page_title: IRT Flushing Line
section_title: Decline and rehabilitation
hierarchical_section_title: IRT Flushing Line / History / Decline and rehabilitation
caption_attribution_description: Red bird 7 train. R36 7 local northbound at 33rd Street-Rawson Street
context_page_description: The IRT Flushing Line is a rapid transit route of the New York City Subway system, named for its eastern terminal in Flushing, Queens. It is operated as part of the A Division. The Interborough Rapid Transit Company, a private operator, had constructed the section of the line from Flushing, Queens, to Times Square, Manhattan between 1915 and 1928. A western extension was opened to Hudson Yards in western Manhattan in 2015, and the line now stretches from Flushing to Chelsea, Manhattan. It carries trains of the 7 local service, as well as the express <7> during rush hours in the peak direction. It is the only currently-operational IRT line to serve Queens.
  It is shown in the color purple on station signs, the official subway map, and internal route maps in R188 cars. Before the line was opened all the way to Flushing in 1928, it was known as the Corona Line or Woodside and Corona Line. Prior to the discontinuation of BMT services in 1949, the portion of the IRT Flushing Line between Times Square and Queensboro Plaza was known as the Queensboro Line. Since the mid-2010s, the line's signal system has been converted to an automated system.
context_section_description: As with much of the rest of the subway system, the IRT Flushing Line was allowed to deteriorate throughout the 1970s to the late 1980s. Structural defects that required immediate attention at the time were labeled as "Code Red" defects or "Red Tag" areas, and were numerous on the Flushing Line. Some columns that supported elevated structures on the Flushing Line were so shaky that trains did not run when the wind speed exceeded 65 miles per hour (105 km/h). This was particularly widespread on the Flushing and the BMT Jamaica Lines.
  On May 13, 1985, a 4​¹⁄₂-year long project, $70 million project to overhaul the IRT Flushing Line commenced. It forced single-tracking on much of the line during weekends, and the elimination of express service for the duration of the project. The MTA advertised this change by putting leaflets in the New York Times, the Staten Island Advance, the Daily News, and Newsday. The project laid new track, replaced or repaired concrete and steel structures, replaced wooden station canopies with aluminum, improved lighting, improved signage, and installed new ventilation and pumping equipment. Expanded service was provided when the Mets played home games or when there were sporting events in Flushing Meadows–Corona Park. Paradoxically, Flushing local trains had better on-time performance during the construction than before it started.
  The $70 million rehabilitation project on the Queens Boulevard concrete viaduct was completed six months early, and <7> express service was restored on August 21, 1989, without stopping at 61st Street–Woodside. This led to protests by community members to get express service back at 61st Street station. The reason for the discontinuance on the Flushing express was because the MTA felt it took too long to transfer between locals and expresses. The service was also due to fears of delays on the line when locals and expresses merged after 33rd Street–Rawson Street. The change was supposed to enable local trains to stop at 61st Street every four minutes (15 trains per hour) during rush hours, but according to riders, the trains arrived every 8–10 minutes. The community opposition led to service changes, and expresses began stopping at Woodside again a few months later.
  On weekends between January 19 and March 11, 7 service was partially shutdown so that switches at the Fisk Interlocking could be replaced. The $5 million project was not done in conjunction with the work between 1985 and 1989 because the 23-year old switches were not due for replacement.
  In the mid-1990s, the MTA discovered that the Queens Boulevard viaduct structure was unstable, as rocks that were used to support the tracks as ballast became loose due to poor drainage, which, in turn, affected the integrity of the concrete structure overall. <7> express service was suspended again between 61st Street–Woodside and Queensboro Plaza; temporary platforms were installed to access the express track in the four intermediate stations. The work began on April 5, 1993. When the viaduct reconstruction finished on March 31, 1997, full <7> express service was reinstated. Throughout this entire period, ridership grew steadily.
  In spring 2018, express service west of 74th Street was suspended temporarily so the MTA could fix the supports under the center track at 61st Street.
caption: A 7 train of R36 cars at 33rd Street–Rawson Street, in the Redbird paint scheme
exif: {}