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List of New York City Subway Terminals (A Division):

1 train

• North Terminals:

1. Van Cortlandt Park - 242nd Street, Bronx (Full time northern terminal; most trains begin/end here)
2. 238th Street (some rush hour southbound trips begin here)
3. 215th Street, Manhattan (some a.m. rush hour northbound trips end here)
4. 137th Street - City College (some a.m. rush hour southbound trips begin here; some a.m. rush hour northbound trips end here)

• South Terminal:

1. South Ferry, Manhattan (Full-time southern terminal; all trains begin/end here)

2 train

• North Terminals:

1. Wakefield - 241st Street, Bronx (Full-time northern terminal; most trains begin/end here)
2. Nereid Avenue (some a.m. rush hour southbound trips begin here; some a.m. rush hour northbound trips end here)

• South Terminals

1. Flatbush Avenue - Brooklyn College, Brooklyn (Full-time southern terminal/most trains begin/end here)
2. New Lots Avenue (some a.m. rush hour southbound trips end here; some p.m. rush hour northbound trips begin here)

3 train

• North Terminals

1. Harlem - 148th Street, Manhattan (Full-time northern terminal; all trains begin/end here)
2. 145th Street (some a.m. rush hour southbound trips begin here)

• South Terminals

1. New Lots Avenue, Brooklyn (Daytime southern terminal; all trains begin/end here)
2. Times Square, Manhattan (late night southbound trips end here; late night northbound trips begin here)

4 train

• North Terminals

1. Woodlawn, Bronx (Full-time northern terminal; most trains begin/end here)
2. Bedford Park Boulevard - Lehman College (some rush hour southbound trips begin here; some p.m. rush hour northbound trips end here)
3. Kingsbridge Road (some a.m. rush hour southbound trips begin here)
4. Burnside Avenue (some rush hour northbound trips end here)

• South Terminals

1. New Lots Avenue, Brooklyn (Late night southern terminal; some a.m. rush hour northbound trips begin here; some p.m. rush hour southbound trips end here)
2. Crown Heights - Utica Avenue (Daytime southern terminal; most trains begin/end here)

5 train

• North Terminals

1. Eastchester - Dyre Avenue, Bronx (Full-time northern terminal; most trains begin/end here)
2. Wakefield - 241st Street (some a.m. rush hour northbound trips end here)
3. Nereid Avenue (additional p.m. rush hour northbound trips end here)
4. East 180th Street (some rush hour southbound trips begin here; some a.m. rush hour northbound trips end here)

• South Terminals

1. Flatbush Avenue - Brooklyn College, Brooklyn (Weekday southern terminal; most trains begin/end here)
2. New Lots Avenue (some a.m. rush hour northbound trips begin here)
3. Crown Heights - Utica Avenue (some rush hour southbound trips end here; some rush hour northbound trips begin here)
4. Bowling Green, Manhattan (Weekend southern terminal; some weekday southbound trips end here; some weekday northbound trips begin here)

6 train

• North Terminals

1. Pelham Bay Park, Bronx (Full-time northern terminal; most non-rush hour local trips begin/end here; all rush hour express service begin/end here)
2. Parkchester (Rush hour northern terminal; most rush hour local trips begin/end here)
3. Third Avenue - 138th Street (some a.m. rush hour southbound trips begin here; some a.m. rush hour northbound trips end here)
4. 125th Street, Manhattan (some p.m. rush hour northbound trips begin here)

• South Terminal

1. Brooklyn Bridge - City Hall, Manhattan (Full-time southern terminal; all trains begin/end here)

7 train

• North Terminals

1. Flushing - Main Street, Queens (Full-time northern terminal; most trains begin/end here
2. Willets Point (some rush hour northbound trips end here; some a.m. rush hour southbound trips begin here)
3. 111th Street (some rush hour southbound trips begin here)

• South Terminal

1. 34th Street - Hudson Yards (Full-time southern terminal; all trains begin/end here)

1991 Service Pattern

A train

In 1991, the MTA was considering a reduction of service along the Central Park West corridor to remove excess capacity due to budget cuts. Initially, A service would operate local between 168th Street and Euclid Avenue during weekday rush hours and middays, with weekday evening and weekend daytime service extended beyond 168th Street to operate to and from 207th Street, and daily late night service extended beyond Euclid Avenue to operate to and from Mott Avenue in Queens. Express service between 168th and 59th Street – Columbus Circle would be replaced by D and rerouted Q trains, the latter of which would serve 207th Street during weekday rush hours and middays; express service below 34th Street – Penn Station in Manhattan and in Brooklyn would have been replaced by an expanded H service. A new shuttle would serve Lefferts Boulevard during late nights. The service change was later amended to retain the A as an express service in place of the altered Q service pattern and would be re-designated as an Orange A, as it would be rerouted via the Sixth Avenue Line and its southern terminal moved to Brighton Beach, operating weekday rush hours and middays only. This service plan was never implemented.

B train

In 1991, the MTA was considering a reduction of service along the Central Park West corridor to remove excess capacity due to budget cuts. B service would be rerouted to 21st Street – Queensbridge at all times except late nights. Local service via Central Park West would be replaced by A trains; the service change was later amended to be replaced by C trains. Late night service would remain unchanged as a West End Shuttle between 36th Street and Coney Island – Stillwell Avenue. This service plan was never implemented.

C train

In 1991, the MTA was considering a reduction of service along the Central Park West corridor to remove excess capacity due to budget cuts. Initially, the C designation would be eliminated, being replaced by the A making local stops in Manhattan and Brooklyn between 168th Street and Euclid Avenue. The service change was later amended to retain the C designation but with a new service pattern: service would operate local between 168th Street and Euclid Avenue during weekday rush hours and middays, with weekday evening and weekend daytime service extended beyond 168th Street and originate and terminate at 207th Street, and daily late night service extended beyond Euclid Avenue to operate to and from Mott Avenue in Queens. This service plan was never implemented.

D train

In 1991, the MTA was considering a reduction of service due to budget cuts. Peak direction D service between Fordham Road and 145th Street would be discontinued; in addition, the D would be the sole service along the Concourse Line due to the initial elimination, then reroute, of C service. This service plan was never implemented.

H train

In 1991, the MTA was considering a reduction of service along the Central Park West corridor to remove excess capacity due to budget cuts. As a result of the initial plan to make A service local in Manhattan and Brooklyn before it was amended to reroute the A via Sixth Avenue, H service would be expanded because all Central Park West express service would operate via Sixth Avenue, leaving no express service along Eighth Avenue south of 59th Street. Daytime service would operate between 34th Street – Penn Station and either Ozone Park – Lefferts Boulevard or Far Rockaway – Mott Avenue in Queens making express stops in Manhattan and Brooklyn and local stops in Queens, with additional rush hour trains providing limited service by originating and terminating at Rockaway Park – Beach 116th Street instead of Mott Avenue or Lefferts Boulevard. Late night service would initially be replaced by A trains before the service plan was amended and would have been replaced by C trains instead. This service plan was never implemented.

Q train

In 1991, the MTA was considering a reduction of service along the Central Park West corridor to remove excess capacity due to budget cuts. Initially, Initially, Q service would operate between 207th Street and Brighton Beach during weekday rush hours and middays, making express stops along its entire route. The service plan was later amended to eliminate the Q designation and replace it with an Orange A assuming the same service pattern that was proposed for the Q. This service plan was never implemented.

M train

In 1991, the MTA was considering a reduction of service systemwide due to budget cuts. Weekday midday M service would be cut back to Broad Street from Ninth Avenue. This service change would later take place in 1995, but was amended to terminate at Chambers Street instead of Broad Street to not interfere with J trains that terminated there.

3 train

In 1991, the MTA was considering a reduction of service along the Eastern Parkway corridor to remove excess capacity due to budget cuts. Weekend daytime 3 service would be rerouted to originate and terminate at South Ferry in Manhattan instead of New Lots Avenue in Brooklyn. Service between Chambers Street and Franklin Avenue would be provided by 2 trains; service between Franklin Avenue and New Lots Avenue would be provided by extended 4 trains. This service plan was never implemented.

4 train

In 1991, the MTA was considering a reduction of service along the Eastern Parkway corridor to remove excess capacity due to budget cuts. Weekend daytime 4 service would be extended beyond its terminal at Utica Avenue and originate and terminate at New Lots Avenue. Trains would operate local in Brooklyn south of Franklin Avenue. This service plan was never implemented.

F and G trains

In 1991, express service was proposed to speed service during the height of rush hours which would have reduced travel time by up to five minutes. Alternate F trains would operate express in both directions between Jay Street and Church Avenue, stopping at Seventh Avenue. To prevent delays in express service, G trains would be cut back from its southern terminal at Smith – Ninth Streets and originate and terminate at Bergen Street. While this service pattern was never implemented, another version was implemented in 2019 when limited rush hour F trains (designated as a diamond <F>) operated express between Jay Street and Church Avenue, stopping at Seventh Avenue. By this time, G service had already been extended beyond its southern terminal at Smith – Ninth Streets, originating and terminating at Church Avenue.