71^st Avenue Continental Avenue Forest Hills (Queens Blvd @ 71^st Ave/108^th Street) Opened 12/13/1936:  Express stop, 4 tracks on 2 island platforms, and is the terminus of R,  former V, and orange M trains. There are 3 fare control areas along full width mezzanine.  2 of the 3 fare control areas are near each other along wraparound passageway outside of fare control. The F/T booth is near the east end and is closest to 71^st Ave/Queens Blvd staircase on south side.  The other P/T booth in the same area is in the middle and is closest to 108^th street71^st Avenue.  It is open during AM rush hours, other times; a couple of HEETs can be used.  The other P/T booth at the far west end is at 70^th Road/Queens Blvd and has only one street stair.  There are 7 street stairs to each platform.  On the platform, the platform wall has green tile band with black border.  Facing the express tracks are the vintage 1936 white signs with black lettering "  Contin-ental Ave Forest Hills" .A renovated and expanded tower is at the far eastern end of the Jamaica-bound platform, another mini-tower also sits on the center of the Manhattan-bound platform but it is seldom used.  Before we enter this station, there are a set of tracks rising from the lower level, one for each direction.  These tracks are used for local trains relaying back downtown, as well as yard moves to the massive Jamaica Yard facility nearby.  They come up and merge with both local and express tracks in “Y” track configuration.  It  is slated to be a key ADA station .

Between 67^th Avenue and Roosevelt Ave/Jackson Heights, we see bellmouths of varying degrees.  What is known is that the IND's second system plans were to build a new line extension to Far Rockaway (way before the 1950 LIRR fire), and take over the LIRR operations via. a spur from the Queens Blvd along the present abandoned ROW.  What makes this part of the line so interesting is the number of bellmouths in this area, at least 4 bellmouths, plus a ramp to the lower level at Roosevelt Ave terminal, were noted during the course of this ride.  Under normal conditions, we would only expect to see 2 bellmouths

67^th Avenue (67^th Avenue and Queens Blvd) opened 12/13/1936:  Local stop, 4 tracks and 2 side platforms.  Tile band on these stations are light shades of blue.  There are 6 stairs to each platform, plus full length mezzanine with crossover allowed.  The P/T entrance at eastern end has ghost booth, F/T side is at western end.  Each fare control has 2 street stairs, one for each side of Queens Blvd that allow underpass usage without paying a fare

63^rd Drive Rego Park (63^rd drive/Junction Blvd and Queens Blvd) Opened 12/13/1936:  Like 67th Avenue, there is a full length mezzanine, however crossover inside fare control is only allowed at the westernmost staircase only.  Another local stop with the usual 4 tracks and 2 side platforms, there are a total of 4 fare control areas, 2 exit only, 1 F/T and 1 part time.  The 2 exit only staircases are at the far western end at platform level, and one for each side.  The Manhattan-bound side of the exit only staircase not only leads to Sears, and other stores upstairs, but also shows evidence of a ghost booth here.  The F/T side is on 63rd Drive and has 2 street stairs, one for each side on Queens Blvd (this affords a safe underpass outside fare control, for those who don't like crossing Queens Blvd.).  The south staircase is closest to the Q53 Triboro Coach Bus route to Rockaway Park.  The P/T side at 64^th Road has ghost booth and the same 2 street stairs. The underpass to avoid crossing Queens Blvd is available at both ends.

As we travel from 63^rd Drive to Woodhaven Blvd, our next stop we quickly see a bellmouth out.  This leads to the planned Winfield/Rockaway spur as part of the IND's never-built second system.  This area will never ever be built again, the residual effects of the 1929-1940's Great Depression, and World War II, forced this and other planned IND extensions on permanent hold.  We can also see further evidence of the IND Rockaway line in some stations also. 

Woodhaven Boulevard Queens Mall AKA. Woodhaven Blvd-Slattery Plaza (Woodhaven Blvd/Horace Harding Blvd/59th Ave and Queens Blvd)  Opened 12/13/1936:   Local stop, although prior 1930's plans were to convert this station into an express stop, once the line from lower Roosevelt Ave terminal (see Roosevelt Ave/Jackson Heights complex info.) to the Winfield spur and the Rockaways would open.  A close observation at outside both ends of this station does reveal the tunnel wall extends outward to allow space for an island platform.  It never happened so it's still a local stop.  The station was renovated in the 1990's, but thankfully retains the 1930's "Woodhaven Blvd-Slattery Plaza" name tablet and "Horace Harding Blvd" directional signs below the name tablet.  The Queens Center Mall first opened in 1972, but the name conversion on subway maps was not in use until the late 1980's.  There is no direct indoor access to the Mall's entrance across 59th Ave from the F/T mezzanine.  The mezzanine allows crossover from any of the stations' 4 staircases from each platform (total of 8 staircases).  There are 3 street stairs on the F/T side at the western end of the mezzanine.  One staircase leads to north side of Queens Blvd and 59th Ave and is the most heavily used staircase because it is closest to Queens Mall and some bus lines.  The other 2 staircases are through a semi long passageway to the south side of Queens Blvd and both sides of Woodhaven Blvd.  Had the Winfield spur was ever constructed and built, this passageway would most likely be a free transfer to/from the Queens Blvd line and the Winfield/Rockaway line instead.  The P/T side at Horace Harding Blvd has ghost booth and 1 street stair.  Since the construction of the Long Island Expressway in the mid-1950's the station entrance at street level appears to be orphaned, out of character with the rest of the area since there is nothing for 300 feet in any direction and is too close to an expressway exit ramp.  Artwork:  "In Memory of The Lost Battalion" by Pablo Tauler (1996) takes nine support beams in the station's mezzanine and creates different materials, such as stainless steel and other material, to honor the soldiers who served in the 77th Infantry in Yaphank, NY during World War 2.Between Woodhaven and Grand Ave, we see a bellmouth inward; again this was part of the failed Winfield/Rockaway spur.

Grand Avenue Newtown (Grand Ave/Broadway at Queens Blvd) Opened 12/13/1936:  Local stop, 4 tracks and 2 side platforms.  Full length mezzanine, however due to the setup of fare control and booth area being at the middle of this mezzanine, crossover is only allowed at the easternmost staircase.    Each side has 2 street stairs, however only the staircases at Grand Ave and Broadway at the western end, are open 24 hours a day.  The other 2 staircases by the crossover are closed at night, however there is HEET access at both ends without having to walk down to the middle of the mezzanine in order to enter fare control.  It is evident from the 2 closed staircases at the Manhattan-bound side, that there were 2 fare control areas, one at each end.  Manhattan-bond side has 4 stairs, plus the 2 closed staircases mentioned, while Jamaica bound side has 5 staircases.  Tile band is a darker shade of blue than the 3 previous stops visited

As we leave 65^h Street, the express tracks are depressed and break away from us, for only for a few stops.  The E and F express now run underneath Northern Blvd, while we continue under Broadway, make a left onto Steinway Street before meeting up with the express trains underneath Northern and Steinway.  The reason for this is Broadway and Steinway Streets are very narrow streets and it would be impossible to align 4 tracks side by side underneath these streets.  The IND was the only one of the 3 NYC transit systems that had the express tracks take a shortcut off the main line, while skipping a few stops, (aside from the BMT use of the Manhattan Bridge).  Only other place along the IND where express train take a mini-shortcut is the section between 7th Ave and Church Ave on the F line in Brooklyn, currently not in active use except for late night and weekend G.O. diversions

Northern Boulevard (Northern Blvd and Broadway) opened 8/19/1933:  Local stop, 2 tracks and 2 side platforms.  Exit at western end by Northern Blvd and Broadway, fare controls are at platform level so no crossover or crossunder is allowed.  F/T booth is Manhattan bound while Forest Hills booth is open part time, other times, HEET access is required. Each fare control has only 1 street stair.  Closed exits at eastern end on both side, IND direction tile "56^th St.", and arrow are left intact on both platforms under the Northern Blvd. tablet.    

Queens Plaza (Jackson Ave, at Bridge Plaza South/Queens Blvd) opened 8/19/1933: This station has undergone a full scale renovation by Arena Construction . 4 tracks, 2 island platforms along curved section. ADA access is also planned for this station. Tile band is purple, but is expected to be replaced with new walls. Before the renovation, the station had full length mezzanine (inside and outside fare control) with as many as 3 booths. F/T booth is near the center of the mezzanine has 3 street stairs and outside passage to 2 more street stairs at south end, near ghost booth. The old-style change booth was in place as recent as 1998 before it was subsequently removed. 2 of the outside entrances were redone to match the color of the NYC DOT indoor parking lot structure, when it was constructed in 1975. The P/T booth has 2 street stairs and 1 stair to each platform. A station facility now blocks the passage between P/T and F/T fare control areas inside fare control, thus the mezzanine is divided in half (consistent with other IND mezzanine reconfigurations). But the F/.T area now boasts of balconies that allow you to see the local trains and platforms down below, it didn’t have this unique feature prior to the renovation. There are 3 stairs to each platform from the F/T end, 2 stairs in between both fare control areas were removed during the renovation process.

23^rd Street Ely Avenue is discussed on the complexes page

Broadway Lafayette (West Houston Street between Broadway and Lafayette Ave) Opened 10/1/1936 Station has free transfer to IRT Downtown 6 train (4 trains stop here during late nights) at east end, and is approx 3 levels deep. Renovated by a contractor, it still lacks the passageway from IND level to the Uptown IRT side and is the only transfer point where access is restricted to one-way. Over the years, there were plans on the drawing boards to create a free transfer from the IND level to the Uptown IRT side at Bleecker Street, the plans keep getting shelved, mostly a lack of funding in the MTA’s Capital Program. The 2005-2009 MTA Capital Program makes allowances to design and build the free transfer from the east end of the IND platform. This area appears to be an entrance at one time that apparently never was finished; it is sealed as a false wall. The relatively high ceiling at the same end indicates a ramp was planned somewhere also. This station features only 1 F/T fare control area at Broadway and West Houston, with 2 street stairs. Before the renovation, the fare control was situated in the middle, between the 2 Broadway entrances and the Lafayette Ave entrance. The Lafayette Ave entrance on the south side is currently 24/7 HEET access. A new entrance and booth on the North side of Lafayette Ave and Houston was constructed during the renovation, the booth fell victim to the 2003 ax, as is now listed a ghost booth and part-time HEET access. There is an intermediate level between the mezzanine/IRT level and platform level; it contains artwork on the columns. "Signal" by Mel Chin (1998) uses various materials to create a lighted appearance at the bottom of the column. There are 3 stairs from each platform to intermediate level and an additional 2 stairs from intermediate to mezzanine level. At the far western end (due north in accordance to lines traveled) is another set of stairs (1 for each side) that lead directly up to fare control, 3 levels and a steep walk up

2^nd Avenue Lower East Side (East Houston Street between 2^nd  Ave/Chrystie Street and  1^st   Avenue/Allen Street)  Opened 10/7/1933:   This is a terminal stop for V trains, it has 4 tracks, 2 island platforms and 2 mezzanines.  F/T side is at 1st Avenel/Allen Street, while P/T side is at 2nd Avenel/Chrystie Street.  When the station first opened, it had a full length mezzanine, both inside and outside fare control.   Clear evidence of this mezzanine points to the following:  1. partially obscured directional sign "2nd Ave" at the 1st Avenue end.  2. Three closed staircases from the closed mezzanine, to each platform.  Walk from one end of the platform to another and you will see a break in the ceiling's pattern from time to time, and 3. The mezzanine area is covered on both sides by various station and RTO facilities, along with the gates that would have separated the inside and outside fare control areas.  This would have been a transfer point to the IND's second system along 2nd Avenue, there is a small closed staircase found at the P/T side that confirms this.  The MTA is currently proposing the building of the full length 2nd Ave line within 20 years, and a free transfer at the proposed Houston Street station, to this station is being considered.  The 2 "express" tracks end in a false wall, further evidence suggests that the 2 middle tracks were being planned to be routed into Brooklyn's South 4th Street line as part of the IND second system, none of which ever got past the planning stage. Tile band is purple