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The NYCTA declined to extend the route based on the findings of a study made in 1958, and since the extension would duplicate existing service. [ 140 ] On July 11, 1966, the NYCTA moved the terminals of the Q13, Q14, Q16, Q28, and Q44FS from downtown Flushing to the Flushing Parking Field surrounded by 37th Avenue, Union Street, 138th Street ...
Also, a set of tell-tale lights were also offered; these lights can be found on each side of the front destination lights. The MBTA has green lights, while NYCTA buses have orange lights. 1984: A one-door suburban variant is offered for the first time, this is soon retired due to a combination of poor sales and decreased wheelchair access.
The NYCTA approved four changes in subway service on April 27, 1981, including an increase in B service. The changes were made as part of the $1 million, two-year Rapid Transit Sufficiency Study, and were expected to take place as early as 1982, following public hearings and approval by the Metropolitan Transportation Authority (MTA) board.
The New York City Transit Authority (NYCTA) announced plans in 1956 to add fluorescent lights above the edges of the station's platforms. In 1959, all 2 and 3 trains became express. Starting on March 2, 1998, the tunnel was reconstructed along with the cracked tunnel floor.
Projects being built under MTA Capital Construction include the East Side Access and phases 2, 3, and 4 of the Second Avenue Subway. The Fulton Center was completed in November 2014 under MTA Capital Construction; [ 4 ] the 7 Subway Extension was completed in September 2015; [ 5 ] [ 6 ] and the Second Avenue Subway's first phase was completed ...
The NYCTA rejected his systematic revision of nomenclature but did use his diagram of lines as its official map from 1958 to 1967. [ 15 ] After delivering his map in 1958, Salomon had no further control of it, and disliked the NYCTA's addition of touristic information to his minimalist design, [ 16 ] such as the map of 1964.
The modern line begins as a split from the BMT Fourth Avenue Line at a flying junction immediately south of 59th Street.Between the station and the split, crossover switches are provided between the local and express tracks of the Fourth Avenue Line, and then the express tracks curve east under the northbound local track to become the beginning of the Sea Beach Line.
The East Side Access project was restarted after a study in the 1990s showed that more than half of LIRR riders work closer to Grand Central than to Penn Station. [18] The cost of the project, estimated at $4.4 billion in 2004, jumped to $6.4 billion in 2006 [ 19 ] and to $11.1 billion by 2017.