was considered a separate entity from the IND. Part of this designation included the state legislation approving the "double-fare" for the line (see ). The Board of Transportation awarded the contract for the IND World's Fair Line on October 26, 1937, to the P. T. Cox Contracting Company. The company had been the lowest bidder for the contract, having offered to construct the trestle for the World's Fair Line at a cost of $308,770. The World's Fair extension was opposed by Parks Commissioner Moses, who believed the new subway spur would be "extravagant and wasteful". During the line's planning stages in 1937, the Board of Estimate considered making the line a permanent connection to Flushing Meadows Park following the end of the fair. They also looked at the possibility of intermediate stations along the line to serve the local areas, comprising what is now Kew Gardens Hills and Flushing. The upgrades to make the line permanent would have cost around $6 million. However, it was determined to be impractical due to the absence of permanent attractions in the park at the time; these attractions, such as the Citi Field baseball park and the USTA National Tennis Center, were not added until later. In early 1938, construction on the IND World's Fair Line began. It originated at the Queens Boulevard portal of Jamaica Yard as a continuation of the tracks that diverged from the Queens Boulevard Line east of 71st−Continental Avenues. The line ran along the eastern edge of Flushing Meadows–Corona Park for to approximately what is now the interchange of the Long Island Expressway and the Van Wyck Expressway. The line consisted of two tracks ending in a stub-end terminal called World's Fair Station. The marshy swampland in the line's right-of-way was filled in, and a trestle was built over the landfill. The line was designed to be removed following the fair in 1940. Test trains on the IND World's Fair Line were run beginning on April 22, 1939, and the line opened on April 30, 1939. The local train mostly serviced the line, running between Smith–Ninth Streets and the World's Fair Station. Additional express service ran between World's Fair Station and Hudson Terminal during afternoon rush hours and evenings. Passengers on the E or F trains who were not going to the Fair would transfer at Continental Avenue. Service generally ran until 1:30am. The 1939 World's Fair had two