be completed in 1950. On August 27, 1953, the New York City Transit Authority approved a plan to lengthen trains along the Pelham Line from seven cars to eight cars during rush hours. The change took place on September 8, 1953. The 2015–2019 Metropolitan Transportation Authority (MTA) Capital Program called for four of the Pelham Line's stations, along with 29 others, to undergo a complete overhaul as part of the Enhanced Station Initiative. The stations receiving renovations are Third Avenue–138th Street, Brook Avenue, Hunts Point Avenue, and Westchester Square–East Tremont Avenue. Updates would include cellular service, Wi-Fi, USB charging stations, interactive service advisories and maps, improved signage, and improved station lighting. However, in April 2018, it was announced that cost overruns had forced the MTA to reduce the number of subway stations included in the program from 33 stations to 20. The stations to be renovated on the IRT Pelham Line were among the 13 stations without funding, which will be pushed back to the 2020–2024 Capital Program. Unrealized expansion plans As part of a 1951 plan by the New York City Board of Transportation, the capacity on the Pelham Line would have been increased. In March 1954, as part of a proposed $658 million construction program, the entire Pelham Line would have been connected to the Second Avenue Subway, with service being tripled on the Pelham Line. The IRT Pelham Line would be very easily converted to B Division standards, and connected to the Second Avenue Subway as Route 132–B of the 1968 Program for Action. Second Avenue Subway trains would run east under 138th Street, then along the right-of-way of Amtrak's Northeast Corridor from 138th Street to a point near the Bruckner Expressway and Westchester Avenue as an express bypass of the Pelham line, after which the line would split into a Pelham branch and a Dyre Avenue branch. The Brook Avenue station just east of Third Avenue–138th Street on the IRT Pelham Line would be reconstructed to allow a cross-platform interchange. Further north, there would be a connection with the IRT Pelham Line near Westchester Avenue at the Whitlock Avenue station, and station platforms north to Pelham Bay Park would be narrowed and lengthened to accommodate the longer and wider B Division trains from the Second Avenue Subway. IRT local service on the Pelham Line would terminate at Hunts Point Avenue one stop south. This project would