126-398: [REDACTED] The Nevins Street station is an express station on the IRT Eastern Parkway Line of the New York City Subway . Located at the intersection of Nevins Street, Flatbush Avenue , and Fulton Street in Downtown Brooklyn , it is served by the 2 and 4 trains at all times, the 3 train all times except late nights, and the 5 train on weekdays only. Planning for
252-525: A pylon station . The first deep column station in the world is Mayakovskaya , opened in 1938 in Moscow. One variety of column station is the "column-wall station". In such stations, some of the spaces between the columns are replaced with walls. In this way, the resistance to earth pressure is improved in difficult ground environments. Examples of such stations in Moscow are Krestyanskaya Zastava and Dubrovka . In Saint Petersburg , Komendantsky Prospekt
378-751: A subway line in New York City dates to 1864. However, development of what would become the city's first subway line did not start until 1894, when the New York State Legislature passed the Rapid Transit Act. The subway plans were drawn up by a team of engineers led by William Barclay Parsons , the Rapid Transit Commission's chief engineer. The Rapid Transit Construction Company, organized by John B. McDonald and funded by August Belmont Jr. , signed
504-714: A "metro" or "subway". A station provides a means for passengers to purchase tickets , board trains, and evacuate the system in the case of an emergency. In the United Kingdom, they are known as underground stations , most commonly used in reference to the London Underground . The location of a metro station is carefully planned to provide easy access to important urban facilities such as roads, commercial centres, major buildings and other transport nodes . Most stations are located underground, with entrances/exits leading up to ground or street level. The bulk of
630-474: A $ 7.6 million (equivalent to $ 74,662,661 in 2023) contract to lengthen platforms at stations from Rector Street to 34th Street–Penn Station on the line, and stations from Central Park North–110th Street to 145th Street on the Lenox Avenue Line to allow express trains to be lengthened from nine-car trains to ten-car trains, and to lengthen locals from eight-car trains to ten-car trains. With
756-444: A blueprint, a female executive addressing a meeting, and famous musician Furry Lewis . All of these characters symbolize, according to the artist, "pride, dignity, and beauty surrounding all work". The station has two exits to each side of Flatbush Avenue east of Nevins Street. The northeastern side's entrances lead to the northbound platform while the southwestern side's entrances lead to the southbound platform. This unused trackway
882-400: A condition of the funding allocation for the station renovation at 103rd Street, the university wanted work on the project to be expedited. Residents of Morningside Heights approved of the renovations plans, but were concerned that the expedited repairs would come at the cost of damaging the stations' historic elements. Block associations near the 103rd Street station contracted a firm to develop
1008-545: A connection to the IRT Lexington Avenue Line, and is underneath the loop station. The MTA claimed that the new station saved four to six minutes of a passenger's trip time and increased the peak capacity of the 1 service to 24 trains per hour, as opposed to 16 to 17 trains per hour with the loop station. This was the first new station to open since 1989 when the IND 63rd Street Line stations opened. 1 service
1134-564: A disabled or troubled train. A subway station may provide additional facilities, such as toilets , kiosks and amenities for staff and security services, such as Transit police . Some metro stations are interchanges , serving to transfer passengers between lines or transport systems. The platforms may be multi-level. Transfer stations handle more passengers than regular stations, with additional connecting tunnels and larger concourses to reduce walking times and manage crowd flows. In some stations, especially where trains are fully automated ,
1260-726: A five-car balloon loop , was also replaced with a two-track terminal in 2009; the new South Ferry terminal was rebuilt in 2017 after being flooded during Hurricane Sandy in 2012. Also known as the IRT West Side Line, since it runs along the west side of Manhattan , the IRT Broadway–Seventh Avenue Line runs from Van Cortlandt Park–242nd Street in the Bronx , close to New York City's border with Westchester , to South Ferry in Lower Manhattan , at
1386-418: A mosaic frieze by Anton von Dalen, installed in 1997 and entitled Work & Nature . The mosaic is 14 inches by 83 feet along both walls of the mezzanine. The work is in the tones of soft blue, green, and ochre , like the original platform mosaics. It features stenciled silhouettes in black of a woman operating a sewing machine, a mother taking care of a child, a man planting a tree, an architect reading
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#17327730560741512-525: A parade and a poem praising Belmont. The extension relieved congestion at the overcrowded Borough Hall station, though trains from Atlantic Avenue were already crowded by the time they reached Borough Hall. According to The New York Times , the extension was "regarded as of the utmost importance" because it connected the IRT with the LIRR for the first time. Initially, the station was served by express trains along both
1638-433: A plan to renovate the station quickly while maintaining its historic elements. A similar plan was already completed for the 110th Street station. The MTA was expected to decide whether preservation or speed would be prioritized in the station renovation projects by the end of the year. The design of the station renovations at the 110th Street and 116th Street was met with controversy as local community activists believed that
1764-497: A preexisting railway land corridor is re-purposed for rapid transit. At street level the logo of the metro company marks the entrances/exits of the station. Usually, signage shows the name of the station and describes the facilities of the station and the system it serves. Often there are several entrances for one station, saving pedestrians from needing to cross a street and reducing crowding. A metro station typically provides ticket vending and ticket validating systems. The station
1890-626: A private operator. The first portion, north of 42nd Street, was opened between 1904 and 1908, and is part of the first subway line in the city. The line ran from City Hall , up the Lexington Avenue Line , across 42nd Street , and up Seventh Avenue and Broadway, before splitting into the Broadway Branch and the Lenox Avenue Line . The second portion of the line, that south of 42nd Street, was constructed as part of
2016-625: A proposed Manhattan Bridge connection (which was later built for the BMT , though this connection may have still been planned when that line was built, as the DeKalb Avenue station was designed to allow for it). After the lower Nevins Street platform, a trackway splits to the east for a subway under Lafayette Avenue; this was later built as part of the IND Fulton Street and Crosstown Lines . Just beyond this split, at Lafayette Avenue,
2142-637: A result of the closure for repairs of the Clark Street Tubes, the stations on the Brooklyn Branch of the line (Park Place to Borough Hall, as well as Hoyt Street on the Eastern Parkway Line) saw closures on weekends as well (2 trains continued to operate to Brooklyn on weekdays and weekday late nights as did 3 trains on weekdays except late nights). The new South Ferry station reopened on June 27, 2017, in time to accommodate
2268-573: A revised proposal to the Rapid Transit Commission in April 1905 to widen the line to four tracks. The station at Flatbush Avenue and Fulton Street (now the Nevins Street station) would be redesigned as a two-level station with express and local trains on separate levels. Work was halted until October 1905, at which point two tracks had been added, making four under Fulton Street and five under Flatbush Avenue. The additional trackways were added outside
2394-413: A shuttle to 34th Street–Penn Station , opened; a separate shuttle service, running between 42nd and 34th Streets, was created. This short extension was opened even though the rest of the route was not yet completed in order to handle the mass of traffic to and from Pennsylvania Station . Only the northern part of the station was opened at this time, and piles of plaster, rails, and debris could be seen on
2520-406: A skip-stop station, skip-stop service was only implemented north of 137th Street–City College between the hours of 6:30 am and 7:00 pm. All 1 trains skipped Marble Hill–225th , 207th , 191st and 145th Streets , while all 9 trains skipped 238th , 215th , Dyckman and 157th Streets . On September 4, 1994, midday skip-stop service was discontinued, and 191st Street was no longer
2646-590: A skip-stop station. After the September 11 attacks , all 1 trains had to be rerouted since the IRT Broadway–Seventh Avenue Line ran directly under the World Trade Center site and was heavily damaged in the collapse of the Twin Towers. 1 trains ran only between 242nd Street and 14th Street , making local stops north of and express stops south of 96th Street. The skip-stop service with the 9 train
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#17327730560742772-432: A station may be elevated above a road, or at ground level depending on the level of the train tracks. The physical, visual and economic impact of the station and its operations will be greater. Planners will often take metro lines or parts of lines at or above ground where urban density decreases, extending the system further for less cost. Metros are most commonly used in urban cities, with great populations. Alternatively,
2898-466: Is a bellmouth for the proposed Lafayette Avenue subway that merges into the northbound local track. After Nevins Street, at the curve, there is a short section of wall with no columns, that could be opened up. This was also a proposed connection to the Manhattan Bridge . Just north of Atlantic Avenue – Barclays Center is another unused trackway, merging into the northbound local track from
3024-416: Is a type of subway station consisting of a central hall with two side halls connected by ring-like passages between a row of columns. Depending on the type of station, the rings transmit load to the columns either by "wedged arches" or through Purlins , forming a "column-purlin complex". The fundamental advantage of the column station is the significantly greater connection between the halls, compared with
3150-410: Is an example. The pylon station is a type of deep underground subway station. The basic distinguishing characteristic of the pylon station is the manner of division of the central hall from the station tunnels The pylon station consists of three separate halls, separated from each other by a row of pylons with passages between them. The independence of the halls allows the architectural form of
3276-493: Is at the expense of character. Metro stations usually feature prominent poster and video advertising, especially at locations where people are waiting, producing an alternative revenue stream for the operator . The shallow column station is a type of construction of subway stations, with the distinguishing feature being an abundance of supplementary supports for the underground cavity. Most designs employ metal columns or concrete and steel columns arranged in lines parallel to
3402-787: Is decorated with tiles spelling the Déclaration des Droits de l'Homme et du Citoyen . Every metro station in Valencia , Spain has a different sculpture on the ticket-hall level. Alameda station is decorated with fragments of white tile, like the dominant style of the Ciutat de les Arts i les Ciències . Each of the original four stations in the Olympic Green on Line 8 of the Beijing Subway are decorated in Olympic styles, while
3528-422: Is divided into an unpaid zone connected to the street, and a paid zone connected to the train platforms. The ticket barrier allows passengers with valid tickets to pass between these zones. The barrier may be operated by staff or more typically with automated turnstiles or gates that open when a transit pass is scanned or detected. Some metro systems dispense with paid zones and validate tickets with staff in
3654-550: Is famous for its Art Nouveau station entrances; while the Athens Metro is known for its display of archeological relics found during construction. However, it is not always the case that metro designers strive to make all stations artistically unique. Sir Norman Foster 's new system in Bilbao , Spain uses the same modern architecture at every station to make navigation easier for the passenger, though some may argue that this
3780-658: Is only one vault (hence the name). The first single-vault stations were built in Leningrad in 1975: Politekhnicheskaya and Ploshchad Muzhestva . Not long after, the first two-level single-vault transfer stations were opened in Washington DC in 1976: L'Enfant Plaza , Metro Center and Gallery Place . In the Moscow Metro there is only one deep underground single-vault station, Timiryazevskaya , in addition to several single-vault stations at shallow depth. In
3906-477: Is served by the 1 , 2 , and 3 trains, which operate together over much of the line. Between 1989 and 2005, the 1 train operated as a skip-stop service in Upper Manhattan in tandem with the 9 . The 1 and 9 alternated skipping stops along the line, with some stops having both trains stop. This was intended to speed commutes without having to have express service run down
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4032-399: The 42nd Street Shuttle . The system would be changed from looking like a "Z" system on a map to an "H" system. One trunk would run via the new Lexington Avenue Line down Park Avenue, and the other trunk would run via the new Seventh Avenue Line up Broadway. In order for the line to continue down Varick Street and West Broadway, these streets needed to be widened, and two new streets were built,
4158-542: The 91st Street station was closed on February 2, 1959, because it was too close to the other two stations. In 1961, the New York City Transit Authority (NYCTA) awarded a $ 11 million (equivalent to $ 112,155,902 in 2023) contract to General Railway Signal to upgrade the line's signals between the 96th Street and 242nd Street stations. On August 9, 1964, the NYCTA announced the letting of
4284-798: The Dual Contracts , which were signed between the IRT, the New York Municipal Railway (a subsidiary of the Brooklyn Rapid Transit Company), and the City of New York. Among the various subway lines that were to be constructed as part of the contracts, the West Side Line was to be extended south along Seventh Avenue to serve Manhattan's West Side. This extension extended service to the end of Lower Manhattan and into Brooklyn, relieving crowding on
4410-542: The Dyckman Street , 215th Street , and 221st Street stations opened on that date as the other stations were not yet completed. The 168th Street station opened on April 14, 1906. The 181st Street station opened on May 30, 1906, and on that date express trains on the Broadway branch began running through to 221st Street, eliminating the need to transfer at 157th Street to shuttles. The station at 207th Street
4536-606: The East River . Contract 2, which gave the IRT a 35-year lease,was executed between the commission and the Rapid Transit Construction Company on September 11, 1902. Work under Fulton Street and Flatbush Avenue in Brooklyn commenced in April 1904. The IRT line in Brooklyn had been proposed as a two-track line under Fulton Street, expanding to three tracks under Flatbush Avenue. Belmont submitted
4662-664: The IRT Seventh Avenue Line or the IRT West Side Line ) is a New York City Subway line. It is one of several lines that serves the A Division , stretching from South Ferry in Lower Manhattan north to Van Cortlandt Park–242nd Street in Riverdale, Bronx . The Brooklyn Branch, known as the Wall and William Streets Branch during construction, from the main line at Chambers Street southeast through
4788-619: The Joralemon Street Tunnel and providing passengers with a direct route between Brooklyn and the west side of Manhattan . It is about 5,900 feet (1,800 m) long, with about 3,100 feet (940 m) underwater. Booth & Flinn Ltd. and the O'Rourke Engineering Construction Company received a $ 6.47 million contract in July 1914 to build a tunnel between Old Slip in Manhattan and Clark Street in Brooklyn. Construction of
4914-507: The LIRR 's Atlantic Terminal . A trackway from the southbound tracks existed until 1911, when the platforms at Atlantic Avenue were lengthened. For a time in the early 1960s, a false wall was installed to seal the ramp to the Nevins Street lower level. The false wall was taken down at a later date for unknown reasons. The Nevins Street lower-level platform had, over the years, become a storage area for various work projects, and until Nevins Street
5040-477: The Mexico City Metro is prominently identified by a unique icon in addition to its name, because the city had high illiteracy rates at the time the system was designed. Some metro systems, such as those of Naples , Stockholm , Moscow , St. Petersburg , Tashkent , Kyiv , Montreal , Lisbon , Kaohsiung and Prague are famous for their beautiful architecture and public art . The Paris Métro
5166-684: The Montreal Metro . In Prague Metro , there are two underground stations built as single-vault, Kobylisy and Petřiny . In the Bucharest Metro , Titan station is built in this method. The cavern station is a metro station built directly inside a cavern . Many stations of the Stockholm Metro , especially on the Blue line, were built in man-made caverns; instead of being enclosed in a tunnel, these stations are built to expose
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5292-570: The Moscow Metro , typical pylon station are Kievskaya-Koltsevaya , Smolenskaya of the Arbatsko-Pokrovskaya line, Oktyabrskaya-Koltsevaya , and others. In the Saint Petersburg Metro , pylon stations include Ploshchad Lenina , Pushkinskaya , Narvskaya , Gorkovskaya , Moskovskie Vorota , and others. The construction of a single-vault station consists of a single wide and high underground hall, in which there
5418-504: The New York Central Railroad 's Kings Bridge station. ) When the line was extended to 242nd Street, the temporary platforms at 230th Street were dismantled, and were rumored to be brought to 242nd Street to serve as the station's side platforms. The 191st Street station did not open until January 14, 1911, because the elevators and other work at the station had not yet been completed. Between 1904 and 1908, one of
5544-561: The Nizhny Novgorod Metro there are four such stations: Park Kultury , Leninskaya , Chkalovskaya and Kanavinskaya . In the Saint Petersburg Metro all single-vault stations are deep underground, for example Ozerki , Chornaya Rechka , Obukhovo , Chkalovskaya , and others. Most of the underground stations of the Washington, D.C.'s Metro system are single-vault designs, as are all the single-line vaulted stations in
5670-767: The South Ferry Loop and 9 skip-stop service was reinstated. Cortlandt Street , which was directly underneath the World Trade Center, was demolished as part of the clean-up, to be rebuilt as part of the World Trade Center Transportation Hub . In June 2002, the Metropolitan Transportation Authority (MTA) announced that ten subway stations citywide, including 103rd Street, 110th Street, 116th Street, 125th Street, and 231st Street on
5796-452: The chaining designations, "K" (Clark Street Tunnel) and "M" ( Joralemon Street Tunnel ), which are used to precisely specify locations in the system, join and become "E" (Eastern Parkway Line) at Borough Hall. The Clark Street Tunnel carries the 2 and 3 trains under the East River between the boroughs of Manhattan and Brooklyn . It was opened for revenue service on Tuesday, April 15, 1919, relieving crowding on
5922-419: The 100th anniversary of the station's opening, and the 250th anniversary of Columbia University. Columbia University agreed to contribute $ 1 million to the renovation of the 103rd Street station following its announcement in April that it would purchase a building adjacent to that station. In September 2002, the university was in negotiations to provide funding for the renovation of the 110th Street station. As
6048-504: The 103rd Street and 110th Street stations, but against the inclusion of any new artwork in the stations, going against the board's initial vote to support the installation of artwork at 103rd Street. The opposition to the addition of artwork at that stop stemmed from the belief among opponents of the plan for artwork that the station's historic features would be more vulnerable as the station was not landmarked. Columbia University contributed $ 1 million (equivalent to $ 1,613,108 in 2023) to
6174-539: The 1960s and 1970s, but in Saint Petersburg , because of the difficult soil conditions and dense building in the centre of the city this was impossible. The Saint Petersburg Metro has only five shallow-depth stations altogether, with three of them having the column design: Avtovo , Leninsky Prospekt , and Prospekt Veteranov . The first of these is less typical, as it is buried at a significant depth, and has only one surface vestibule. A deep column station
6300-407: The 221st Street platforms were dismantled and moved to 230th Street for a new temporary terminus. Service was extended to the temporary terminus at 230th Street on January 27, 1907. An extension of Contract 1 north to 242nd Street at Van Cortlandt Park was approved in 1906 and opened on August 1, 1908. (The original plan had been to turn east on 230th Street to just west of Bailey Avenue, at
6426-399: The 4 and 5 run on the express tracks. The next stop to the north is Hoyt Street for local trains and Borough Hall for express trains. The next stop to the south for all service is Atlantic Avenue–Barclays Center . There are switches between this station and Atlantic Avenue used by the 4 at night when it runs local. A fifth track once existed between the two express tracks. The fifth track
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#17327730560746552-628: The 9 train was discontinued and all 1 trains began to make all stops. The skip-stop service made less sense by 2005 because of the increased number of trains being run and the higher ridership at the bypassed stations; the MTA estimated that eliminating skip-stop service only added 2 1 ⁄ 2 to 3 minutes of travel time (for passengers at the northernmost stations at 242nd Street and 238th Street ) but many passengers would see trains frequencies double, resulting in decreased overall travel time (because of less time waiting for trains). On March 16, 2009,
6678-526: The Broadway and Park Row subway lines, this branch has grades as steep as 3%, being located 60 feet (18 m) below surface level. As a result, the Park Place station was built with escalators. Because William Street is so narrow (40 feet (12 m) wide), every building along the line had to be underpinned. The entire line, consisting of eight sections, was expected to cost $ 14,793,419 (equivalent to $ 414,215,732 in 2023). On September 22, 1915, there
6804-510: The Broadway–Seventh Avenue Line north of 215th Street, due to low ridership and high repair costs. Numerous figures, including New York City Council member Carol Greitzer , criticized the plans. On August 21, 1989, the 1/ 9 weekday skip-stop service started. The plan was to have skip-stop service begin north of 116th Street–Columbia University , but due to objections, most notably that riders did not want 125th Street to be
6930-582: The Brooklyn Branch ends at its southern end is unclear. In a 1981 list of "most deteriorated subway stations", the MTA listed Borough Hall and Clark Street stations as part of the IRT New Lots Line . However, as of 2007, emergency exit signs label Borough Hall as an IRT Broadway–Seventh Avenue Line station, and the two parts of Borough Hall are signed as being along the Broadway–Seventh Avenue and IRT Eastern Parkway Lines . At Borough Hall,
7056-585: The Clark Street Tunnel on April 15, 1919. Extensions of the Eastern Parkway Line and the connecting Nostrand Avenue Line and New Lots Line opened in the next few years, with the end result being that West Side trains ran to Flatbush Avenue or New Lots Avenue . In 1948, platforms on the line from 103rd Street to 238th Street were lengthened to 514 feet (157 m) to allow full ten-car express trains to platform. Previously
7182-564: The Clark Street Tunnel to Borough Hall in Downtown Brooklyn , is also part of the Broadway–Seventh Avenue Line. The IRT Broadway–Seventh Avenue Line is the only line to have elevated stations in Manhattan, with two short stretches of elevated track at 125th Street and between Dyckman and 225th Streets. The line was constructed in two main portions by the Interborough Rapid Transit Company (IRT),
7308-601: The Clark Street closures. Throughout the duration of the Clark Street tunnel closures, a free out-of-system MetroCard transfer was provided between South Ferry (where 2 trains were rerouted from 11:45pm Fridays to 5:00am Mondays), and Bowling Green (where 4 and 5 trains ran local in Brooklyn in place of the 2 and 3 trains during those same times). Normal service on the Brooklyn Branch resumed on June 25, 2018. The Cortlandt Street station reopened on September 8, 2018 as WTC Cortlandt. The following services use part or all of
7434-463: The East Side Line, while opening up service to new areas. The Pennsylvania Railroad 's new hub in Manhattan, Penn Station , could now be accessed by the subway. Additionally, Manhattan's West Side was rebuilt with the arrival of the line. To allow the wide four-track line to go through the area, new streets had to be mapped and built, and new buildings were constructed as a result. Capacity on
7560-535: The Eastern Parkway Line's express tracks already existed, they previously had been used only for storage. The tracks were reconfigured so that Eastern Parkway express trains could no longer stop at the Hoyt Street station , the next stop west. Also in 1920, a project to extend the platforms at the Nevins Street station from 350 feet (110 m) to 480 feet (150 m) to accommodate ten-car trains
7686-446: The IRT Broadway–Seventh Avenue Line, would receive renovations. As part of the project, fare control areas would be redesigned, flooring, and electrical and communication systems would be upgraded, and new lighting, public address systems and stairways would be installed. In addition, since 110th Street, 116th Street, and 125th Street had landmark status, historical elements would be replaced or restored, including their white wall tiles. At
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#17327730560747812-519: The IRT agreed to build a branch of the original subway line south down Seventh Avenue, Varick Street, and West Broadway to serve the West Side of Manhattan. The construction of this line, in conjunction with the construction of the Lexington Avenue Line , would change the operations of the IRT system. Instead of having trains go via Broadway, turning onto 42nd Street, before finally turning onto Park Avenue, there would be two trunk lines connected by
7938-436: The IRT's subway system doubled, increasing its usage. Since the line opened, service patterns have been streamlined. Originally, express and local trains ran to both the Broadway Branch and to the Lenox Avenue Line, resulting in delays. As part of a rebuilding of the line in the late 1950s, all local trains were sent up the Broadway Branch, and all express trains were sent up the Lenox Avenue Line. Accompanying these changes were
8064-564: The Lexington Avenue Line. This was followed by the Clark Street Tunnel on April 15, 1919, which doubled the number of IRT trains that could travel between Manhattan and Brooklyn. When the Eastern Parkway Line was extended east of Atlantic Avenue in 1920, the Joralemon Street Tunnel services became express services, while the Broadway–Seventh Avenue Line services ran local on the Eastern Parkway Line. Although
8190-687: The Lexington Avenue and Broadway–Seventh Avenue Lines, and an east–west shuttle under 42nd Street . This would form a roughly H-shaped system. The Broadway–Seventh Avenue Line would split into two branches south of Chambers Street , one of which would turn eastward through Lower Manhattan, run under the East River via a new Clark Street Tunnel , and connect with the existing Contract 2 IRT Brooklyn Line at Borough Hall. The Lexington Avenue Line north of Grand Central–42nd Street opened on August 1, 1918, and all Brooklyn Line services were sent via
8316-620: The Seventh Avenue Extension and the Varick Street Extension. It was predicted that the subway extension would lead to the growth of the Lower West Side, and to neighborhoods such as Chelsea and Greenwich Village . Originally, there were to be no express stops between 34th Street–Penn Station to the north and Chambers Street to the south. By late 1912, local merchants were advocating for
8442-590: The West Side (now the Broadway–Seventh Avenue Line to Van Cortlandt Park–242nd Street ) and East Side (now the Lenox Avenue Line ). Lenox local trains to 145th Street served the station during late nights. As part of the Dual Contracts , approved in 1913, the New York City Public Service Commission planned to split the original IRT system into three segments: two north-south lines, carrying through trains over
8568-460: The addition of art to the 110th Street and 116th Street stations was dropped. From May 31 to July 12, 2003, the uptown platforms at 116th Street station and 103rd Street were closed at all times for their renovations. The station renovation project at 116th Street began in January 2003. Between October 5 and November 17, 2003, the downtown platforms at 110th Street and 125th Street were closed to expedite work on their renovations. On May 27, 2005,
8694-458: The bedrock in which they are excavated. The Stockholm Metro also has a depot facility built in a cavern system. In the Hong Kong MTR , examples of stations built into caverns include Tai Koo station on Hong Kong Island , Other examples in the city include Sai Wan Ho, Sai Ying Pun, Hong Kong University and Lei Tung stations. IRT Broadway%E2%80%93Seventh Avenue Line The IRT Broadway–Seventh Avenue Line (also known as
8820-444: The central and side halls to be differentiated. This is especially characteristic in the non-metro Jerusalem–Yitzhak Navon railway station , constructed as a pylon station due to its 80-meter depth, where the platform halls are built to superficially resemble an outdoor train station. Building stations of the pylon type is preferable in difficult geological situations, as such a station is better able to oppose earth pressure. However,
8946-427: The city's 1950 capital budget. The New York City Transit Authority (NYCTA) announced plans in 1956 to add fluorescent lights above the edges of the station's platforms. In 1981, the Metropolitan Transportation Authority listed the station among the 69 most deteriorated stations in the subway system. In April 1993, the New York State Legislature agreed to give the MTA $ 9.6 billion for capital improvements. Some of
9072-470: The completion of this project, the NYCTA project to lengthen IRT stations to accommodate ten-car trains would be complete. During the 1964–1965 fiscal year, the platforms at Park Place , Fulton Street , Wall Street , Clark Street and Borough Hall were lengthened to 525 feet (160 m) to accommodate a ten-car train of 51 feet (16 m) long IRT cars. In 1986, the NYCTA launched a study to determine whether to close 79 stations on 11 routes, including
9198-664: The construction and/or rehabilitation and operation of rapid transit lines in the City of New York . The contracts were "dual" in that they were signed between the City and two separate private companies (the Interborough Rapid Transit Company and the Brooklyn Rapid Transit Company ), all working together to make the construction of the Dual Contracts possible. The Dual Contracts promised the construction of several lines in Brooklyn. As part of Contract 3,
9324-417: The construction of an express station at 14th Street and Seventh Avenue. Construction started on the extension in 1914. To allow for the extension of the line south from Times Square, the entire western wall of the subway between 43rd Street and 44th Street was removed, all while service continued uninterrupted. The line was mostly built in an open-cut, excluding the segments within the limits of Battery Park,
9450-401: The construction of the express station. Under a $ 100 million (equivalent to $ 1,045,205,479 in 2023) rebuilding program, increased and lengthened service was implemented during peak hours on the 1 train. To the north of 96th Street, delays occurred as some trains from the Lenox Avenue Line switched from the express to the local tracks, while some trains from the Broadway Branch switched from
9576-485: The cost of $ 423,000 (equivalent to $ 5,364,249 in 2023). During the early 1950s, it was considered to convert the Columbus Circle station from a local stop to an express stop in order to serve the anticipated rise of ridership at the stop resulting from the proposed New York Coliseum and the expected redevelopment of the area. In 1955, the firm Edwards, Kelcey and Beck was hired as Consulting Engineers for
9702-597: The downtown stations are decorated traditionally with elements of Chinese culture. On the Tyne and Wear Metro , the station at Newcastle United 's home ground St James' Park is decorated in the clubs famous black and white stripes. Each station of the Red Line and Purple Line subway in Los Angeles was built with different artwork and decorating schemes, such as murals, tile artwork and sculptural benches. Every station of
9828-403: The ends of the station platforms at 103rd Street, 110th Street, and 116th Street, a small section of station wall, which would look identical to the existing station walls, would be added to provide space for scrubber rooms. Work on the ten citywide renovation projects was estimated to cost almost $ 146 million, and was scheduled to start later that year, and be completed in April 2004, in time for
9954-452: The entire platform is screened from the track by a wall, typically of glass, with automatic platform-edge doors (PEDs). These open, like elevator doors, only when a train is stopped, and thus eliminate the hazard that a passenger will accidentally fall (or deliberately jump ) onto the tracks and be run over or electrocuted . Control over ventilation of the platform is also improved, allowing it to be heated or cooled without having to do
10080-453: The former USSR there is currently only one such station: Arsenalna in Kyiv . In Jerusalem, two planned underground heavy rail stations, Jerusalem–Central and Jerusalem–Khan , will be built this way. In Moscow, there were such stations, but they have since been rebuilt: Lubyanka and Chistiye Prudy are now ordinary pylon stations, and Paveletskaya-Radialnaya is now a column station. In
10206-408: The funds would be used to renovate nearly one hundred New York City Subway stations, including Nevins Street. The station has two island platforms , situated between the express and local tracks in each direction. The 2 and 4 stop here at all times; the 3 stops here at all times except late nights, and the 5 stops here only on weekdays during the day. The 2 and 3 run on the local tracks, while
10332-464: The initial Contract 1 with the Rapid Transit Commission in February 1900, in which it would construct the subway and maintain a 50-year operating lease from the opening of the line. In 1901, the firm of Heins & LaFarge was hired to design the underground stations. Belmont incorporated the Interborough Rapid Transit Company (IRT) in April 1902 to operate the subway. Several days after Contract 1
10458-503: The lengthening of platforms, new subway cars, and the closing of the 91st Street station. One other major change in service was the implementation of skip-stop service on the 1 and 9 trains in 1989, but this was discontinued in 2005 as few people benefited. The Cortlandt Street station, destroyed following the September 11 attacks , was completely rebuilt and reopened in September 2018 as WTC Cortlandt. The original South Ferry station,
10584-409: The limited number of narrow passages limits the throughput between the halls. The pylon station was the earliest type of deep underground station. One variation is the so-called London-style station. In such stations the central hall is reduced to the size of an anteroom, leading to the inclined walkway or elevators. In some cases the anteroom is also the base of the escalators. In the countries of
10710-421: The line. The 240th Street Yard is located between Van Cortlandt Park-242nd Street and 238th Street . This yard holds 21 layup tracks and can hold the entire rolling stock for the 1. The next yard, 207th Street Yard holds a few trains that are used during rush hours and cleans and overhauls some of the line's fleet. Finally, the 137th Street Yard has six tracks, which hold rush hour turn-around trains. Where
10836-477: The line. The place it used to rise is covered, as the trackway beyond that point is now used for the northbound local track. The ramp was covered in July 1963, and was made into a level trackway. This ramp was supposed to be northbound trackway of the proposed IRT Fourth Avenue Subway (before the BRT/BMT was built). The northbound local and express tracks were rearranged by November 1963. Before Nevins Street, there
10962-510: The line. This service was discontinued after May 27, 2005; from 1994 onward, this skip-stop separation existed only during rush hours. A third track along much of the line north of 96th Street has been used in the past for peak direction express service, at least between 96th Street and 137th Street . This center track is currently used only during construction reroutes. There is another unused third track between Dyckman Street and Van Cortlandt Park–242nd Street. Three yards have connections to
11088-427: The local to the express tracks. This bottleneck was removed on February 6, 1959. All Broadway trains became locals, and all Lenox Avenue trains became expresses, eliminating the need to switch tracks. All 3 trains began to run express south of 96th Street on that date running to Brooklyn. 1 trains began to run between 242nd Street and South Ferry at all times. Trains began to be branded as Hi-Speed Locals, being as fast as
11214-461: The long axis of the station. Stations can be double-span with a single row of columns, triple-span with two rows of columns, or multi-span. The typical shallow column station in Russia is triple-span, assembled from concrete and steel, and is from 102 to 164 metres in length with a column spacing of 4–6 m. Along with the typical stations, there are also specially built stations. For example, one of
11340-441: The lower level that has ever been used. Because the station was designed as a local station with side platforms, it is too close to street level for a mezzanine over the tracks. The stairs up lead to two separate fare control mezzanines located over the platforms only, with stairs up to the street. The only way between platforms inside the station is the underpass. In the station is a "Nevins St." mosaic . The mezzanine walls feature
11466-677: The main service patterns was the West Side Branch, running from Lower Manhattan to Van Cortlandt Park via what is now the Lexington Avenue , 42nd Street , and Broadway–Seventh Avenue Lines. There were both local and express services with express trains south of 96th Street . Some express trains ran to Atlantic Avenue in Brooklyn via the Joralemon Street Tunnel during rush hours while all other trains turned around at City Hall or South Ferry . The Dual Contracts , which were signed on March 19, 1913, were contracts for
11592-429: The new South Ferry station opened, replacing the original loop station. The loop station could only accommodate the first five cars of a train and required the use of gap fillers because of the sharpness of the loop curve. The new station was built as a two-track, full (10-car)-length island platform on a less severe curve, permitting the operation of a typical terminal station . The newer station does not have
11718-501: The old express service was, with 8-car trains consisting of new R21 and R22 subway cars from the St. Louis Car Company . During rush hour in the peak direction, alternate trains, those running from 242nd Street, made no stops except 168th Street between Dyckman and 137th Streets in the direction of heavy traffic. The bypassed stations were served by locals originating from Dyckman Street. The improved service could not be implemented until
11844-418: The plan to include artwork from the MTA's Arts for Transit program would damage the stations' original decorative tiling, which had remained untouched since the stations opened. The community activists believed that the new artwork would also be illegal for going against restrictions put into place when they were landmarked. The MTA had planned to install a small bronze subway track and train to be inlaid within
11970-409: The platform extension at 72nd Street, the track layout was changed. However, in order to fit the platform extension at 96th Street, the local tracks and the outside walls had to be moved. A new mezzanine with stairways to the street was built between West 93rd Street and West 94th Street. Since the 86th Street and 96th Street stations had their platforms extended in order to accommodate 10-car trains,
12096-458: The platform extensions at all stations on the line were completed. The original IRT stations north of Times Square could barely fit five or six car locals based on whether the trains had one or two ends with cars that had manually operated doors. In 1958, the platform extensions at the local stations were nearly completed, but there were more problems with the platform extensions at the two express stations, 72nd Street and 96th Street. To make room for
12222-513: The rest of the platforms. On June 27, 1918, the Public Service Commission (PSC) announced that on July 1, the shuttle would be extended south to South Ferry , with a shorter shuttle on the Brooklyn branch between Chambers Street and Wall Street , on July 1, 1918. The PSC's decision to open the line before the Lexington Avenue Line was completed was unexpected. The new "H" system was implemented on August 1, 1918, joining
12348-481: The same for the tunnels. The doors add cost and complexity to the system, and trains may have to approach the station more slowly so they can stop in accurate alignment with them. Metro stations, more so than railway and bus stations, often have a characteristic artistic design that can identify each stop. Some have sculptures or frescoes. For example, London's Baker Street station is adorned with tiles depicting Sherlock Holmes . The tunnel for Paris' Concorde station
12474-472: The same proposed subway) end at the same level, under Fourth Avenue, just west of the Pacific Street station on the current BMT Fourth Avenue Line and a few feet higher. On the northbound side, the connection provided by the lower level trackway would have been along the northbound local track (which was not in the original plans). The trackway on this side begins by curving from Fourth Avenue under
12600-400: The same year. On December 28, 1990, an electrical fire in the Clark Street Tunnel trapped passengers on a subway train for over half an hour. The fire killed two people and injured 149 others. Operation of the first subway began on October 27, 1904, with the opening of all stations from City Hall to 145th Street on the West Side Branch. The line was mostly underground, except for
12726-476: The section surrounding 125th Street , which ran across the elevated Manhattan Valley Viaduct to cross a deep valley there. Service was extended to 157th Street on November 12, 1904, as that station's opening had been delayed because of painting and plastering work. The West Side Branch was extended northward to a temporary terminus at 221st Street and Broadway on March 12, 1906, served by shuttle trains operating between 157th Street and 221st Street. However, only
12852-528: The southernmost point in the borough . Along the way, the line serves places such as Times Square , Lincoln Center , Columbia University , and the City College of New York . The portion of the line north of 42nd Street was built as part of the first subway in New York in 1904. Train services that use the IRT Broadway–Seventh Avenue Line are colored red on subway signage and literature. The line
12978-792: The spans may be replaced with a monolithic vault (as in the Moskovskaya station of the Samara Metro or Sibirskaya of the Novosibirsk Metro ). In some cases, one of the rows of columns may be replaced with a load-bearing wall. Such a dual hall, one-span station, Kashirskaya , was constructed to provide a convenient cross-platform transfer. Recently, stations have appeared with monolithic concrete and steel instead of assembled pieces, as Ploshchad Tukaya in Kazan . The typical shallow column station has two vestibules at both ends of
13104-470: The station is typically positioned under land reserved for public thoroughfares or parks . Placing the station underground reduces the outside area occupied by the station, allowing vehicles and pedestrians to continue using the ground-level area in a similar way as before the station's construction. This is especially important where the station is serving high-density urban precincts, where ground-level spaces are already heavily utilised. In other cases,
13230-420: The station renovation project at 116th Street after the MTA said it would have to put off the renovation projects in Manhattan due to funding issues. Columbia also provided funding to cover a portion of the cost of renovating the 125th Street station, and funded the substitution of the station's aluminum vents with glass windows to reflect the station's original design. Due to concerns expressed by community groups,
13356-451: The station walls surrounded by sepia-toned photographs of the neighborhood at 116th Street. In December 2002, Manhattan Community Board 7 voted in favor of the plan to include artwork from the MTA's Arts for Transit program at the 103rd Street station, which was not landmarked, but voted against the plan to include new artwork at the landmarked 110th Street and 116th Street. On February 4, 2003, Community Board 7 voted in favor of renovating
13482-475: The station, most often combined with below-street crossings. For many metro systems outside Russia, the typical column station is a two-span station with metal columns, as in New York City, Berlin, and others. In Chicago, underground stations of the Chicago 'L' are three-span stations if constructed with a centre platform. In the Moscow Metro , approximately half of the stations are of shallow depth, built in
13608-524: The station, with two connections on each side, all built at great cost under existing work, but none of it was ever used. The Joralemon Street Tunnel opened in January 1908 along with the Borough Hall station , the first underground subway station in Brooklyn. The Nevins Street station opened when the line was extended three stops to Atlantic Avenue on May 1, 1908. The stations' opening was marked with
13734-401: The station. This is resolved with elevators, taking a number of people from street level to the unpaid ticketing area, and then from the paid area to the platform. In addition, there will be stringent requirements for emergencies, with backup lighting , emergency exits and alarm systems installed and maintained. Stations are a critical part of the evacuation route for passengers escaping from
13860-430: The stations could accommodate only six car local trains. The platform extensions were opened in stages. On April 6, 1948, the stations from 103rd Street to Dyckman Street had their platform extensions opened, with the exception of the 125th Street station, which had its extension opened on June 11, 1948. On July 9, 1948, the platform extensions at stations between 207th Street and 238th Street were opened for use at
13986-603: The trackway was cut by the IND when the IND was built from 1929 to 1937. On the other side, it rises again to merge with the southbound local track in the midst of the complicated switch layout just north of Atlantic Avenue – Barclays Center . Between this merge and Atlantic Avenue is another unused trackway, splitting from the local track towards a subway under Fourth Avenue (later built as the BMT Fourth Avenue Line ). This trackway and another trackway (both built for
14112-519: The trackways already set in place. Under the 1905 redesign, numerous provisions were made for connections to future routes, including spurs via Lafayette Avenue, Fourth Avenue, and the Manhattan Bridge. In the area around the Nevins Street station, which was partially constructed as a local station on a three track subway, a new lower level was added underpinning the structure that had been built. The lower level had one trackway and platform in
14238-529: The train carriages. Access from the street to ticketing and the train platform is provided by stairs , concourses , escalators , elevators and tunnels. The station will be designed to minimise overcrowding and improve flow, sometimes by designating tunnels as one way. Permanent or temporary barriers may be used to manage crowds. Some metro stations have direct connections to important nearby buildings (see underground city ). Most jurisdictions mandate that people with disabilities must have unassisted use of
14364-493: The tunnel began on October 12, 1914, using a tunneling shield in conjunction with compressed air. The tunnel was designed by civil engineer Clifford Milburn Holland , who later served as the first chief engineer of the Holland Tunnel . Five hundred men, working in several shifts, excavated the tubes for 24 hours a day. The north tube was holed through on November 28, 1916, followed by the south tube on December 19 of
14490-422: The two halves of the Broadway–Seventh Avenue Line and sending all West Side trains south from Times Square. An immediate result of the switch was the need to transfer using the 42nd Street Shuttle. The completion of the "H" system doubled the capacity of the IRT system. The local tracks ran to South Ferry, while the express tracks used the Brooklyn branch to Wall Street, extended to Atlantic Avenue in Brooklyn via
14616-481: The two would run to the Battery via Greenwich Street, while the second branch would turn eastward under Park Place and Beekman Street and down William Street and Old Slip. After going through Lower Manhattan, the second branch would go through a tunnel under the East River before running under Clark and Fulton Streets until a junction at Borough Hall with the existing Contract 2 IRT Brooklyn Line. In order to pass under
14742-628: The widened portions of Varick Street, and the new Varick and Seventh Avenue Extensions. Filled in ground was found south of Varick Street along Greenwich Street, which approximately marked the old shore line of the Hudson River during the time of the American Revolution. Many buildings had to be underpinned during the construction of the line, especially those on the lower sections through Greenwich Street. South of Chambers Street, there were to be two branches constructed. The first of
14868-470: Was affected by Hurricane Sandy in October 2012, following serious flood damage at South Ferry. Rector Street served as a temporary terminal until April 4, 2013, when the 1 returned to the reopened old loop station. Hurricane Sandy also damaged the Clark Street Tubes, necessitating a full closure on weekends from June 27, 2017, to June 24, 2018, thus affecting 2, 3, 4 , and 5 service. In addition, as
14994-459: Was an explosion during construction of the 23rd Street subway station that caused the tunnel to collapse. Seven people were killed after a blast of dynamite in the subway tunnel destroyed the plank roadway over Seventh Avenue. As a result, a crowded trolley car, and a brewery truck fell into the excavation, accounting for most of the injuries. On June 3, 1917, the first portion of the Broadway–Seventh Avenue Line south of Times Square–42nd Street ,
15120-602: Was completed in 1906, but since it was located in a sparsely occupied area, it did not open until April 1, 1907. The original system as included in Contract 1 was completed on January 14, 1907, when trains started running across the Harlem Ship Canal on the Broadway Bridge to 225th Street , and the nearby 221st Street station was closed. Once the line was extended to 225th Street on January 14, 1907,
15246-459: Was completed. The New York City Board of Transportation announced plans in November 1949 to extend platforms at several IRT stations, including Nevins Street, to accommodate all doors on ten-car trains. Although ten-car trains already operated on the line, the rear car could not open its doors at the station because the platforms were so short. Funding for the platform extensions was included in
15372-431: Was part of several plans for connecting the line to other proposed lines. At its north end, this trackway splits from the southbound local track just south of Hoyt Street , and starts heading downgrade. The track was never laid. At the curve in the subway from Fulton Street to Flatbush Avenue, the trackway curves under the southbound local track, and is joined by another unused trackway heading north along Flatbush Avenue for
15498-412: Was removed in 1956. Original plans called for this to be a local station on a three-track line, but before it opened, the two outer local tracks were added. Fare control is in an upper mezzanine , with a crossunder via part of an unused lower-level platform. Next to this platform is a single unused trackway under the southbound local track. The underpass between the main platforms is the only portion of
15624-400: Was renovated, the rest of the lower platform was visible from the crossunder. A permanent tile wall now blocks off the lower platform, access to which is via a cellar-type door at the north end of each platform, as well as doors from the crossunder. Metro station A metro station or subway station is a train station for a rapid transit system, which as a whole is usually called
15750-556: Was signed, the Board of Rapid Transit Railroad Commissioners instructed Parsons to evaluate the feasibility of extending the subway south to South Ferry , and then to Brooklyn . On January 24, 1901, the Board adopted a route that would extend the subway from City Hall to the Long Island Rail Road (LIRR)'s Flatbush Avenue terminal station (now known as Atlantic Terminal) in Brooklyn, via the Joralemon Street Tunnel under
15876-425: Was suspended. On September 19, after a few switching delays at 96th Street, service was changed. All 1 trains made all stops from 242nd Street to New Lots Avenue via the Clark Street Tunnel and IRT Eastern Parkway Line , to replace all 3 trains (which terminated at 14th Street) at all times except late nights, when it terminated at Chambers Street in Manhattan instead. On September 15, 2002, all 1 trains returned to
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