List of New York City Subway transfers

The following free transfers exist between the lines of the New York City Subway. A number of these were created on July 1, 1948, when fares were increased from five to ten cents. Some transfers between subway stations and bus routes existed until 1996, when the MetroCard was introduced.Fact|date=April 2007

The following transfers, which have existed since the lines opened, are not detailed below::West Fourth Street–Washington Square (1940) • Seventh Avenue (1940) • West Eighth Street–New York Aquarium (1920; became inter-division in 1954) • 50th Street (1933) • 145th Street (1933) • 149th Street–Grand Concourse (1917) • Coney Island–Stillwell Avenue (1919; became inter-division in 1954) • Ditmas Avenue (1954-1975) • Hoyt–Schermerhorn Streets (1936) • Jamaica Center–Parsons/Archer (1988) • Jay Street–Borough Hall (1936) • Lexington Avenue–63rd Street (not completed) • Myrtle Avenue (1889) • Myrtle–Wyckoff Avenues (1928) • New Utrecht Avenue/62nd Street (1916) • Prospect Park (1920) • Sutphin Boulevard–Archer Avenue–JFK Airport (1988)

Manhattan

Lower Manhattan (below 14th Street)

The IND Sixth Avenue Line and BMT Canarsie Line were connected inside fare control in the late 1960s ,Fact|date=April 2007 and a passageway west to the IRT Broadway–Seventh Avenue Line opened on January 16, 1978.

The transfer passageway between the IND Eighth Avenue Line and BMT Canarsie Line was placed inside fare control on July 1, 1948.

The BMT Broadway Line, BMT Canarsie Line, and IRT Lexington Avenue Line are linked by passageways at Union Square. The two BMT lines were connected on June 30, 1924, when the Canarsie Line opened. [New York Times, [http://select.nytimes.com/gst/abstract.html?res=FA0F14FA3D5B12738DDDA00A94DE405B848EF1D3 14th St. Subway to Open Tomorrow] , June 29, 1924, page E1] A passageway to the IRT was placed inside fare control on July 1, 1948.

A transfer passageway between the southbound IRT Lexington Avenue Line and both directions of the IND Sixth Avenue Line was placed inside fare control in the 1950s.Fact|date=April 2007

These two adjacent stations on the IRT Lexington Avenue Line and BMT Nassau Street Line are connected by two passageways. The south one opened in 1914, [Joseph Brennan, [http://www.columbia.edu/~brennan/abandoned/chambers.html Abandoned Stations: Chambers St closed platforms] , accessed April 23, 2007] and was placed inside fare control on July 1, 1948. A second passageway, at the north end of the stations, was opened in the evening of September 1, 1962, when the Lexington Avenue Line platforms were extended and the Worth Street station was closed. [New York Times, [http://select.nytimes.com/gst/abstract.html?res=F60A12FB3C58107B93C3A91782D85F468685F9 New Platform for IRT Locals at Brooklyn Bridge to End Jams] , September 1, 1962, page 42]

The two halves of the BMT Broadway Line are linked to the BMT Nassau Street Line and IRT Lexington Avenue Line via passageways. The three BMT stations were linked on September 4, 1917, when the Broadway Line opened.Fact|date=April 2007 The IRT was connected on January 16, 1978.

The two halves of the IND Eighth Avenue Line and the IRT Broadway–Seventh Avenue Line are connected by passageways. They were opened in the 1950s, before which none of the three parts, not even the two IND stations, were connected.Fact|date=April 2007

A passageway between the IND Sixth Avenue Line and BMT Nassau Street Line was placed inside fare control on July 1, 1948.Fact|date=April 2007

A complicated network of passageways connects four separate stations on the IND Eighth Avenue Line, IRT Lexington Avenue Line, BMT Nassau Street Line, and IRT Broadway–Seventh Avenue Line. The full transfer system here was formed on July 1, 1948. While the passageways between the Eighth Avenue, Nassau Street, and Broadway–Seventh Avenue platforms all existed at the time, and were simply placed inside fare control, a paper transfer to the Lexington Avenue Line was issued at first, until a new passageway was opened.Fact|date=April 2007

;Former transfersWhen the elevated IRT Third Avenue Line closed from Chatham Square to South Ferry on December 22, 1950, a paper transfer was given to the M15 bus route. The Third Avenue Line was closed in Manhattan on May 12, 1955, removing this transfer.Fact|date=April 2007

When the new "H" system was implemented on August 1, 1918, the Public Service Commission was unprepared for the heavy traffic using the 42nd Street Shuttle. The shuttle was closed for rebuilding at the end of August 3, and a paper transfer was added between Rector Street on the IRT Broadway–Seventh Avenue Line and Wall Street on the IRT Lexington Avenue Line (the only one of the two lines to go to Brooklyn at that time). [New York Times, [http://select.nytimes.com/gst/abstract.html?res=F00F15FC3C5D147A93C1A91783D85F4C8185F9 Drop Shuttle Plan as Subway Crush Becomes a Peril] , August 3, 1918, page 1] Shuttle service resumed on September 28, 1918, but the transfer remained, and was expanded to allow transfers from Wall Street on the Brooklyn Branch of the Broadway–Seventh Avenue Line, its temporary end. [New York Times, [http://select.nytimes.com/gst/abstract.html?res=F20C15F73E5511738DDDA10A94D1405B888DF1D3 Subway Shuttle Resumes Today] , September 28, 1918] After the Brooklyn Branch was completed on April 15, 1919, the transfer was no longer needed. [New York Times, [http://select.nytimes.com/gst/abstract.html?res=F00D11FA395C1B728DDDAF0994DC405B898DF1D3 Open Clark Street Line] , April 16, 1919, page 18]

There was never a free transfer between the IRT Broadway–Seventh Avenue Line (outer) and IRT Lexington Avenue Line (inner) platforms at South Ferry. However, by 1960, night and weekend Lexington Avenue Line service (5 and 6) stopped at the outer platform. This unadvertised transfer existed until 1977, when Lexington Avenue Line trains stopped running to South Ferry. [Joseph Brennan, [http://www.columbia.edu/~brennan/abandoned/bowling.html Abandoned Stations: Bowling Green & South Ferry platforms] , accessed April 24, 2007]

Midtown and Upper Manhattan

The BMT Broadway Line and IND Sixth Avenue Line, which lie on top of each other, received a transfer at the time of the July 1, 1948 fare increase. An existing connection was placed inside fare control.

The subway station at Grand Central Terminal serves the IRT Lexington Avenue Line, IRT Flushing Line, and IRT 42nd Street Shuttle. Connections are closely integrated, since all three lines were operated by the Interborough Rapid Transit Company. The original station, opened on October 27, 1904, served only the first IRT subway, and is now the shuttle platforms.New York Times, [http://www.nycsubway.org/articles/nytimes-1904-dayoneopen.html Our Subway Open: 150,000 Try It] , October 28, 1904] The Flushing Line station opened on June 22, 1915, [New York Times, [http://select.nytimes.com/gst/abstract.html?res=F30717F93E5F16738DDDAB0A94DE405B858DF1D3 Steinway Tunnel Will Open Today] , June 22, 1915, page 10] and the Lexington Avenue Line station on July 17, 1918, [New York Times, [http://select.nytimes.com/gst/abstract.html?res=F50A17FD3F5A11738DDDAE0994DF405B888DF1D3 Lexington Av. Line to be Opened Today] , July 17, 1918, page 13] each with direct connections to the existing station.Fact|date=April 2007 The elevated IRT Second Avenue Line was closed on June 13, 1942, and, starting the next day, a paper transfer was available between the elevated IRT Third Avenue Line and the Grand Central complex. This allowed passengers who had taken the Second Avenue Line over the Queensboro Bridge to instead use the Third Avenue Line to Lower Manhattan. [New York Times, [http://select.nytimes.com/gst/abstract.html?res=FB0E10FB3C5E17738DDDAE0894DE405B8288F1D3 'El' Will Cease Saturday] , June 7, 1942, page 31] The Third Avenue Line closed on May 12, 1955, ending this transfer. [Ralph Katz, New York Times, [http://select.nytimes.com/gst/abstract.html?res=F40917FD3A5A137B93C1A8178ED85F418585F9 Last Train Rumbles on Third Ave. 'El'] , May 13, 1955, page 1]

At Times Square, a number of passageways connect the IRT Broadway–Seventh Avenue Line, IRT Flushing Line, IRT 42nd Street Shuttle, and BMT Broadway Line. A block-long passageway west to the IND Eighth Avenue Line is also inside fare control. The first transfer here was between the original IRT subway (now the shuttle platforms) and the Broadway–Seventh Avenue Line, opened on June 3, 1917, when the latter line opened as a shuttle to 34th Street–Penn Station. [New York Times, [http://select.nytimes.com/gst/abstract.html?res=F10817FF385F1B7A93C1A9178DD85F438185F9 Three New Links of the Dual Subway System Opened, Including a Shuttle Service from Times Square to Thirty-Fourth Street] , June 3, 1917, page 33] The Flushing Line was extended to Times Square on March 14, 1927, [New York Times, [http://select.nytimes.com/gst/abstract.html?res=FA0A14F73E5B157A93C7A81788D85F438285F9 New Queens Subway Opened to Times Sq.] , March 15, 1927, page 1] and a passageway connecting the IRT and BMT was placed inside fare control on July 1, 1948. The same was done with the connection to the Eighth Avenue Line in 1989.Fact|date=April 2007

A paper transfer [New York City Transit Authority, [http://www.thejoekorner.com/scripted-ticket-display.shtm?http://www.thejoekorner.com/transfers/42-5.giftransfer tickets] ] was added between the IND Sixth Avenue Line and IRT Flushing Line at Bryant Park on July 1, 1968, when KK service started and the new 57th Street station opened. The transfer was only valid on weekdays from 5:00 a.m. to 8:00 p.m. until a passageway was opened [New York Times, [http://select.nytimes.com/gst/abstract.html?res=F10D17FC3A55157493C3A9178CD85F4C8685F9 Skip-Stop Subway Begins Run Today] , July 1, 1968, page 25] by 1971. [Dudley Dalton, New York Times, [http://select.nytimes.com/gst/abstract.html?res=F40F12F93D5E127A93C4AB1782D85F458785F9 Subway Murals Depict History of Bryant Park Area] , September 26, 1971, page S30]

A passageway connects these two stations on the IRT Lexington Avenue Line and IND Queens Boulevard Line. The $13 million tunnel was paid for by Boston Properties, who was building an office tower on the southeast corner of Lexington Avenue and 53rd Street, in exchange for a zoning bonus of 20% more space, and opened in early November 1986. [Albert Scardino, New York Times, [http://select.nytimes.com/gst/abstract.html?res=F50714F8395C0C748EDDA90994DE484D81 Subterranean Engineers] , October 27, 1986, page D1] [Anthony DePalma, New York Times, [http://query.nytimes.com/gst/fullpage.html?res=9A0DE4D71239F934A35751C1A960948260 In a New Tower, a Waiting Rental Strategy Works] , December 7, 1986, page A7]

The IRT Broadway–Seventh Avenue Line and IND Eighth Avenue Line stations at Columbus Circle, which lie above each other, are connected by a passageway that was placed inside fare control on July 1, 1968.

The passageway between the IRT Lexington Avenue Line and BMT Broadway Line stations was placed inside fare control on July 1, 1948. A MetroCard transfer to the IND 63rd Street Line was added on December 16, 2001, when the Queens section of that line was completed. Since the F had moved to the new line, there was no longer a direct transfer to the Lexington Avenue Line, and so this transfer was added with an above-ground walk, free for MetroCard users within two hours of the original boarding.New York Times, [http://select.nytimes.com/gst/abstract.html?res=F30C15F63D5A0C748DDDAB0994D9404482 V Train Begins Service Today] , Giving Queens Commuters Another Option, December 17, 2001, page F1] New York City Transit Authority, [http://thejoekorner.quuxuum.org/brochures/v-train-indx.html The Opening of the new 63 St Connector] , November 2001]

At the crossing of the IRT Broadway–Seventh Avenue Line and IND Eighth Avenue Line in Washington Heights, a passageway connects the two stations. It was placed inside fare control on July 1, 1948.

;Former transfersA paper transferNew York Times, [http://select.nytimes.com/gst/abstract.html?res=F10610FB395A157B93C2AA178DD85F4C8485F9 Transfer Points Under Higher Fare] , June 30, 1948, page 19] at the Polo Grounds (155th Street), between the IND Concourse Line and Polo Grounds Shuttle, was created on June 12, 1940, immediately after the IRT Ninth Avenue Line was closed south of 155th Street. It, along with the new transfer at 161st Street–Yankee Stadium, allowed passengers who had taken the Ninth Avenue Line from the IRT Jerome Avenue Line in the Bronx to use the IND Concourse Line and IND Eighth Avenue Line.New York Times, [http://select.nytimes.com/gst/abstract.html?res=FA0A14FF345D10728DDDAB0994DE405B8088F1D3 Two 'El' Lines End Transit Service] , June 12, 1940, page 27] The Polo Grounds Shuttle and the transfer were discontinued on August 31, 1958. [New York Times, [http://select.nytimes.com/gst/abstract.html?res=F10F11FE3B591A7493C3A91782D85F4C8585F9 155th St. El Expires] , September 1, 1958, page 27]

Bronx

A passageway connects the elevated IRT Jerome Avenue Line and underground IND Concourse Line at Yankee Stadium. The free transfer was added on June 12, 1940 as a paper transfer, replacing the closed IRT Ninth Avenue Line through Manhattan. Passengers that had transferred from the Jerome Avenue Line to the Ninth Avenue Line could now use the Concourse Line and IND Eighth Avenue Line, or alternately use the Polo Grounds Shuttle and another new transfer to the Concourse Line at 155th Street. A passageway was later built inside fare control.Fact|date=April 2007

;Former transfersThe first portion of the White Plains Road Line opened on November 26, 1904 as a branch from the elevated IRT Third Avenue Line north of 149th Street to 180th Street in West Farms. [New York Times, [http://select.nytimes.com/gst/abstract.html?res=FA071FFF3D5912738DDDAF0A94D9415B848CF1D3 Trains on the Viaduct] , November 26, 1904, page 1] It was connected into the original IRT subway on July 10, 1905, and Third Avenue service was ended. [New York Times, [http://select.nytimes.com/gst/abstract.html?res=F00B10FD3B5E12738DDDA90994DF405B858CF1D3 Subway Trains Running from Bronx to Battery] , July 10, 1905, page 1] Transfers were given at 149th Street for passengers who wanted to change to Third Avenue, and transfers were added between the Manhattan-bound subway and the Third Avenue Line to the north on July 13 due to the "congestion and confusion" at that point. These transfers originally only applied to trains continuing in the same direction; [New York Times, [http://select.nytimes.com/gst/abstract.html?res=F50813FE345913738DDDAB0994DF405B858CF1D3 Free Bronx Transfers Ordered by Belmont] , July 12, 1905, page 14] [Brooklyn Daily Eagle Almanac, 1916] by the 1920s, this transfer point had become very congested. A passageway inside fare control was opened on June 1, 1927 in the triangle bounded by 148th Street, Third Avenue, and Willis Avenue. [New York Times, [http://select.nytimes.com/gst/abstract.html?res=FB0716FB3B5C17738DDDA80894DA405B858EF1D3 Plan Safety Aisle to End Subway Jam] , February 1, 1925, page E1] [New York Times, [http://select.nytimes.com/gst/abstract.html?res=F6061FF7395B157A93C3A9178DD85F438285F9 Transit Arcade in Bronx] , June 1, 1927, page 24] The Third Avenue Line closed on April 28, 1973, ending the transfer. [New York Times, [http://select.nytimes.com/gst/abstract.html?res=F00C13FD3E5C147A93CBAB178FD85F478785F9 Third Ave. El Reaches the End of Its Long, Noisy, Blighted, Nostalgic Line] , [{April 29] , 1973, page 24]

The IRT Dyre Avenue Line opened on May 15, 1941. At first, it did not connect directly to the IRT White Plains Road Line, and a transfer passageway (used by the New York, Westchester and Boston Railway when the Dyre Avenue Line tracks were part of its operation) was placed inside fare control. [New York Times, [http://select.nytimes.com/gst/abstract.html?res=F00B15F7395E167B93C6A8178ED85F458485F9 Bronx Transit Link to Open Tomorrow] , May 14, 1941, page 23] A direct connection to the White Plains Road Line north of the station opened on May 6, 1957, [New York Times, [http://select.nytimes.com/gst/abstract.html?res=F20616F83F5A177B93C5A9178ED85F438585F9 Subway Trains Run to Dyre Ave.] , May 7, 1957, page 37] and the old NYW&B station was closed.Fact|date=April 2007

Brooklyn

A transfer between the BMT Fourth Avenue Line and IND Culver Line was added in the 1950s. Fact|date=April 2007

Passageways connect the BMT Fourth Avenue Line and BMT Brighton Line, with the IRT Eastern Parkway Line in the middle. The passageway between the Brighton and Eastern Parkway Lines was added on November 26, 1967, when the Chrystie Street Connection opened and most Brighton Line trains were sent to the IND Sixth Avenue Line. [Emanuel Perlmutter, New York Times, [http://select.nytimes.com/gst/abstract.html?res=F10A15F63C59137A93C4A8178AD95F438685F9 Subway Changes to Speed Service] , November 16, 1967, page 1] The transfer to the Fourth Avenue Line was added on January 16, 1978.New York Times, [http://select.nytimes.com/gst/abstract.html?res=F00C12F73B5A13728DDDAF0994D9405B888BF1D3 City Subways Add 3 Transfer Points] , January 16, 1978, page B2]

The elevated BMT Jamaica Line and BMT Canarsie Line and underground IND Fulton Street Line are connected by passageways inside fare control. This was originally the site of a transfer station between the BMT Fulton Street Line and the other two lines, but the Fulton Street portion was removed as part of the Dual Contracts rebuilding.Fact|date=April 2007 The passageway connecting to the IND Fulton Street Line was placed inside fare control on July 1, 1948.

The BMT Fourth Avenue Line is connected to the IRT Eastern Parkway Line and IRT Broadway–Seventh Avenue Line via a passageway at Borough Hall. This was placed inside fare control on July 1, 1948.

A passageway connects the underground IND Fulton Street Line and the end of the elevated BMT Franklin Avenue Line. The transfer here was added on June 1, 1940, immediately after the elevated BMT Fulton Street Line (to which Franklin Avenue Line passengers could transfer) closed.New York Times, [http://select.nytimes.com/gst/abstract.html?res=F40910FC3E55177A93C5AB178ED85F448485F9 B.M.T. 'El' Lines to Shift Service] , May 27, 1940, page 19] Transfers were made with paper transfer slips until October 18, 1999, when the Franklin Avenue Line reopened after reconstruction, doing away with the last remaining paper transfer on the Subway.Thomas J. Lueck, New York Times, [http://select.nytimes.com/gst/abstract.html?res=F20B10FD3C5D0C7B8DDDA90994D1494D81 Subway Shuttle Gets $74 Million Makeover] , October 18, 1999, page B3]

A transfer passageway between the IRT Eastern Parkway Line and BMT Franklin Avenue Line was added on October 18, 1999, when the Franklin Avenue Line was reopened. It was formerly occupied and blocked by a Transit police station.Fact|date=April 2007

A passageway between the BMT Canarsie Line and IND Crosstown Line was placed inside fare control on July 1, 1948.

;Former transfersOn March 5, 1944, when the elevated BMT Myrtle Avenue Line was removed from the Brooklyn Bridge elevated tracks, and cut back from Park Row to Bridge–Jay Streets, a paper transfer was added at Bridge–Jay Streets to the Brooklyn Bridge trolley lines, specifically the Smith Street Line, DeKalb Avenue Line, and Seventh Avenue Line. [New York Times, [http://select.nytimes.com/gst/abstract.html?res=F20B14F63955157B93C4A91788D85F408485F9 Last 'El' Train Over Brooklyn Bridge Carries Few to Mourn Over Time's Changes] , March 6, 1944, page 21] Bridge trolleys were discontinued on March 6, 1950, and the transfer was replaced with one to the IND Sixth Avenue Line. Manhattan-bound passengers received a transfer when boarding the Myrtle Avenue Line west of Broadway, but Brooklyn-bound passengers could only get one when entering at Broadway–Nassau Street, near Park Row. [New York City Transit Authority, [http://www.nycsubway.org/perl/caption.pl?/img/maps/system_1959.gifOfficial New York City Subway Map and Station Guide] , 1959] In addition, similar trolley transfers were provided at High Street–Brooklyn Bridge, at the Brooklyn end of the bridge. [New York Times, [http://select.nytimes.com/gst/abstract.html?res=F70D17F9355F147B93C0A91788D85F448585F9 Bridge Trolleys Vanish on Monday] , March 2, 1950, page 24] The Myrtle Avenue Line west of Broadway closed on October 3, 1969, [New York Times, [http://select.nytimes.com/gst/abstract.html?res=F50913F93B55127B93C6A9178BD95F4D8685F9 1,200 on Last Trip on Myrtle Ave. El] , October 4, 1969, page 23] and the transfer was replaced with one to the B54 bus route, which ran under the line. The transfers at High Street–Brooklyn Bridge were discontinued at some point, but the B54 transfer remained for a long time.Fact|date=April 2007

When the Broadway Elevated spur to Broadway Ferry closed to passengers on July 2, 1916, a paper transfer was added to the Broadway Ferry Shuttle streetcar line. The shuttle was moved from Broadway Ferry to Lorimer Street when the BMT Canarsie Line opened through Williamsburg on June 30, 1924, and Broadway Line streetcars were rerouted to the ferry. Later the transfer was to the Meeker Avenue Line, now part of the B24 bus route.Fact|date=April 2007

A paper transfer was added at Rockaway Avenue between the temporary east end of the underground IND Fulton Street Line and the new west end of the elevated BMT Fulton Street Line, immediately after the BMT Fulton Street Line was closed west of Rockaway Avenue on June 1, 1940. When the BMT Fulton Street Line was closed east of Rockaway Avenue on April 27, 1956, these transfers were discontinued. [New York Times, [http://select.nytimes.com/gst/abstract.html?res=F10B16FD345F177A93C2AA178FD85F428585F9 First Leg of Rockaways Transit Opened at Cost of $10,154,702] , April 30, 1956, page 24]

The BMT Canarsie Line on the surface south of Rockaway Parkway became a streetcar line on October 26, 1917 with a free transfer to the Canarsie Line. On November 21, 1942, the private right-of-way was closed, and the transfer was instead given to the Rockaway Parkway Line, now the B42 bus route. The streetcars, later buses, stopped inside fare control.Fact|date=April 2007

Queens

An $8.5 million 350-foot (100 m) passageway connecting the IND Queens Boulevard Line with the IND Crosstown Line was built by Citicorp, who was building the Citicorp Building above. It opened in late 1988 or 1989. [Alan S. Oser, New York Times, [http://query.nytimes.com/gst/fullpage.html?res=9B0DE3DE153DF934A25756C0A961948260 Perspectives: Offices in Queens] , May 17, 1987, page A9] [Anthony DePalma, New York Times, [http://query.nytimes.com/gst/fullpage.html?res=940DE0D9143FF934A3575BC0A96E948260 A Giant to Dominate Low-Rise Queens] , August 7, 1988, page A7] [Bruce Lambert, New York Times, [http://select.nytimes.com/gst/abstract.html?res=F40D13FE355D0C758CDDAB0894DC494D81 Citicorp's Tower: Still a Majestic Misfit] , February 6, 1994, page A10] A MetroCard transfer to the IRT Flushing Line was added on December 16, 2001, when the IND 63rd Street Line was completed and the G was cut back to Court Square during peak hours. This transfer is free for MetroCard users within two hours of the original boarding. Soon after, a moving walkway was added in the IND passageway.

As part of the Dual Contracts, the Astoria Line and Flushing Line were operated by both the Interborough Rapid Transit Company and the Brooklyn–Manhattan Transit Corporation. This arrangement remained through unification, until, starting October 17, 1949, the Astoria Line became BMT-only and the Flushing Line IRT-only. A cross-platform transfer at Queensboro Plaza, where the lines meet, was made available by closing the north (BMT) half of the station and routing all trains into the south (IRT) half. [New York Times, [http://select.nytimes.com/gst/abstract.html?res=F30C14FB3A59157A93C7A8178BD95F4D8485F9 Direct Subway Runs to Flushing, Astoria] , October 15, 1949, page 17]

The elevated IRT Flushing Line and underground IND Queens Boulevard Line are connected inside fare control in Jackson Heights. A paper transfer was added on July 1, 1948, and was later replaced by a passageway.Fact|date=April 2007

References