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In the New York City Subway there are several types of transfer stations:

A station complex is where two or more stations are connected with a passageway inside fare control. There are stations of the New York City Subway when each station is counted separately. When station complexes are counted as one station each, the count of stations is Station serving two or more lines. It may be a multi level or adjacent platform station and is considered to be one station as classified by the MTA. Typically each track in a station belongs to a certain line. Station serving two or more services. Different services may share tracks. These stations are not included in this article; see List of New York City Subway stations. Transfers are not limited to enclosed passageways. The New York City Transit Authority (NYCTA), manager of the New York City Subway, also offers limited free transfers between subway lines that allow passengers to reenter the system's fare control. This was originally done through a paper ticketing system before it was replaced by the MetroCard. Now the only permanent MetroCard subway to subway transfers are between the Lexington Avenue/59th Street complex and the Lexington Avenue–63rd Street station in Manhattan and between the Junius Street and Livonia Avenue stations in Brooklyn. The contactless OMNY fare payment system installed in 2019 2020 supports the same free transfers as the MetroCard does. Some paper transfers between specific subway stations and bus routes also existed prior to July 4, 1997, when the MetroCard allowed free system wide subway–bus transfers with fewer restrictions. The Rockaway Parkway station on the BMT Canarsie Line offers a transfer to the B42 bus within the station's fare control, the only such transfer within the NYCTA. TOC

When 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. 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). 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. After the Brooklyn Branch was completed on April 15, 1919, the transfer was no longer needed. 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 trains) stopped at the outer platform. This unadvertised transfer existed until 1977, when Lexington Avenue Line trains stopped running to South Ferry.

Station complex Individual stations Lines Services Notes Fourth Avenue/Ninth Street Fourth Avenue IND Culver Line A transfer between the BMT Fourth Avenue Line and IND Culver Line was added in the 1950s. Ninth Street BMT Fourth Avenue Line Atlantic Avenue–Barclays Center Atlantic Avenue–Barclays Center BMT Brighton Line 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. The transfer to the Fourth Avenue Line was added on January 16, 1978. Atlantic Avenue–Barclays Center IRT Eastern Parkway Line Atlantic Avenue–Barclays Center BMT Fourth Avenue Line Broadway Junction Broadway Junction BMT Canarsie Line 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. The passageway connecting to the IND Fulton Street Line was built and placed inside fare control on July 1, 1948. Transfers were made with paper transfer slips Franklin Avenue IND Fulton Street Line Franklin Avenue BMT Fulton Street Line N/A Franklin Avenue/Botanic Garden Botanic Garden BMT Franklin Avenue Line 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. IND Fulton Street Line Jay Street–MetroTech BMT Fourth Avenue Line Junius Street/Livonia Avenue Junius Street IRT New Lots Line A free out of system transfer on nights and weekends was introduced on April 26, 2019 as part of the L shutdown, and introduced permanently in February 2020. It is planned to convert an overpass running between the Junius Street and Livonia Avenue stations into a in system transfer passage between them, due to increasing ridership and plans for additional housing in the area. In February 2020, the MTA awarded a design–build contract to construct the free transfer and associated elevator upgrades. Livonia Avenue BMT Canarsie Line Metropolitan Avenue/Lorimer Street Lorimer Street BMT Canarsie Line A passageway between the BMT Canarsie Line and IND Crosstown Line was placed inside fare control on July 1, 1948. Rockaway Parkway Line B42 bus West Eighth Street–New York Aquarium upper level BMT Brighton Line Prior to the opening of the Culver Line in 1920, local Brighton Line trains used the lower level and express Brighton Line trains used the upper level. The transfer station commenced with the opening of the Culver Line on the lower level under the Brooklyn Rapid Transit Company (the predecessor to the BMT). Level usage varied over the years with different Brighton services using the lower level at different times. When the Culver Line passed from BMT to IND control in 1954, the transfer became inter division. Shortly thereafter, the Brighton Line track connection to the lower level was severed, thereby allowing each line to have exclusive use of their own levels. lower level IND Culver Line

Station complex Individual stations Lines Services Notes Court Square–23rd Street Court Square–23rd Street IND Queens Boulevard Line 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 December 1988. 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 was free for MetroCard users within two hours of the original boarding. IRT Flushing Line Queensboro Plaza IRT Second Avenue Line N/A Jackson Heights–Roosevelt Avenue/74th Street 74th Street–Broadway IRT Flushing Line 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 in 2005 when the station was rebuilt. Jackson Heights–Roosevelt Avenue IND Queens Boulevard Line Sutphin Boulevard–Archer Avenue–JFK Airport lower level BMT Archer Avenue Line Both levels of the station opened on December 11, 1988. upper level IND Archer Avenue Line