Queens Subway, Cut to 15, is Costly and Behind Time |first=Grace |last=Lichtenstein |url=https://timesmachine.nytimes.com/timesmachine/1978/05/09/110949691.pdf |newspaper=The New York Times |date=May 9, 1978 |page=68 |accessdate=October 20, 2011}}</ref>}}

====Zoo York Wall====
{{see also|Zoo York}}
The Zoo York Wall was a [[graffiti]] wall within the line's length through Central Park, where subway writers and other street artists "made their marks" in the early 1970s. It was a temporary wall, erected by the NYCTA in 1971 to block unauthorized entry into the site of the 63rd Street Line running underneath the [[Central Park Zoo]]. Its name originates from the 63rd Street Tunnel (which it was supposed to guard), then called the "Zoo York Tunnel". During the tunnel's construction (1971–1973), the tunnel provided a subterranean gathering place for very early subway artists who hung around together in Central Park, and was named ''[[Zoo York]]'' by ''[[ALI (graffiti artist)|ALI]]'', founder of the SOUL ARTISTS graffiti crew. The name came about because it was in a ''zoo'' in New ''York'', hence "Zoo York".<ref name="Mervyn 1974"/>

Armored with polished aluminium in the futile hope of resisting spray-paint and permanent marker ink, the wall did little to dissuade teenage graffiti writers from climbing over and descending into the tunnel during its construction. [[Graffiti artist]]s also marked their territory by "tagging" the wall which had been put up around the construction site. Upon completion of the subway project in 1973, the "Zoo York Wall" was torn down.<ref name="Mervyn 1974">{{cite book |last1=Kurlansky |first1=Mervyn |last2=Naar |first2=John|title=The Faith of Graffiti  |year=1974 |publisher= Praeger Publishers, Inc. |location= New York}}</ref>

The name came about because the Central Park Zoo at that time was a classical 19th-century [[menagerie]], populated by wild animals displayed in open-air cages, who paced the bars back and forth [[neuroticism|neurotically]]—always hoping for an escape, yet paradoxically blind to the world beyond their cramped quarters. ALI noted that by contrast, here were these feral teenagers, himself included, living in a [[free society]], who sought nothing more wholeheartedly than to crowd together in a deep, dark hole in the ground. Marvelling at their perverse urban psychologies, ALI decided that all city people were insane for seeking imprisonment in tiny apartments, offices, subway cars and the like, and declared that New York City itself was "not ''New'', but a ''Zoo!''" He named the tunnel itself "Zoo York".<ref name="Mervyn 1974"/>

===The unused tunnel===
[[File:NYC Roosevelt Island station.jpg|thumb|left|The [[Roosevelt Island (IND 63rd Street Line)|Roosevelt Island]] station|alt=The Roosevelt Island station]]
In May 1978, the ''Times'' noted, "What started out a few years ago as 40 miles of new subway routes to serve the long-suffering residents of Queens has been whittled down to 15 miles, is years behind schedule, and will cost more than twice as much as originally estimated....The line costs $100,000 a foot, will be very short and will serve only a modest number of riders." The article now noted that the Queens super-express had been deferred "to 1988 at the earliest", and the only sections in progress were the 63rd Street Line to Northern Boulevard, and "a small piece along Archer Avenue". The 63rd Street Line's opening date was projected for 1985. The plan depended on the idea that Queens Boulevard riders would be willing to exit the subway at Queens Plaza and walk a city block to a new station at Northern Boulevard to continue their trip. The NYCTA projected that this transfer would draw 11,000 passengers a day.<ref name="nyt-1978-05-09" />

By October 1980, officials considered stopping both projects and spending the money on maintaining the existing system. By then, the Archer Avenue project was projected for completion in 1984, and the 63rd Street line in 1985. The ''Times'' noted that the lower level of the 63rd Street tunnel was still under construction, even though "officials knew that the tunnel would never be used." Richard Ravitch, the MTA chairman, said that to stop the work was impossible or so costly as to make it impractical subsequent to the construction of the subway portion." It "had to be finished – largely for structural reasons – to support the subway tunnel above". The line was described as a "tunnel to nowhere" because the tunnel would have one station in Queens, and because it would not connect to any other lines.<ref>{{cite news |title=Tunnel Project, Five Years Old, Won't Be Used |first=David A. |last=Andelman |url=https://timesmachine.nytimes.com/timesmachine/1980/10/11/111805802.pdf |newspaper=The New York Times |date=October 11, 1980 |page=25 |accessdate=October 20, 2011}}</ref><ref name=":4">{{Cite web|url=http://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=www.fhwa.dot.gov|access-date=July 3, 2016}}</ref>

In 1979, the New York City Department of Transportation and a steering committee started reexamining the New Routes program. The Queens Transit Alternatives Study was undertaken, evaluated 18 transit plans, and recommended that 5 be further evaluated. The MTA unveiled five proposals to local communities in the spring of 1983. The proposals ranged from leaving it as-is, with the line's terminus in Long Island City, to the original 1960s plan to connect the 63rd Street Line to the LIRR Main Line, the cost of which was now estimated at $1 billion.<ref name=":6">{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252024%2FRidgewood%2520NY%2520Times%2FRidgewood%2520NY%2520Times%25201983%2FRidgewood%2520NY%2520Times%25201983%252000361_2.pdf|title=Community Board Hears 'Subway Options' Plan|last=|first=|date=April 21, 1983|work=Ridgewood Times|access-date=February 2, 2018|archive-url=|archive-date=|pages=8|via=[[Fultonhistory.com]]}}</ref> At [[21st Street–Queensbridge (IND 63rd Street Line)|21st Street–Queensbridge]], usage estimates for that station in 1984 were 220 passengers per hour unless a connection was made to the rest of the system.<ref name="QueensSubwayEIS-1984">{{cite book|url=https://books.google.com/books?id=NaI4AQAAMAAJ&pg=PA83|title=Queens Subway Options Study, New York: Environmental Impact Statement|date=May 1984|publisher=[[United States Department of Transportation]], [[Metropolitan Transportation Authority]], [[Urban Mass Transit Administration]]|pages=83–|accessdate=July 10, 2016}}</ref> These options were formally evaluated by an Alternative Analysis/Draft Environmental Impact Statement completed by the Federal Transit Administration and the MTA in May 1984.<ref name="QBL63rdLineConnector-1992" /> The MTA was studying four options for making this line more useful:<ref name=":6" /><ref>"63rd Street Subway Tunnel: More Setbacks for a Troubled Project", New York Times, November 1, 1984, page B1.</ref><ref name="QueensSubwayEIS-1984" />

#The Queens Express Bypass: extending the line along the LIRR Main Line to [[Forest Hills–71st Avenue (IND Queens Boulevard Line)|Forest Hills–71st Avenue]]. It would be completed in 1998 and cost $931 million. This was the original plan for this line proposed in the 1968 Program for Action. This was also the only option that the MTA felt that would add passenger and train capacity to the {{NYCS|E}} and {{NYCS|F}} express services. At a proposed station at Northern Boulevard, a transfer concourse to Queens Plaza would have allowed transfers between local, express, and bypass trains.<ref name=":6" /><ref name="QueensSubwayEIS-1984" />
#Feeding the line into the [[IND Queens Boulevard Line]]'s local tracks under Northern Boulevard. This alternative would be completed the earliest, by 1993; ran the shortest distance, with only 1,500 feet between 29th Street and Northern Boulevard; and was the cheapest, at a cost of $222 million.<ref name=":6" /><ref name="QueensSubwayEIS-1984" /> However,  the {{NYCS|E}} and {{NYCS|F}} services in Queens, the most crowded in the system, would not see any added capacity from such a connection,<ref name=":7">{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252024%2FRidgewood%2520NY%2520Times%2FRidgewood%2520NY%2520Times%25201983%2FRidgewood%2520NY%2520Times%25201983%252000774_2.pdf|title=Glendale Chamber Joins Montauk Option Foes|last=DiStephan|first=Denise|date=August 18, 1983|work=Ridgewood Times|access-date=February 2, 2018|archive-url=|archive-date=|page=1|via=[[Fultonhistory.com]]}}</ref><ref name=":7a">{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252024%2FRidgewood%2520NY%2520Times%2FRidgewood%2520%2520NY%2520Times%25201983%2FRidgewood%2520%2520NY%2520Times%25201983%2520a%252000785.pdf|title=Glendale Chamber Joins Montauk Option Foes|last=DiStephan|first=Denise|date=August 18, 1983|work=Ridgewood Times|access-date=February 2, 2018|archive-url=|archive-date=|page=8|via=[[Fultonhistory.com]]}}</ref> while the 63rd Street line would run at only {{frac|1|3}} of its total capacity, in addition to reducing the viability of future extensions to the line. It would also require the {{NYCS|G}} service to terminate at [[Court Square (IND Crosstown Line)|Court Square]] instead of operating local on the Queens Boulevard Line.<ref name="QueensSubwayEIS-1984" /> An option similar to this was ultimately chosen, and the {{NYCS|F}} was rerouted through the line to reduce congestion, with G service eliminated north of Court Square (see below).<ref name="MTA-GLineReview-2013">{{cite web|url=http://web.mta.info/nyct/service/G_LineReview_7_10_13.pdf|title=Review of the G Line|date=July 10, 2013|website=[[Metropolitan Transportation Authority|mta.info]]|publisher=[[Metropolitan Transportation Authority]]|accessdate=August 2, 2015}}</ref><ref name="subnut 2001">{{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|accessdate=October 20, 2011}}</ref><ref name="BklynPaper-GTrainExt-April2012">{{cite web|url=http://www.brooklynpaper.com/stories/35/15/dtg_gtrainhistory_2012_04_13_bk.html|title=History shows it's not the G train 'extension' – it's the G train renewal|last1=O'Neill|first1=Natalie|date=April 13, 2012|website=[[The Brooklyn Paper]]|accessdate=August 2, 2015}}</ref>
#Extending the line through the [[Sunnyside Yard]] and onto the LIRR Montauk Branch, running directly to the lower level of the [[Archer Avenue Line]] in Jamaica. The Montauk Branch in Queens is currently used for freight service, last seeing passenger service in 1998, and would have been rebuilt and electrified. The Montauk line would merge with the [[BMT Jamaica Line|BMT Jamaica elevated]] at Lefferts Boulevard just west of [[121st Street (BMT Jamaica Line)|121st Street]], using the BMT approach to the Archer Avenue subway. The Jamaica El would be truncated to [[Crescent Street (BMT Jamaica Line)|Crescent Street]] in Brooklyn and replaced by [[List of bus routes in Queens#Q49 Jamaica|bus service]]. New stations would be built at Thomson Avenue within the Sunnyside Yard, and at Fresh Pond Road (the site of the former [[Fresh Pond (LIRR station)|Fresh Pond]] station) and [[Woodhaven Boulevard]] (at the former [[Ridgewood (LIRR Lower Montauk station)|Ridgewood]] station site) along the Montauk Branch. The now-closed [[Richmond Hill (LIRR station)|Richmond Hill]] station on the Montauk Branch would be renovated and lengthened for subway service. The LIRR would have exclusive use of the tracks during overnight hours for freight service. This $594 million option would be open by 1997, but people living around the Montauk Branch opposed the proposal due to fears of increased traffic and danger from the Montauk Branch's multiple [[grade crossing]]s, though plans called for new overpasses and access roads to eliminate these crossings.<ref name=":6" /><ref name="QueensSubwayEIS-1984" />
#Extending the line to a new subway/LIRR terminal at Thomson Avenue within the Sunnyside Yard, with a walking transfer to the Queens Plaza station, and a transfer to a new LIRR route that would go to [[Rosedale (LIRR station)|Rosedale]] and [[Queens Village (LIRR station)|Queens Village]] via the Montauk Branch. The LIRR would be rebuilt, grade-separated, and electrified. The Richmond Hill station would be renovated for additional LIRR service, while the [[Hollis (LIRR station)|Hollis]] and Queens Village stations would be converted from side platform stations to island platform configurations. This $488 million option, to be completed by 1995, was also opposed by people living along the Montauk Branch.<ref name=":6" /><ref name="QueensSubwayEIS-1984" />

The suburban [[Glendale, Queens|Glendale]], [[Ridgewood, Queens|Ridgewood]] and [[Middle Village, Queens|Middle Village]] communities in central Queens strongly opposed any proposals involving the Montauk Branch, which ran through their neighborhood.<ref name=":7" /><ref name=":7a" /> The ultimately agreed-on plan was to connect the tunnel to the local tracks of the IND Queens Boulevard Line, at a cost of $222 million, and a timetable of at least eight years. It was estimated that the project would attract 16,500 passengers per hour. This was the cheapest plan besides doing nothing. The MTA board approved this plan on December 14, 1984.<ref>{{Cite news|url=https://www.nytimes.com/1984/12/15/nyregion/mta-votes-to-extend-63rd-st-line.html|title=M.T.A. Votes to Extend 63rd St. Line|last=Daley|first=Suzanne|date=December 15, 1984|work=The New York Times|access-date=February 2, 2018|language=en-US|issn=0362-4331}}</ref> The section of the line up to Long Island City was projected to open by the end of 1985.<ref name="NYTimes-63rdExtend-Dec1980">{{cite news |title=MTA Votes to Extend 63rd St. Line |first=Suzanne |last=Daley |newspaper=[[The New York Times]] |date=December 15, 1980 |page=25|url=https://www.nytimes.com/1984/12/15/nyregion/mta-votes-to-extend-63rd-st-line.html}}</ref>

By June 1985, the project was again delayed indefinitely. According to ''The New York Times'', the tunnel had originally been planned to open that year, but then inspectors found that the tube was not ready for service. The tunnels had been inundated with {{convert|6|ft|m}} of water, and several girders and electrical equipment had also deteriorated.<ref>{{cite news |title=63d St. Subway Tunnel Flawed; Opening Delayed |first=Suzanne |last=Daley |url=https://www.nytimes.com/1985/06/28/nyregion/63d-st-subway-tunnel-flawed-opening-delayed.html |newspaper=The New York Times |date=June 28, 1985 |page=1 |accessdate=October 20, 2011}}</ref>

Two contractors were hired to assess the structural integrity of the tunnel, and the delay was estimated at two years.<ref name=":10" /> The federal government withheld $31 million of funding for the tunnel in July 1985 due to "'wholly inadequate' management of the tunnel's construction".<ref>{{Cite news|url=https://www.nytimes.com/1985/07/28/weekinreview/the-region-no-more-money-down-the-queens-subway-tube.html|title=No More Money Down the Queens Subway Tube|last1=Scardino|first1=Albert|date=July 28, 1985|work=The New York Times|access-date=February 13, 2018|last2=Finder|first2=Alan|language=en-US|issn=0362-4331|last3=Roberts|first3=Katherine}}</ref> In August 1985, at the instigation of Senator [[Al D'Amato]], the federal government suspended funding on both the 63rd Street and Archer Avenue projects over "concerns with the construction management practices". The two projects had cost nearly $1 billion between them, of which the federal government had provided $530 million for 63rd Street and $295 million for Archer Avenue.<ref name=":10">{{cite news |title=U.S. Holds Up Aid For Subway Work |first=Jeffrey |last=Schmaltz |url=https://www.nytimes.com/1985/08/18/nyregion/us-holds-up-aid-for-subway-work.html |newspaper=The New York Times |date=August 18, 1985 |page=1 |accessdate=October 20, 2011}}</ref>

===Opening===
By 1987, the MTA's contractors had concluded that the tunnel was structurally sound, although federal funding had not yet been released. On February 6, 1987, the MTA approved a new plan to have the tunnel open by October 1989. The agency also proposed a $550 million, 1,500-foot connector to both the express and local tracks of the IND Queens Boulevard Line. Under the plan, the Queens Boulevard Line would be "reverse-signaled", which would accommodate Manhattan-bound trains on three out of the line's four tracks in the morning rush, and the opposite for the evening rush. This part of the plan was not projected to begin before the 1990s.<ref>{{cite news |title=M.T.A. Proposes Opening 63d Street Tunnel in '89 |first=Richard |last=Levine |url=https://www.nytimes.com/1987/02/07/nyregion/mta-proposes-opening-63d-street-tunnel-in-89.html |newspaper=The New York Times |date=February 7, 1987 |accessdate=October 20, 2011}}</ref>

In June 1987, the federal government completed its own review of the project. "A little light appeared at the end of the Metropolitan Transportation Authority's 63rd Street 'tunnel to nowhere' last week", the ''Times'' reported, as the government's own inspector found the tunnel sound, and released the final installment of $60 million for both the 63rd Street and Archer Avenue projects.<ref>{{cite news |title=New Money Gives 63d Street Tunnel Somewhere To Go |first1=Mary |last1=Connelly |first2=Carlyle C. |last2=Douglas |url=https://www.nytimes.com/1987/06/28/weekinreview/the-region-new-money-gives-63d-street-tunnel-somewhere-to-go.html |newspaper=The New York Times |date=June 28, 1987 |accessdate=October 20, 2011}}</ref> The first train to use the extension was the "rail polisher train", a non-revenue move that occurred on August 1, 1989.<ref>{{cite journal|title=Rail Polisher Makes First Trip through the 63rd Street Subway|journal=The Bulletin|publisher=Electric Railroaders' Association|volume=32|number=9|date=September 1989}}</ref>

The 63rd Street lines went into service on October 29, 1989, twenty years after construction began, with new stations at Lexington Avenue, Roosevelt Island, and 21st Street/41st Avenue in Queens. The IND line was served by {{NYCS service|Q}} trains on weekdays and {{NYCS service|B}} trains on weekends. The {{convert|1,500|ft|m|adj=on}} connector to the Queens Boulevard Line had not yet started construction.<ref>{{cite news |title=The 'Subway to Nowhere' Now Goes Somewhere |first=Donatella |last=Lorch |url=https://www.nytimes.com/1989/10/29/nyregion/the-subway-to-nowhere-now-goes-somewhere.html |newspaper=The New York Times |date=October 29, 1989 |accessdate=October 20, 2011}}</ref> The BMT line was not in use at that time. It was built for future service options, including a connection to the Second Avenue Subway for service from the [[Upper East Side]] to [[Lower Manhattan]].<ref>{{cite web|url=http://web.mta.info/capital/sas_docs/final_summary_report.pdf|title=Manhattan East Side Transit Alternatives (MESA)/Second Avenue Subway Summary Report|last=|first=|date=October 11, 2001|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=August 9, 2016}}</ref> From May to November 1995, the north side of the [[Manhattan Bridge]] was closed for reconstruction during middays and weekends and the [[Q (New York City Subway service)|Q]] train was routed via Broadway at this time. It used the BMT 63rd Street Line to connect to the IND 63rd Street Line and serve Lexington Avenue, [[Roosevelt Island (IND 63rd Street Line)|Roosevelt Island]], and [[21st Street–Queensbridge (IND 63rd Street Line)|21st Street–Queensbridge]] stations.<ref>{{cite news|url=https://www.nytimes.com/1995/03/26/nyregion/bridge-repairs-to-disrupt-off-peak-subway-service.html |title=Bridge Repairs to Disrupt Off-Peak Subway Service |date=March 26, 1995 |newspaper=The New York Times |accessdate=July 2, 2016 |author=Ronald Sullivan}}</ref>

From February 22, 1998 to May 22, 1999, [[63rd Street Shuttle]] trains operated via this line between 21st Street–Queensbridge and [[57th Street–Seventh Avenue (BMT Broadway Line)|57th Street–Seventh Avenue]], later running further to [[34th Street–Herald Square (BMT Broadway Line)|34th Street–Herald Square]].<ref name="63 St February 1998">{{cite web|url=http://www.thejoekorner.com/brochures/index-63shutt.html|title=63rd Street Shuttle Timetable Effective February 1998|last=|first=|date=February 1998|publisher=Metropolitan Transportation Authority|via=The JoeKorner|archive-url=https://web.archive.org/web/20160305031150/http://thejoekorner.com/brochures/index-63shutt.html|archive-date=March 5, 2016|url-status=live|accessdate=July 31, 2018|df=mdy-all}}</ref><ref name="May 1999 schedule">{{Cite web|url=https://www.flickr.com/photos/127872292@N06/29122046010/in/album-72157652636594213/|title=May 1999 Subway Map|last=|first=|date=May 1999|website=|publisher=Metropolitan Transportation Authority|via=Flickr|archive-url=|archive-date=|access-date=March 29, 2019}}</ref> The 57th Street/Sixth Avenue station was closed from 12:30 to 6 a.m. daily during the project.<ref>{{Cite web|url=http://www.mta.nyc.ny.us:80/nyct/service/bline.htm|title=B Line Av of Americas (6 Av) Express|last=|first=|date=February 1998|website=mta.nyc.ny.us|publisher=Metropolitan Transportation Authority|archive-url=https://web.archive.org/web/19990504124438/http://www.mta.nyc.ny.us/nyct/service/bline.htm|archive-date=May 4, 1999|url-status=dead|access-date=April 2, 2019|df=mdy-all}}</ref> The project had initially been slated to be completed in fall 1999,<ref>{{Cite book|url=|title=B Q All Times Service to Lexington Av/63 St, Roosevelt Island, 21 St/Queensbridge replaced by special shuttle February 22 to Fall '99|last=|first=|date=February 1998|website=|publisher=New York City Transit|access-date=}}</ref> but normal service resumed in May 1999, ahead of schedule.<ref name="May 1999 schedule"/> The 1998–1999 reconstructions were to replace the tracks, which had become deteriorated after eight years of use due to a flaw in the railway ties; namely, an "innovative" design of "shallow epoxy-and-sand pads" had weakened the base of the rails.<ref>{{Cite news|url=https://www.nytimes.com/1998/02/24/nyregion/confusion-upsets-subway-riders-at-start-of-15-month-repair-in-63d-street-tunnel.html|title=Confusion Upsets Subway Riders at Start of 15-Month Repair in 63d Street Tunnel|last=Sengupta|first=Somini|date=February 24, 1998|newspaper=The New York Times|issn=0362-4331|access-date=July 29, 2016}}</ref>

<gallery mode="packed" heights="200">
File:E63d St Ventilating Tower jeh.JPG|Ventilating tower in Manhattan (2nd Avenue & E 63rd Street)
File:63 tunnel Rooselvelt Island jeh.JPG|[[Roosevelt Island]] ventilation building
File:63rd Tunnel 41st Av 4547 jeh.JPG|Queens ventilation structure
</gallery>

===Connection to the Queens Boulevard Line===
Planning for the connection to the [[IND Queens Boulevard Line]] began in December 1990, with the final design contract awarded in December 1992. Two build alternatives were evaluated: a connection to the local tracks of the Queens Boulevard Line, and a connection to the local and express tracks. The goal of the project was to increase capacity on Queens Boulevard by 33% and to eliminate the dead-end terminal at 21st Street–Queensbridge. Bellmouths were constructed to allow for a future bypass line through Sunnyside Yard.<ref name="QBL63rdLineConnector-1992" />

The remaining section from 21st Street to the Queens Boulevard Line, which cost $645 million, began construction on September 22, 1994. The construction project also 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. <ref name=":4" /><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 |archiveurl=https://web.archive.org/web/20021019203759/http://www.mta.info/nyct/facts/ffhist.htm |archivedate=October 19, 2002 }}</ref><ref name="CivilEng-FinalConnection-Jul2000">{{cite journal|last1=Silano|first1=Louis G.|last2=Shanbhag|first2=Radmas|title=The Final Connection|journal=[[American Society of Civil Engineers|Civil Engineering]]|date=July 2000|volume=86|issue=7|pages=56–61}}</ref><ref name="QBL63rdLineConnector-1992">{{cite book|title=Final Environmental Impact Statement for the 63rd Street Line Connection to the Queens Boulevard Line|url=https://books.google.com/books?id=n943AQAAMAAJ&pg=RA3-PT95|accessdate=July 23, 2016|date=June 1992|publisher=[[Metropolitan Transportation Authority]], [[United States Department of Transportation]], [[Federal Transit Administration]]|location=[[Queens]], New York City}}</ref><ref name="PANYNJ-AirportAccessDEIS-1994">{{cite book|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|url=https://books.google.com/books?id=zh83AQAAMAAJ&pg=SA3-PA25|accessdate=July 23, 2016|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]]}}</ref> 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 |accessdate=October 20, 2011}}</ref> The connector was open for off-peak reroutes on January 13, 2001,<ref>{{Cite journal|last=Musluoglu|first=Subutay|date=February 2001|title=63rd Street Connector|url=|journal=New York Division Bulletin|publisher=Electric Railroaders' Association|volume=|pages=|via=}}</ref> and regular service was expected to begin by August or September of that year.<ref>{{cite web | last=Saulny | first=Susan | title=Another Tunnel Offers Breathing Room for E and F Trains | website=The New York Times | date=November 28, 2000 | url=https://www.nytimes.com/2000/11/28/nyregion/another-tunnel-offers-breathing-room-for-e-and-f-trains.html | access-date=February 3, 2018}}</ref> However, the [[September 11 attacks|September 11, 2001, terrorist attacks]] delayed the commencement of regular service. The connector came into regular use on December 16, 2001, with the rerouting of F service at all times to 63rd Street.<ref name="Kershaw 2001" />

The 63rd Street Connector created a new path between Manhattan and the heavily traveled Queens Boulevard Line, increasing the amount of train service that could be run between Manhattan and Queens. With the F rerouted via 63rd Street, service through the [[53rd Street Tunnel]] was replaced by the [[V (New York City Subway service)|V train]], a new local service that ran along the Sixth Avenue and Queens Boulevard lines.<ref name="Kershaw 2001">{{cite web | last=Kershaw | first=Sarah | title=V Train Begins Service Today, Giving Queens Commuters Another Option | website=The New York Times | date=December 17, 2001 | url=https://www.nytimes.com/2001/12/17/nyregion/v-train-begins-service-today-giving-queens-commuters-another-option.html | access-date=February 3, 2018}}</ref> This service has since been discontinued and replaced with an extension of the [[M (New York City Subway service)|M train]].<ref>{{Cite web|url=http://www.mta.info/press-release/nyc-transit/major-subway-changes-set-monday|title=MTA {{!}} Press Release {{!}} NYC Transit {{!}} Major Subway Changes Set for Monday|website=www.mta.info|access-date=October 20, 2016}}</ref><ref>{{Cite web|url=http://web.mta.info/mta/news/books/docs/NYCT_2010_Service_Reduction_Evaluation.pdf|title=Evaluation of 2010 Service Reductions|last=|first=|date=September 23, 2011|website=mta.info|publisher=New York City Transit|access-date=October 20, 2016}}</ref>

===Connections to the Second Avenue Subway===
[[File:SASPhase1TBMBreakthrough.jpg|thumb|right|Workers celebrate after the [[Second Avenue Subway|IND Second Avenue Line]] Tunnel Boring Machine reaches the BMT 63rd Street Line.]]

The 63rd Street Lines were envisioned to connect the [[Second Avenue Subway]] to the [[BMT Broadway Line]], the [[IND Sixth Avenue Line]], and [[Queens]]. The BMT 63rd Street Line would directly connect the upper Second Avenue Line to the Broadway Line. Construction on the IND Second Avenue Line began in 1972, but was halted in 1975 due to the [[New York City fiscal crisis]]. As a result, the BMT 63rd Street Line was not finished and instead ended abruptly at Lexington Avenue-63rd Street station. In 2007, construction on the Second Avenue line recommenced and in 2011, construction started at Lexington Avenue-63rd Street to expand and renovate the station, and to complete the connection to the Second Avenue Line. This renovation removed the walls on the platforms and opened new entrances on the Third Avenue side of the station. The [[tunnel boring machine]] being used to create the tunnels for the first phase of Second Avenue Line broke through the wall into the lower level of the BMT 63rd Street Line on September 22, 2011.<ref name="tunnel complete">{{cite web|title=Tunneling for Second Avenue Subway Complete|url=http://www.mta.info/mta/news/releases/?agency=hq&en=110922-HQ58|publisher=Metropolitan Transportation Authority|accessdate=November 10, 2011|date=September 22, 2011}}</ref>

On January 1, 2017, the first phase of the Second Avenue Line opened, extending the [[Q (New York City Subway service)|Q]] and [[N (New York City Subway service)|N]] services under Central Park and eastward to the stop at Lexington Avenue–63rd Street before turning north at Second Avenue to merge with the Second Avenue Line.<ref name="SASOpens-2017"/> This created direct service between the [[Upper East Side]] and the existing [[BMT Broadway Line]].<ref name="mta.info">{{Cite web|title = MTA {{!}} Press Release {{!}} NYC Transit {{!}} MTA Advances Work On Second Avenue Subway Service|url = http://www.mta.info/press-release/nyc-transit/mta-advances-work-second-avenue-subway-service|website = www.mta.info|access-date = February 19, 2016}}</ref> The double-decked [[Lexington Avenue–63rd Street (BMT 63rd Street Line)|Lexington Avenue–63rd Street]] station provides [[cross-platform interchange]] between the two 63rd Street lines. Northbound trains use the lower level; southbound trains use the upper level.<ref name="tracks3" />

The third phase of Second Avenue Line construction, which is not funded {{as of|2017|lc=y}},<ref>{{cite news|url=http://www.nydailynews.com/new-york/ave-subway-track-open-2016-mta-article-1.1251331|title=Second Ave. subway on track to open in 2016: MTA|last=Donohue|first=Pete|date=January 20, 2013|work=|newspaper=New York Daily News|location=|via=|accessdate=March 25, 2013}}
* {{Cite web|url=http://pix11.com/2017/01/26/second-avenue-subway-expansion-to-be-added-to-trumps-infrastructure-priority-congresswoman-says/|title=Second Avenue Subway expansion to be added to Trump's infrastructure priorities, congresswoman says|date=January 27, 2017|website=New York's PIX11 / WPIX-TV|access-date=January 27, 2017}}
* {{Cite news|url=http://www.amny.com/transit/second-avenue-subway-a-priority-for-trump-rep-maloney-says-1.13020262|title=Maloney: Second Ave. subway is a priority for Trump|newspaper=am New York|access-date=January 27, 2017|language=en}}</ref> is proposed to include a separate connection between the IND 63rd Street Line and the Second Avenue Line, turning southwest from 63rd Street onto Second Avenue. This connection would allow trains coming from the [[IND Queens Boulevard Line]] to run on the Second Avenue Line to [[East Midtown|Midtown Manhattan]] and [[Lower Manhattan]].<ref name="tracks3" /> However, the MTA does not plan to run passenger trains through this connection and it would be used only for movements by non-passenger trains, although passenger service could be possible if subway capacity in Queens is increased to accommodate extra service.<ref>{{cite web|title=Second Avenue Subway Final Environmental Impact Statement (FEIS): Executive Summary, page 3 |url=http://web.mta.info/capital/sas_docs/feis/executivesummary.pdf#page=3|website=mta.info|publisher=[[Metropolitan Transportation Authority]]|accessdate=March 6, 2016}}</ref>

==Station listing==
{{NYCS service legend
| alltimes        = show
| allexceptrush   =
| allexceptnights = show
| nightsonly      =
| nightsweekends  =
| weekdaysonly    = show
| weekendsevenings= show
| rushonly        = show
| rushpeak        = show
| closed          =
}}
{| class="wikitable"
!{{Access icon}}
!Station
!Services
!Opened
!Transfers and notes
|-
!colspan=5 style="background-color: silver;"|IND Line begins as a split from the [[IND Queens Boulevard Line]] ({{NYCS 63rd IND|time=show}})
|-
|{{Access icon}}
|[[21st Street–Queensbridge (IND 63rd Street Line)|21st Street–Queensbridge]]
|{{NYCS 63rd IND|time=show}}
|nowrap|October 29, 1989
|-
!colspan=5 style="background-color: silver;"|[[63rd Street Tunnel]]
|-
|{{Access icon}}
|[[Roosevelt Island (IND 63rd Street Line)|Roosevelt Island]]
|{{NYCS 63rd IND|time=show}}
|October 29, 1989
|
|-
!colspan=5 style="background-color: silver;"|63rd Street Tunnel
|-
!colspan=5 style="background-color: silver;"|BMT Line begins as a split from<ref name="tunnel complete"/> the [[Second Avenue Subway|IND Second Avenue Line]] ({{NYCS Second|time=show}})
|-
|{{Access icon}}
|[[Lexington Avenue–63rd Street (63rd Street Lines)|Lexington Avenue–63rd Street]]
|{{NYCS 63rd Lexington|time=show}}
|October 29, 1989 (IND)<br />January 1, 2017 (BMT)
|[[MetroCard (New York City)|MetroCard]] transfer to [[IRT Lexington Avenue Line]] ({{NYCS Lexington|time=show}}) at [[59th Street (IRT Lexington Avenue Line)|59th Street]]<br />[[MetroCard (New York City)|MetroCard]] transfer to [[BMT Broadway Line]] ({{NYCS Broadway 60th|time=show}}) at [[Lexington Avenue / 59th Street (BMT Broadway Line)|Lexington Avenue / 59th Street]]
|-
!colspan=5 style="background-color: silver;"|connecting tracks ({{NYCS 63rd connector|time=show}})
|-
!colspan=5 style="background-color: silver;"|IND Line continues as a branch of the [[IND Sixth Avenue Line]] ({{NYCS 63rd IND|time=show}})
|-
!colspan=5 style="background-color: silver;"|BMT Line continues as [[BMT Broadway Line]] express tracks ({{NYCS 63rd BMT|time=show}})
|}

==References==
{{Reflist|30em}}

==External links==
{{attached KML|display=inline,title}}
*{{Youtube|id=CrLHEbTFJgo|title=Transit Construction Progress Report Part 1 (1973)}}
*{{Youtube|id=TdIzfPD-9-c|title=Transit Construction Progress Report Part 2 (1973)}}

{{NYCS lines navbox}}
{{NYCS navbox}}
{{Central Park}}

[[:Category:Brooklyn–Manhattan Transit Corporation]]
[[:Category:Independent Subway System]]
[[:Category:New York City Subway lines]]
[[:Category:Railway lines opened in 1989]]
[[:Category:1989 establishments in New York (state)]]
[[:Category:Program for Action]]