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===Late 20th century=== [[File:71st-Forest Hills Subway Station by David Shankbone.jpg|thumb|left|The {{NYCS|V}} route was created in 2001 to add service as part of the [[63rd Street Lines|connection with the 63rd Street Line]], but was eliminated in 2010.<ref name="MTA-FGLineReviews">* {{cite web|url=http://www.nysenate.gov/files/pdfs/flinereport_0.pdf|title=Review of F Line Operations, Ridership, and Infrastructure|date=October 7, 2009|website=[[New York State Senate|nysenate.gov]]|publisher=[[Metropolitan Transportation Authority|MTA]] [[New York City Transit Authority]]|archive-url=https://web.archive.org/web/20100531101000/http://www.nysenate.gov/files/pdfs/flinereport_0.pdf|archive-date=May 31, 2010|url-status=dead|access-date=July 28, 2015}} * {{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]]|access-date=August 2, 2015|archive-date=December 24, 2019|archive-url=https://web.archive.org/web/20191224164006/http://web.mta.info/nyct/service/G_LineReview_7_10_13.pdf|url-status=live}}</ref>]] In 1953, the platforms were lengthened at [[75th Avenue (IND Queens Boulevard Line)|75th Avenue]] and [[Sutphin Boulevard (IND Queens Boulevard Line)|Sutphin Boulevard]] to {{Convert|660|feet|meters|abbr=}} to allow E and F trains to run eleven car trains. The E and F began running eleven-car trains during rush hours on September 8, 1953. The extra train car increased the total carrying capacity by 4,000 passengers. The lengthening project cost $400,000.<ref>{{Cite news|url = https://timesmachine.nytimes.com/timesmachine/1953/08/28/83735052.pdf|title = 2 Subway Lines to Add Cars, Another to Speed Up Service|last = Ingalls|first = Leonard|date = August 28, 1953|access-date = January 25, 2016|newspaper = New York Times|archive-date = July 2, 2022|archive-url = https://web.archive.org/web/20220702214634/https://timesmachine.nytimes.com/timesmachine/1953/08/28/83735052.html?pdf_redirect=true&site=false|url-status = live}}</ref> The operation of eleven-car trains ended in 1958 because of operational difficulties. The signal blocks, especially in Manhattan, were too short to accommodate the longer trains, and the motormen had a very small margin of error to properly platform the train. It was found that operating ten-car trains allowed for two additional trains per hour to be scheduled.<ref>{{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%25201962%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201962%2520-%25207607.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dfdc6273%26DocId%3D4233713%26Index%3DZ%253a%255cIndex%2520U%252dF%252dP%26HitCount%3D16%26hits%3D52%2Bc3%2B1ce%2B1de%2B203%2B24a%2B253%2B259%2B26a%2B270%2B278%2B287%2B299%2B2b3%2B2bc%2B2bd%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201962%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201962%2520-%25207607.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dfdc6273%26DocId%3D4233713%26Index%3DZ%253a%255cIndex%2520U%252dF%252dP%26HitCount%3D16%26hits%3D52%2Bc3%2B1ce%2B1de%2B203%2B24a%2B253%2B259%2B26a%2B270%2B278%2B287%2B299%2B2b3%2B2bc%2B2bd%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&openFirstHlPage=false|title=16-Point Plan Can Give Boro Relief NOW|date=August 10, 1962|work=Long Island Star–Journal|access-date=April 24, 2018}}</ref> Because local service was only offered by the GG trains which only ran into Brooklyn, riders were forced to transfer at express stations to reach Manhattan. This caused overcrowding and delays. The BOT had first proposed a connection between the Queens Boulevard Line and the 60th Street Tunnel in 1940. Fifteen years later, on December 1, 1955, a [[60th Street Tunnel Connection|connection]] to the [[60th Street Tunnel]] opened, allowing trains from the [[BMT Broadway Line]] to serve Queens Boulevard as an additional local from 71st−Continental. This connection was one of the most important links in the system, correcting the 1930s error of insufficient capacity for Queens–Manhattan traffic.<ref name="Raskin-RoutesNotTaken-2013" />{{rp|241}} Service was initially provided by QT Broadway−[[BMT Brighton Line|Brighton]] trains (predecessor to the {{NYCS|Q}} train).<ref name="Sparberg2014"/><ref>{{cite news |title=Straphangers Sit As Tunnel Opens |url=https://select.nytimes.com/gst/abstract.html |newspaper=The New York Times |date=December 2, 1955 |access-date=February 28, 2010 |archive-date=November 2, 2012 |archive-url=https://web.archive.org/web/20121102174547/http://select.nytimes.com/gst/abstract.html?res=FB0613FB345E1A7493C0A91789D95F418585F9 |url-status=live }}</ref> This service would be replaced by {{NYCS|RR}} trains in 1961, a new [[EE (Queens–Broadway Local)|EE]] train in 1967, and {{NYCS|N}} trains in 1976.<ref name="Sparberg2014"/> On August 27, 1977, GG service was cut back to Queens Plaza during late nights, and local service along Queens Boulevard was provided by the {{NYCS|F}}.<ref>{{Cite AV media|url=https://www.flickr.com/photos/127872292@N06/27461551962/|title=Service Adjustments on the BMT and IND Lines Effective Midnight, Saturday, August 27 New York City Transit Authority (1977)|website=Flickr|access-date=June 9, 2016|url-status=live|archive-url=https://web.archive.org/web/20160915071754/https://www.flickr.com/photos/127872292%40N06/27461551962/|archive-date=September 15, 2016}}</ref> Effective May 6, 1985, use of double letters to indicate local service was discontinued, so the GG was relabeled G.<ref>{{cite AV media|url=http://www.thejoekorner.com/brochures/kwhat2.gif|title=What's a K train?|first=Joe|last=Korman|website=TheJoeKorner|access-date=December 28, 2018|archive-date=March 4, 2016|archive-url=https://web.archive.org/web/20160304235237/http://www.thejoekorner.com/brochures/kwhat2.gif|url-status=live}}</ref><ref>{{Cite AV media|url=https://www.flickr.com/photos/127872292@N06/27733842265/|title=Hey, What's a "K" train? 1985 Brochure|website=Flickr|access-date=June 17, 2016|url-status=live|archive-url=https://web.archive.org/web/20160915071759/https://www.flickr.com/photos/127872292%40N06/27733842265/|archive-date=September 15, 2016}}</ref> On April 20, 1981, Councilman Steven Orlow said the New York City Transit Authority agreed to put a contract to replace the lighting at six stations on the Queens Boulevard Line from 75th Avenue to 169th Street up for bidding in October, with work to be completed by early 1982. The existing lighting at the stations meant that platforms were very dimly lit, and made riders feel unsafe.<ref>{{Cite news|last=Banner|first=Randy|date=April 21, 1981|title=Orlow Says Contract For IND Lighting Set|work=Newsday|url=https://www.newspapers.com/clip/79083748/|access-date=June 16, 2021}}</ref> Until 1986, 2 E trains and 2 F trains started at Continental Avenue in the morning rush hour with the intention to relieve congestion. These trains were eliminated because they resulted in a loading imbalance as these lightly-loaded trains would be followed by extremely crowded trains from 179th Street, which followed an 8-minute gap of E and F service from 179th Street.<ref name=":12">{{Cite web|title=Archer Avenue Corridor Transit Service Proposal|date=August 1988|publisher=New York City Transit Authority, Operations Planning Department}}</ref>{{Rp|51}} On May 24, 1987, {{NYCS|N}} and {{NYCS|R}} services swapped terminals in Queens to provide R trains direct access to the Jamaica Yard. As part of the reroute plan, F service along Queens Boulevard was discontinued during late nights (1 a.m. to 5 a.m.). Late night local service was replaced by the R, which ran as a Queens Boulevard Local at all times. F trains were cut back to [[57th Street (IND Sixth Avenue Line)|57th Street]] on the Sixth Avenue Line during late nights. In addition, Queens Plaza became the northern terminal for the G train on evenings, weekends and late nights.<ref name="Sparberg2014" /><ref name="QnsOptionsStudyEIS-1990">{{cite book|url=https://books.google.com/books?id=ed43AQAAMAAJ&pg=SA3-PA6|title=Alternatives Analysis/Supplemental Draft Environmental Impact Statement for the Queens Subway Options Study|date=May 1990|publisher=[[United States Department of Transportation]], [[Metropolitan Transportation Authority]], [[Urban Mass Transit Administration]]|access-date=August 13, 2016}}</ref><ref name="NYTimes-N-R-Shifts-Oct1986">* {{cite news|url=https://www.nytimes.com/1986/10/16/nyregion/shifts-on-n-and-r-lines-are-planned-in-queens.html|title=Shifts on N and R Lines Are Planned in Queens|date=October 16, 1986|work=[[The New York Times]]|access-date=July 29, 2016|page=B10|archive-date=August 11, 2016|archive-url=https://web.archive.org/web/20160811065411/http://www.nytimes.com/1986/10/16/nyregion/shifts-on-n-and-r-lines-are-planned-in-queens.html|url-status=live}} * {{cite web|url=http://www.subwaynut.com/brochures/nrswitch/index.html|title=N and R Service changes|work=subwaynut.com|access-date=July 29, 2016|archive-date=August 19, 2016|archive-url=https://web.archive.org/web/20160819105802/http://www.subwaynut.com/brochures/nrswitch/index.html|url-status=dead}}</ref> In 1986, the TA studied which two services should serve the line during late nights as ridership at this time did not justify three services. A public hearing was held in December 1986, and it was determined that having the E and R run during late nights provided the best service.<ref name=":12" />{{Rp|51}} ==== Archer Avenue changes ==== Originally, the [[G (New York City Subway service)|G]] and [[N (New York City Subway service)|N]] local trains were planned to serve the upper level of the new Archer Avenue Line extension,<ref>{{cite web|url=http://img.photobucket.com/albums/v93/GP36Chris/Subway/roll2.jpg|title=R46 Subway Car Rollsign|website=Photobucket|publisher=Metropolitan Transportation Authority|access-date=September 8, 2019|archive-date=September 15, 2020|archive-url=https://web.archive.org/web/20200915104804/http://img.photobucket.com/albums/v93/GP36Chris/Subway/roll2.jpg|url-status=live}}</ref><ref>{{cite web|url=http://img.photobucket.com/albums/v93/GP36Chris/Subway/roll3.jpg|title=R46 Subway Car Rollsign|website=Photobucket|publisher=Metropolitan Transportation Authority|access-date=September 8, 2019|archive-date=September 15, 2020|archive-url=https://web.archive.org/web/20200915113859/http://img.photobucket.com/albums/v93/GP36Chris/Subway/roll3.jpg|url-status=live}}</ref><ref>{{Cite web|url=http://indsecondsystem.weebly.com/uploads/1/0/0/0/10005869/img-9892.jpg|title=A view of the western car dropoff/pickup area. A sign outlining the proposed services following the opening of the Archer Avenue Subway can be seen - N trains, which served the Queens Boulevard Line until 1987, would have run to Jamaica Center, along with the G, which served the Queens Boulevard Line until 2010. In addition, a sealed passage to the northwestern of Union Turnpike upper level and Queens Boulevard can be made out by the arched ceiling to the right of the subway sign.|date=March 8, 2020|website=indsecondsystem.weebly.com|access-date=March 13, 2020|archive-date=March 13, 2020|archive-url=https://web.archive.org/web/20200313105913/http://indsecondsystem.weebly.com/uploads/1/0/0/0/10005869/img-9892.jpg|url-status=live}}</ref> while the [[E (New York City Subway service)|E]] and [[F (New York City Subway service)|F]] express trains would have remained on the Queens Boulevard mainline towards [[Jamaica–179th Street (IND Queens Boulevard Line)|179th Street]]. The N train was to have been extended from 71st Avenue to Jamaica Center during weekdays, and, when it terminated at 57th Street or 71st Avenue, during evenings and weekends, the G would have been extended to Jamaica Center, and during late nights, a G train shuttle would have run between Jamaica Center and [[Briarwood (IND Queens Boulevard Line)|Van Wyck Boulevard]].<ref>{{cite web|url=http://blake.prohosting.com/~tptsm/rollsign/r4446/r46jamaica/14.png|title=R46 Jamaica Image 14}}{{dead link|date=September 2013}}</ref> On December 11, 1988, the [[Archer Avenue Lines]] opened, utilizing existing provisions east of the Briarwood station. The E was rerouted to its current terminus at [[Jamaica Center–Parsons/Archer (Archer Avenue Lines)|Jamaica Center]].<ref name="QnsOptionsStudyEIS-1990" /><ref name="NYTimes-NYCS-BigChanges-1988" /> Its opening was expected to reroute 17,500 riders from Hillside Avenue to Archer Avenue. Two service plans were identified prior to the February 25, 1988 public hearing. The first would have split rush-hour E service between the two branches, with late night service to 179th Street provided by the R, while the second would have had all E trains run via Archer Avenue and would have extended R locals to 179th Street.<ref name=":17">{{Cite journal|date=January–February 1988|title=Archer Opens Dec. 11 Excerpts From TA Plan|journal=Notes from Underground|publisher=Committee For Better Transit|volume=18|issue=11, 12}}</ref><ref name=":12" />{{Rp|9–10}} A modified version of the second plan was decided upon. When the Archer Avenue Line opened, the E ran to Jamaica Center via the Queens Boulevard Line's express tracks.<ref name=":02">{{Cite news|url=https://www.nytimes.com/1988/12/09/nyregion/big-changes-for-subways-are-to-begin.html|title=Big Changes For Subways Are to Begin|last=Johnson|first=Kirk|date=December 9, 1988|newspaper=The New York Times|access-date=June 6, 2016|issn=0362-4331|archive-date=March 8, 2021|archive-url=https://web.archive.org/web/20210308122331/https://www.nytimes.com/1988/12/09/nyregion/big-changes-for-subways-are-to-begin.html|url-status=live}}</ref> The R was extended to 179th Street to serve local stations east of Continental Avenue, replacing local E service to 179th Street, allowing F trains to continue running express to 179th Street. F trains no longer stopped at 169th Street between 10 a.m. and 3:30 p.m.<ref>{{Cite news|title=New Subway Line Finally Rolling Through Queens|last=Polsky|first=Carol|date=December 11, 1988|work=Newsday}}</ref><ref name=":15">{{Cite journal|date=1988|title=Archer Avenue Extension Opens December 11|journal=Welcome Aboard: Newsletter of the New York City Transit Authority|publisher=New York City Transit Authority|volume=1|issue=4|pages=1}}</ref> During the morning rush hour, some R trains went into service at Continental Avenue, because local ridership from 179th Street during rush hours did not warrant it. All R trains went to 179th Street during the afternoon rush to avoid taking loaded R trains out of service at Continental.<ref name=":12" />{{Rp|9–10}} The change in the plan was the operation of some E trains from 179th Street as expresses during the morning rush hour to provide an appropriate level of E service to Archer during the morning rush, to maintain the same level of service to 179th Street while providing express service, and to provide greater choice for riders at the Parsons Boulevard and 179th Street stations on Hillside Avenue. It was decided not to divert some E trains to 179th Street during the afternoon rush hour so that Queens-bound riders would not be confused about where their E train was headed.<ref name=":12" />{{Rp|9–10}} It was decided to serve Archer with the E as opposed to the F to minimize disruption to passengers who continued to use Hillside Avenue, to maximize Jamaica Avenue ridership and the length of the peak ridership period, which is longer on the F. It was found that most riders using buses diverted to Archer used the E, while passengers on buses to 179th used the F. Having E trains run local between Continental Avenue and Van Wyck Boulevard was dismissed in order to provide 24-hour express service to the Archer Avenue Line.<ref name=":12" />{{Rp|55}} Riders at local stations east of 71st Avenue (169th Street, Sutphin Boulevard, Van Wyck Boulevard and 75th Avenue stations) were angered at losing direct Queens Boulevard Express service in 1988. Local elected officials pressured the MTA to eliminate all-local service at these stations.<ref name="Flocal">{{cite news |last1=Henican |first1=Ellis |title=Locals Sidetrack the F Train |work=Newsday |page=[https://www.newspapers.com/clip/79722596/newsday/ 4], [https://www.newspapers.com/clip/79722610/ 37]|date=July 5, 1992}}</ref><ref name=":5">{{Cite web|url=http://www.laguardiawagnerarchive.lagcc.cuny.edu/pages/FileBrowser.aspx?LinkToFile=FILES_DOC%2FQUEENS_FILES%2F03.012.0231.030137.6.PDF|title=Service Change Monitoring Report Six Month Evaluation of F/R Queens Boulevard Line Route Restructure|date=April 1993|website=www.laguardiawagnerarchive.lagcc.cuny.edu|publisher=Metropolitan Transportation Authority|access-date=December 28, 2018|archive-date=June 4, 2021|archive-url=https://web.archive.org/web/20210604110938/http://www.laguardiawagnerarchive.lagcc.cuny.edu/pages/FileBrowser.aspx?LinkToFile=FILES_DOC%2FQUEENS_FILES%2F03.012.0231.030137.6.PDF|url-status=live}}</ref> On September 30, 1990 the R was cut back to 71st–Continental Avenue outside of rush hours. Late night service to 179th Street was replaced by G service, while F trains began running local east of 71st Avenue during middays, evenings, and weekends.<ref>{{cite web|url=http://www.subwaynut.com/brochures/1990servicechanges.pdf|title=Service Changes September 30, 1990|date=September 30, 1990|website=subwaynut.com|publisher=New York City Transit Authority|access-date=May 1, 2016|archive-date=October 26, 2014|archive-url=https://web.archive.org/web/20141026015324/http://www.subwaynut.com/brochures/1990servicechanges.pdf|url-status=live}}</ref> In response, the MTA considered three options including leaving service as is, having E trains run local east of 71st Avenue along with R service, and having F trains run local east of 71st Avenue replacing R service. Keeping service as is would have kept the reliability improvement that came with the relocation of the merge between E and F service from 75th Avenue to Van Wyck Boulevard, ensured maximum service capacity, and would have benefited the broad majority of riders on Queens Boulevard in terms of time savings and reliability. The second option would have decreased capacity by eight percent, or two trains per hour, increased travel times for most riders from Eastern Queens by 1–2 minutes, worsened reliability on the E and F, and introduced two merges-one with the R at Van Wyck Boulevard and one with the F at 75th Avenue. The third option was expected to help 13,880 people at former local stops with the introduction of direct express service, while lengthening trips by three minutes for 30,010 riders at Parsons Boulevard and 179th Street. In addition, it would decrease capacity by eight percent, or two trains per hour, reduce the reliability of E and F service, and possibly require more F service and less E service due to increases loads on the F. The third option was chosen to be tested in October or November 1992, and was expected to save the NYCTA $50,000 a year. It was also expected to slightly reduce ridership and revenue due to increased travel times for Eastern Queens riders.<ref name="Flocal"/><ref name="VanWyck">{{Cite web|url=http://www.laguardiawagnerarchive.lagcc.cuny.edu/pages/FileBrowser.aspx?LinkToFile=FILES_DOC%2FQUEENS_FILES%2F03.012.0231.030147.3.PDF|title=Van Wyck Blvd Station|date=May 1992|website=www.laguardiawagnerarchive.lagcc.cuny.edu|publisher=Metropolitan Transportation Authority|access-date=December 28, 2018|archive-date=August 6, 2021|archive-url=https://web.archive.org/web/20210806175612/http://www.laguardiawagnerarchive.lagcc.cuny.edu/pages/FileBrowser.aspx?LinkToFile=FILES_DOC%2FQUEENS_FILES%2F03.012.0231.030147.3.PDF|url-status=live}}</ref> On October 26, 1992, R trains were cut back to 71st Avenue at all times. In its place, the F ran local between 71st Avenue and 179th Street at all times, which eliminated express service along Hillside Avenue.<ref>{{cite web|url=https://www.flickr.com/photos/127872292@N06/30660280045/|title=October 1992 New York City Subway Map|date=October 1992|website=Flickr|publisher=New York City Transit Authority|access-date=October 30, 2016|archive-date=January 5, 2017|archive-url=https://web.archive.org/web/20170105070323/https://www.flickr.com/photos/127872292@N06/30660280045/|url-status=live}}</ref> This change was implemented for six months on an experimental basis at the request of passengers using the 169th Street, Sutphin Boulevard, Van Wyck Boulevard and 75th Avenue stations, which had lost direct Queens Boulevard Express service in 1988.<ref name=":5" /> After the six months, the change was kept even though 77% of passengers had benefitted from the pre-October 1992 service plan because there was minimal negative passenger reaction and the intensity of the request. The change increased travel time along the F by 3.5 minutes, and reduced travel time for passengers at local stations by one to two minutes.<ref name=":5" /> In December 1993, the NYCTA agreed to extend the pilot change for six more months.<ref>{{Cite news|last=Bazzi|first=Mohamad|date=December 29, 1993|title=F Train To Continue Stops In Eastern Queens|work=Newsday|url=https://www.newspapers.com/clip/79722444/|access-date=June 17, 2021|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007135208/https://www.newspapers.com/clip/79722444/newsday/|url-status=live}}</ref> Between 1988 and 1990, following the opening of the Archer Avenue extension, ridership decreased by 12 percent at 179th Street, by 60 percent at 169th Street, by 47 percent at Parsons Boulevard, by 70 percent at Sutphin Boulevard, and by 28 percent at Van Wyck Boulevard.<ref name="VanWyck"/> ====63rd Street changes==== As part of the construction of the [[IND 63rd Street Line]] in the 1980s, it was proposed to reverse-signal the IND Queens Boulevard Line, to allow three of the line's four tracks to run in a single peak direction.<ref name="NYTimes-63St-QBLRevSig-1987">* {{cite news|last=Levine|first=Richard|date=February 7, 1987|title=M.T.A. Proposes Opening 63d Street Tunnel in '89|newspaper=The New York Times|url=https://www.nytimes.com/1987/02/07/nyregion/mta-proposes-opening-63d-street-tunnel-in-89.html|access-date=October 20, 2011|archive-date=March 25, 2020|archive-url=https://web.archive.org/web/20200325091505/https://www.nytimes.com/1987/02/07/nyregion/mta-proposes-opening-63d-street-tunnel-in-89.html|url-status=live}} * {{cite book|url=https://books.google.com/books?id=n943AQAAMAAJ&pg=RA3-PT95|title=Final Environmental Impact Statement for the 63rd Street Line Connection to the Queens Boulevard Line|date=June 1992|publisher=[[Metropolitan Transportation Authority]], [[United States Department of Transportation]], [[Federal Transit Administration]]|location=[[Queens]], [[New York City|New York]], [[New York (state)|New York]]|access-date=July 23, 2016|archive-date=October 7, 2022|archive-url=https://web.archive.org/web/20221007135207/https://books.google.com/books?id=n943AQAAMAAJ&pg=RA3-PT95|url-status=live}}</ref> Beginning on March 23, 1997, due to construction on the connector between the IND 63rd Street Line and the IND Queens Boulevard Line, G trains terminated at [[Court Square (IND Crosstown Line)|Court Square]] on evenings, nights and weekends. On August 30, 1997, late night G service was permanently cut back from 179th Street to Court Square, being replaced with the F running local east of Queens Plaza, meaning that the G only ran along the Queens Boulevard Line on weekdays.<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]]|archive-url=https://web.archive.org/web/20150226002828/http://web.mta.info/nyct/service/G_LineReview_7_10_13.pdf|archive-date=February 26, 2015|url-status=live|access-date=August 2, 2015}}</ref><ref name="New York Daily News">{{Cite news|url=https://www.newspapers.com/clip/24160214/august_30_queens_boulevard_changes/|title=Starting August 30, there will be changes in late-night service along Queens Boulevard.|date=September 2, 1997|work=New York Daily News|access-date=September 30, 2018|archive-date=November 6, 2018|archive-url=https://web.archive.org/web/20181106004850/https://www.newspapers.com/clip/24160214/august_30_queens_boulevard_changes/|url-status=live}}</ref> On that date, E service began running local in [[Queens]] during late nights.<ref name="erictb.info">{{Cite web|url=http://www.erictb.info/linehistory.html|title=NYCT Line by Line History|last=Bolden|first=Eric|website=www.erictb.info|access-date=June 17, 2016|archive-date=March 4, 2016|archive-url=https://web.archive.org/web/20160304100921/http://www.erictb.info/linehistory.html|url-status=live}}</ref><ref name="New York Daily News" /> On December 16, 2001, the connection to the [[63rd Street Lines|IND 63rd Street Line]] (built along with the Archer Avenue subway) opened and F trains were rerouted into it, away from the 53rd Street tunnel. The new peak-hour {{NYCS|V}} train was created to replace the F via 53rd Street while running local on Queens Boulevard, requiring the truncation of the G to Court Square during weekdays.<ref name="MTA-FGLineReviews" /><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]]|access-date=August 2, 2015|archive-date=July 23, 2015|archive-url=https://web.archive.org/web/20150723013440/http://www.brooklynpaper.com/stories/35/15/dtg_gtrainhistory_2012_04_13_bk.html|url-status=live}} * {{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|access-date=October 20, 2011|archive-date=March 2, 2011|archive-url=https://web.archive.org/web/20110302103832/http://www.subwaynut.com/brochures/63detour.htm|url-status=dead}}</ref><ref name="nyt 200105">{{Cite news|url=https://www.nytimes.com/2001/05/25/nyregion/panel-approves-new-v-train-but-shortens-g-line-to-make-room.html|title=Panel Approves New V Train but Shortens G Line to Make Room|last=Kennedy|first=Randy|date=May 25, 2001|work=[[The New York Times]]|access-date=March 20, 2010|archive-date=November 26, 2010|archive-url=https://web.archive.org/web/20101126012438/http://nytimes.com/2001/05/25/nyregion/panel-approves-new-v-train-but-shortens-g-line-to-make-room.html|url-status=live}}</ref> G service was extended to Forest Hills–71st Avenue at all other times, which represented the reverse of the previous pattern.<ref name="MTA-GLineReview-2013" /> The G was to be truncated to Court Square at all times to make room for the V, but due to rider opposition, it was cut back only on weekdays until 8:30 pm.<ref name="MTA-GLineReview-2013" />
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