The 1913 Dual Contracts called for the Interborough Rapid Transit Company (IRT) and Brooklyn Rapid Transit Company (BRT; later Brooklyn–Manhattan Transit Corporation, or BMT) to build new lines in Brooklyn, Queens, and the Bronx. Queens did not receive many new IRT and BRT lines compared to Brooklyn and the Bronx, since the city's Public Service Commission (PSC) wanted to alleviate subway crowding in the other two boroughs first before building in Queens, which was relatively undeveloped. The IRT Flushing Line was to be one of two Dual Contracts lines in the borough, along with the Astoria Line; it would connect Flushing and Long Island City, two of Queens's oldest settlements, to Manhattan via the Steinway Tunnel. When the majority of the line was built in the early 1910s, most of the route went through undeveloped land, and Roosevelt Avenue had not been constructed.[4]: 47 Community leaders advocated for more Dual Contracts lines to be built in Queens to allow development there.[5]
The Flushing Line was opened from Queensboro Plaza to Alburtis Avenue (now 103rd Street–Corona Plaza) on April 21, 1917, with a local station at 69th Street.[6]
Later years
The city government took over the IRT's operations on June 12, 1940.[7][8] The IRT routes were given numbered designations in 1948 with the introduction of "R-type" rolling stock, which contained rollsigns with numbered designations for each service.[9] The route from Times Square to Flushing became known as the 7.[10] On October 17, 1949, the joint BMT/IRT operation of the Flushing Line ended, and the line became the responsibility of the IRT.[11] After the end of BMT/IRT dual service, the New York City Board of Transportation announced that the Flushing Line platforms would be lengthened to 11 IRT car lengths; the platforms were only able to fit nine 51-foot-long IRT cars beforehand.[12][13] The platforms at the station were extended in 1955–1956 to accommodate 11-car trains.[14] However, nine-car trains continued to run on the 7 route until 1962, when they were extended to ten cars.[15] With the opening of the 1964 New York World's Fair, trains were lengthened to eleven cars.[16][17]
As part of the 2015–2019 Capital Program, the MTA announced plans to renovate the 52nd, 61st, 69th, 82nd, 103rd and 111th Streets stations, a project that had been delayed for several years. Conditions at these stations were reported to be among the worst of all stations in the subway system.[18] The Manhattan-bound platform at the 69th Street station will close for renovation starting winter 2025, followed by the closure of the Flushing-bound platform.[19][20]
Fare control, station agent, MetroCard and OMNY machines
Ground
Street level
Entrances/exits
South side from street
This elevated station has three tracks and two side platforms.[21] The center track is used by the peak direction express service during rush hours.[3] The extreme north (geographical east) end of the northbound platform is a closed work stair leading to a storage area below the tracks.
Both platforms have beige windscreens and brown canopies with green support frames and columns in the center and black, waist-high, steel fences at either ends. Black lampposts are at the un-canopied sections at regular intervals and the station signs are in the standard black name plate in white lettering.
The Brooklyn-Queens Expressway passes under the IRT Flushing Line just east of the station. There were formerly crossovers and switches between this station and 61st Street–Woodside. They were removed in 2008 and replaced with crossovers on either side of 74th Street–Broadway. The new crossovers are set up in such a way that trains going in either direction on the express track can stop at 74th Street.[21]
This station has one elevated station house beneath the center of the platforms and tracks. Two staircases from the street, one at the northeast corner of 69th Street and Roosevelt Avenue and the other at the southwest corner, go up to the mezzanine, where there is a token booth at the center and a turnstile bank at either ends. Both turnstile banks lead to a waiting area/crossunder and have one staircase going up to each platform.
^"Transit Unification Completed As City Takes Over I. R. T. Lines: Systems Come Under Single Control After Efforts Begun in 1921; Mayor Is Jubilant at City Hall Ceremony Recalling 1904 Celebration". New York Herald Tribune. June 13, 1940. p. 25. ProQuest1248134780.
^Friedlander, Alex; Lonto, Arthur; Raudenbush, Henry (April 1960). "A Summary of Services on the IRT Division, NYCTA"(PDF). New York Division Bulletin. 3 (1). Electric Railroaders' Association: 2–3. Archived(PDF) from the original on September 14, 2020. Retrieved January 27, 2021.
^"37 Platforms On Subways To Be Lengthened: All Stations of B. M. T. and I.R.T.in Queens Included in $5,000,000 Program". New York Herald Tribune. November 20, 1949. p. 32. ISSN1941-0646. ProQuest1325174459.
Note: Service variations, station closures, and reroutes are not reflected here. Stations with asterisks have no regular peak, reverse peak, or midday service on that route. See linked articles for more information.
Stations and line segments in italics are closed, demolished, or planned (temporary closures are marked with asterisks). Track connections to other lines' terminals are displayed in brackets. Struck through passenger track connections are closed or unused in regular service.
