Subway East Main Street

Subway East Main Street – 40°45′34″N 73°49′49″W / 40.75944°N 73.83028°W / 40.75944; -73.83028 Coordinates: 40°45′34″N 73°49′49″W / 40.75944°N 73.83028°W / 40.75944; -73.83028

Flushing – Main Street Station (signed Main Street on tracks and columns, and Main St. – Flushing on overhead signals) is the eastern terminus of the New York City Subway’s IRT Flushing Line, located at Main Street and Roosevelt Avenue. Downtown Publicity, Questions

Subway East Main Street

7 local trains at all times and trains during peak hours are served here

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The Flushing–Main Street station was originally built as part of a bilateral agreement between the Interborough Rapid Transit Company (IRT) and the Brooklyn–Manhattan Transit Corporation (BMD). It began on January 21, 1928, and the flashing line area was fraught with problems. Despite plans to extend the line to the east of the station, no such escape took place. The station was replaced in the 1990s The MTA began construction of additional stairs at the station in 2022, including four new tracks

The station has two platforms and three tracks; East facing platform d. There are nine tracks at street level, leading to two separate fare control areas on Main Street and Lipman Plaza. The station complies with the Americans with Disabilities Act of 1990 The station is on the National Register of Historic Places In 2019, it was the busiest transit station outside of Manhattan and the 12th busiest train station in the system.

Two contracts in 1910 called for IRT and BMT lines in Brooklyn, New York, and the Bronx. Due to the lack of development at the time, Brooklyn and the Bronx did not receive many new IRT and BMT lines because the New York Public Service Commission (PSC) wanted to arrange subways in the other two areas before construction. in trouble The IRT Flushing line will be one of two charter lines in the region and will connect both Flushing and the eastern suburbs of Long Island City, Que., to Manhattan via the Steinway Canal. Built in the early 1910s, the trail ran through undivided land before Roosevelt Avenue was built.

When the line was planned, downtown Flushing was a quiet German-colonial area; Roosevelt Ave., once known as Amity Street, is the neighborhood’s main commercial street.

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In late 1912, Flushing community groups petitioned the Public Service Commission (PSC) to stop rather than extend the proposed Flushing subway line.

Like the subway, the El would disrupt quality of life and erode nearby property values, and the extension to Amity Street would change the existing downtown. An Amity Street property owner compared the estimated impact of the rising flashing line on Amity Street to the destruction of Myrtle Ave in Brooklyn after its construction. On the other hand, metro road expansion should be done more than the same LGD increase

On January 20, 1913, because of this concern, the Flushing Association voted that any IRT station in Flushing be built underground.

Due to arguments for upgrading the line at Flushing (see Request for line removal), the PSC has declined to make a decision on whether to build or upgrade the tunnel in the next few months.

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The PSC finally voted to bring in the Flushing Division in April 1913 However, they have decided to postpone the discussion on the matter as the metro fare has been increased till Wednesday.

In June 1913, the New York City Council voted to allow a third line to extend past 103rd Street – Corona Plaza to Flushing, possibly a second phase that would reach Bayside.

The IRS agreed to run the levy on the condition that any losses be covered by the city.

This station, along with two others at Willets Point Boulevard and 111th Street, was authorized in 1921 as part of the Flashing Line extension through 103rd Street.

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On April 21, 1923, the station and two-span bridge over Flushing Creek were constructed using the cut and cover method.

The bridge was completed in 1927 and the station opened on 21 January 1928, ten years after the line began operating.

In January 1913, while the High Line was being debated in Flushing, the Whitestone Impromptu Association proposed bypassing Whitestone, College Point, and Bayside. However, some members of the committee wanted to oppose the construction of the flashing unless Whitestone was expelled. Protesters gathered in South Flushing and erected barricades on the LIRR’s Ctral branch after a Jan. 20 vote to allow subway construction through Flushing.

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Eleven days later, PSC announced its intention to extend an L from Corona to Flushing, possibly extending Bayside to Bay Neck Bay.

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It was decided not to cross the line at Corona, 5.5 miles (8.9 km) to Bayside, some way to Brooklyn or the Bronx. The New York Times wrote that flushing extensions would be less of a problem per square meter per capita than in the Bronx.

The Bayside Spillway was officially approved in June 1913, but after the initial construction of the Flushing Spillway.

A revised subway extension plan published in December 1913 called for extending the Flushing line to the highway and/or parallel Bell Boulevard in Bayside to the right-of-way of the Port Washington branch of the LIRR. The express line would have gone to College Point at 149th Street

In 1914, the PSC chairman and commissioners decided to build a road to Bayside However, at the time, the LIRR and IRT were operated separately, and IRT plans called for rebuilding a portion of the Port Washington branch between Broadway and Aburndale stations. The Port Washington Branch to Bayside will compete with LIRR service as the IRT moves to stop flashing past.

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A member of the United Citizens Association has submitted a proposal to the LIRR that would allow the IRT Port Washington branch to serve Flushing and Bayside, using a line connecting the two lines in Corona.

The PSC supported unionization as a temporary measure by voting to charter the Bayside Union on March 11, 1915. Specifically, engineers studying the proposed intersection of the LIRR and IRT lines found that the IRT’s land would not connect to any land.

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LIRR President Ralph Peters at the time agreed to lease the Port Washington and Whitestone branches to the IRT for immediate use for $250,000,000 (equivalent to $6,700,000 in 2021). And additional fees are paid The lease lasts for t years with an option to extend for several years The PSC supported the idea of ​​hiring IRTT along these lines, but was unsure where Corona would be placed.

The only group opposed to the lease agreement was the Flushing Association, which supported Flushing’s first subway plan.

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Later, the PSC ignored the lease proposal as it focused on developing the first phase of the two contracts The Flushing Business Association continued to advocate for the Amity Street subway and created a wedge among other groups supporting the LIRR lease. In the spring of 1915, the PSC and LIRR negotiated a lease that was expected to reach $125,000,000 in the first year, rising to $3,350,000 in 2021, with eight percent annual increases; Negotiations broke down in 1916

The Whitestone Impromptu Association, opposing the debate’s motion, approved the tunnel under Amity Street Ave., even though it would not work directly.

The PSC CEO wrote in a report that 20,600 riders would use the Whitestone and Bayside lines daily in both directions, and by 1927 there would be 34,000,000 riders in each direction.

The Third Ward Rapid Transit Association wrote a statement saying that flashing should be sent to the subway until then.

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Although the line has not yet been extended to Corona, the idea of ​​a tunnel to Little Neck has been developed.

When the Whitestone Branch Tunnel was leased it had to be rebuilt, the railroad tracks removed and a road doubled. PSC located at 14 locations to remove from roads However, in early 1917,

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