Service History
On June 13, 1915, the first test train on the IRT Flushing Line ran between Grand Central and Vernon Boulevard – Jackson Avenue, followed by the start of revenue service on June 22. Over the next thirteen years, the line was extended piece by piece to its current form between Times Square and Flushing – Main Street.
The 7 designation has been assigned to its current route since the introduction of front rollsigns on the R12 in 1948.
From May 13, 1985 to August 21, 1989, the IRT Flushing Line was overhauled for improvements, including the installation of new track, repair of station structures and to improve line infrastructure. The major element was the replacement of rails on the Queens Boulevard viaduct. Express service was suspended for the duration of the project; however, extra service was provided for Mets games and Flushing Meadows Park events. Upon the completion of the project, express service was restored, but express trains bypassed 61st Street – Woodside because the Transit Authority was concerned about passengers transferring between local and express trains at that station. The stop was added a few months later after pressure from community opposition.
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. Express service was suspended between 61st Street – Woodside and Queensboro Plaza; temporary platforms were installed to access the express track in the four intermediate stations. The work began in April 1993. When the viaduct reconstruction finished on March 31, 1997, full express service was reinstated.
In 1999, express service was expanded from rush hours only to weekdays from 6:30 to 22:00 (6:30 a.m. to 10:00 p.m. eastern time). However, this expansion was cut back in 2009 due to frequent midday construction.
Work has been underway since 2008 to convert the 7 service to accommodate Communication-Based Train Control (CBTC). Expected to cost $585.9 million, CBTC will allow two additional trains per hour, providing a 7% increase in capacity. New cars on order for the A-Division (R188 contract) are compatible with CBTC, which the MTA estimates will be completed in 2016.
An extension of the Flushing line west then south to 34th Street – 11th Avenue, near the Jacob K. Javits Convention Center, is currently under construction and is scheduled to be completed in June 2014, instead of December 2013. The 34th Street station's construction project itself will not be completed until the end of 2015.
On November 16, 2010, New York City officials announced they are considering a further extension of the service across the Hudson River to the Secaucus Junction train station in New Jersey. As of October 26th, 2011 tentative support for the extension has been given by New York City Mayor Bloomberg as well as New Jersey Governor Chris Christie in comments to the press.
Read more about this topic: 7 (New York City Subway Service)
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