Misplaced Pages

125th Street station (IRT Broadway–Seventh Avenue Line)

Article snapshot taken from Wikipedia with creative commons attribution-sharealike license. Give it a read and then ask your questions in the chat. We can research this topic together.
(Redirected from 125th Street (IRT Broadway–Seventh Avenue Line)) New York City Subway station in Manhattan For other uses, see 125th Street (disambiguation).

New York City Subway station in Manhattan, New York
 125 Street "1" train
New York City Subway station (rapid transit)
Southbound 1 train arrives in the evening
Station statistics
AddressWest 125th Street & Broadway
New York, New York
BoroughManhattan
LocaleManhattanville, Morningside Heights
Coordinates40°48′54″N 73°57′29″W / 40.815°N 73.958°W / 40.815; -73.958
DivisionA (IRT)
Line   IRT Broadway–Seventh Avenue Line
Services   1  (all times)
TransitBus transport NYCT Bus: M4, M104, M125
StructureElevated
Platforms2 side platforms
Tracks3 (2 in regular service)
Other information
OpenedOctober 27, 1904; 120 years ago (1904-10-27)
Opposite-
direction
transfer		Yes
Former/other namesManhattan Street
Traffic
20231,986,493 Increase 12.7%
Rank167 out of 423
Services
Preceding station New York City Subway New York City Subway Following station
137th Street–City Collegetoward Van Cortlandt Park–242nd Street
Local 		116th Street–Columbia Universitytoward South Ferry
Location
125th Street station (IRT Broadway–Seventh Avenue Line) is located in New York City Subway125th Street station (IRT Broadway–Seventh Avenue Line)Show map of New York City Subway125th Street station (IRT Broadway–Seventh Avenue Line) is located in New York City125th Street station (IRT Broadway–Seventh Avenue Line)Show map of New York City125th Street station (IRT Broadway–Seventh Avenue Line) is located in New York125th Street station (IRT Broadway–Seventh Avenue Line)Show map of New York
Track layout

Legend
to 137th Street
to 116th Street
Street map

Station service legend
Symbol Description
Stops all times Stops all times
IRT Broadway Line Viaduct (a.k.a.; Manhattan Valley Viaduct)
U.S. National Register of Historic Places
New York State Register of Historic Places
New York City Landmark No. 1094
NRHP reference No.83001749
NYSRHP No.06101.006462
NYCL No.1094
Significant dates
Added to NRHPSeptember 15, 1983
Designated NYSRHPAugust 15, 1983
Designated NYCLNovember 24, 1981

The 125th Street station (formerly the Manhattan Street station) is an elevated local station on the IRT Broadway–Seventh Avenue Line of the New York City Subway. Located at the intersection of 125th Street and Broadway, at the border of the Manhattanville and Morningside Heights neighborhoods of Manhattan, it is served by the 1 train at all times.

The 125th Street station was constructed for the Interborough Rapid Transit Company (IRT) as part of the city's first subway line, which was approved in 1900. Construction of the line segment that includes 125th Street began on June 18 of the same year. The station opened on October 27, 1904, as one of the original 28 stations of the New York City Subway. The station's platforms were lengthened in 1948, and the station was renovated in the 2000s.

The 125th Street station contains two side platforms and three tracks; the center track is not used in regular service. The station is the only one on the 2,174-foot-long (663 m) Manhattan Valley Viaduct, which carries the Broadway–Seventh Avenue Line across a natural valley surrounding 125th Street. The platforms contain windscreens and canopies. The station house beneath the platforms contains exits to 125th Street and Broadway. The Manhattan Valley Viaduct is a New York City designated landmark and listed on the National Register of Historic Places.

History

Construction and opening

The station seen up close from Broadway

Planning for 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. It called for a subway line from New York City Hall in Lower Manhattan to the Upper West Side, where two branches would lead north into the Bronx. A plan was formally adopted in 1897, and all legal conflicts concerning the route alignment were resolved near the end of 1899. The Rapid Transit Construction Company, organized by John B. McDonald and funded by August Belmont Jr., signed the initial Contract 1 with the Rapid Transit Commission in February 1900, under which it would construct the subway and maintain a 50-year operating lease from the opening of the line. Belmont incorporated the Interborough Rapid Transit Company (IRT) in April 1902 to operate the subway.

Viaduct

The Manhattan Street station was constructed as part of the IRT's West Side Line (now the Broadway–Seventh Avenue Line). While most of the original line was designed to be underground, the topology of Manhattanville necessitated the construction of a viaduct between 122nd and 135th Streets. At the time, the section of 125th Street in West Harlem was known as Manhattan Street; although engineers found that it was technically feasible to dig a tunnel under Manhattan Street, they concluded that such a tunnel would have required a steep grade. The IRT's engineers originally planned to build a standard elevated structure, similar to those built in other parts of the rapid transit system, with steel columns that supported plate girder spans. However, this plan would have required rerouting the Third Avenue/125th Street streetcar line, which ran along Manhattan Street. As such, prior to the start of construction, the plans were changed to a steel viaduct with a double-hinged arch. The elevated rail section runs from 122nd to 135th Street and was originally called the Manhattan Valley Viaduct. The name was changed to avoid confusion with the nearby viaduct over Riverside Drive, which also goes by this name. The aboveground railway has five sections: two embankments at either end, a truss arch over 125th Street, and plate girder bridges connecting the arch with the embankments on either side.

During the planning process, IRT engineers had considered constructing a two-track elevated spur from the viaduct, leading west to a ferry terminal to Fort Lee, New Jersey. The spur was approved in 1903, and engineers drew up detailed plans for the structure; however, this spur was never built. Work began on the viaduct over Manhattan Valley on June 1, 1901. Work on the stone piers and foundations for the viaduct was done by E. P. Roberts, while other work was done by Terry & Tench Construction Company. According to Tramway and Railway World magazine, the viaduct was built within two weeks. Because of delays in constructing the masonry abutment, a portion of the parabolic arch span was built first, followed by the rest of the viaduct. Normally, the side spans would have been built before the arch was constructed.

The section of the West Side Line around this station was originally planned as a two-track line, but in early 1901, was changed to a three-track structure to permit train storage in the center track. A third track was added directly north of 96th Street, immediately east of the originally planned two tracks. By late 1903, the subway was nearly complete, but the IRT Powerhouse and the system's electrical substations were still under construction, delaying the system's opening. The escalators had not been installed by the time the station was scheduled to open, forcing passengers to use temporary stairways. The 125th Street station opened on October 27, 1904, as the Manhattan Street station, one of the original 28 stations of the New York City Subway from City Hall to 145th Street on the West Side Branch.

Service changes and station renovations

20th century

The station's entrance and turnstiles in 1978

After the first subway line was completed in 1908, the station was served by West Side local and express trains. Express trains began at South Ferry in Manhattan or Atlantic Avenue in Brooklyn, and ended at 242nd Street in the Bronx. Local trains ran from City Hall to 242nd Street during rush hours, continuing south from City Hall to South Ferry at other times. In 1918, the Broadway–Seventh Avenue Line opened south of Times Square–42nd Street, and the original line was divided into an H-shaped system. The original subway north of Times Square thus became part of the Broadway–Seventh Avenue Line. Local trains were sent to South Ferry, while express trains used the new Clark Street Tunnel to Brooklyn.

To address overcrowding, in 1909, the New York Public Service Commission proposed lengthening the platforms at stations along the original IRT subway. As part of a modification to the IRT's construction contracts made on January 18, 1910, the company was to lengthen station platforms to accommodate ten-car express and six-car local trains. In addition to $1.5 million (equivalent to $49.1 million in 2023) spent on platform lengthening, $500,000 (equivalent to $16.4 million in 2023) was spent on building additional entrances and exits. It was anticipated that these improvements would increase capacity by 25 percent. The northbound platform at the Manhattan Street station was extended about 98 feet (30 m) to the south, while the southbound platform was not lengthened. Six-car local trains began operating in October 1910, and ten-car express trains began running on the West Side Line on January 24, 1911. Subsequently, the station could accommodate six-car local trains, but ten-car trains could not open some of their doors.

Four stairways at the station were relocated, two stairways were added, and two passageways in the mezzanine were widened during Fiscal Year 1915. Manhattan Street was renamed 125th Street on April 24, 1921; the original alignment of 125th Street became known as LaSalle Street. The station was also renamed 125th Street in 1921, following a request from the Harlem Board of Commerce. A mezzanine below the tracks opened at the station on September 26, 1931, with three new escalators and a new staircase to and from the street. The span of escalator service was extended from 1 a.m. to 2 a.m. on November 2, 1931.

The city government took over the IRT's operations on June 12, 1940. Platforms at IRT Broadway–Seventh Avenue Line stations between 103rd Street and 238th Street, including those at 125th Street, were lengthened to 514 feet (157 m) in 1948, allowing full ten-car express trains to stop at these stations. A contract for the platform extensions at 125th Street and five other stations on the line was awarded to the Rao Electrical Equipment Company and the Kaplan Electric Company in June 1946. The platform extensions at these stations were opened in stages. The platform extensions at 125th Street opened on June 11, 1948. Simultaneously, the IRT routes were given numbered designations with the introduction of "R-type" rolling stock, which contained rollsigns with numbered designations for each service. The route to 242nd Street became known as the 1. In 1959, all 1 trains became local.

On November 24, 1981, the New York City Landmarks Preservation Commission (LPC) designated the Manhattan Valley Viaduct, including the 125th Street station, as a city landmark. The designation was contentious; the Jewish Theological Seminary argued against the designation because it would prevent the museum from erecting a new structure on or near the site. The New York City Board of Estimate, which had to ratify the landmark status, upheld the designation in April 1982. The viaduct and station were added to the National Register of Historic Places in 1983.

In April 1988, the New York City Transit Authority (NYCTA) unveiled plans to speed up service on the Broadway–Seventh Avenue Line through the implementation of a skip-stop service: the 9 train. As soon as the plan was announced, some local officials were opposed to the change. Initially, skip-stop service would have been operated north of 116th Street, with 1 trains skipping 125th Street, 157th Street, 207th Street, and 225th Street, and 9 trains skipping 145th Street, 181st Street, Dyckman Street, 215th Street and 238th Street. However, the plan was changed because riders did not want 125th Street to be a skip-stop station. When skip-stop service started in 1989, it was only implemented north of 137th Street–City College on weekdays, and 125th Street was served by both the 1 and the 9.

21st century

The tracks leading south to the station, which is visible behind (south of) the northbound 1 train

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 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 wall tiles. 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 the 100th anniversary of the station's opening, and the 250th anniversary of Columbia University.

Manhattan Community Board 9 was concerned about preserving the historic nature of the station during its renovation. Manhattan Community Board 7 got the MTA to agree to maintain the existing design of the wood paneling and windows in the 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. Columbia University provided funding to cover a portion of the cost of renovating the 125th Street station, as it did for the station renovations at 103rd Street, 110th Street, and 116th Street, and funded the substitution of the station's aluminum vents with glass windows to reflect the station's original design.

Between October 5 and November 17, 2003, the downtown platforms at 110th Street and 125th Street were closed to expedite work on their renovations. Skip-stop service ended on May 27, 2005, as a result of a decrease in the number of riders who benefited. In February 2022, local officials requested that the MTA consider adding elevators to the 125th Street station, citing the fact that West Harlem was growing rapidly. At the time, there was only one fully accessible subway station on the Broadway–Seventh Avenue Line north of 96th Street; that station was 231st Street, several miles north in the Bronx.

Station layout

Platform level Side platform
Northbound local ← "1" train toward Van Cortlandt Park–242nd Street (137th Street–City College)
Peak-direction express → No regular service
Southbound local → "1" train toward South Ferry (116th Street–Columbia University) →
Side platform
Mezzanine Fare control, station agent, MetroCard and OMNY machines
Ground Street level Entrances/exits

This station was part of the original subway. It has two side platforms and three tracks; the center track is not used in revenue service. The station is served by the 1 at all times and is between 137th Street to the north and 116th Street to the south. Both platforms have beige windscreens and red canopies. The windscreens have windows and green frames and outlines in the center that were installed in the station's 2003 renovation. On both ends of the platforms, which are not shaded by canopies, there are green, waist-high, ironwork fences.

IRT Broadway Line Viaduct

A northbound 1 train approaching the 125th Street station, as seen from the 122nd Street portal

The viaduct was originally known as Manhattan Valley Viaduct, a name it shared with the nearby pedestriation and street viaduct over Riverside Drive. The 125th Street station is the only station on the 2,174-foot-long (663 m) viaduct, which bridges Manhattanville from 122nd to 135th Streets. The viaduct allows the trains to remain relatively level and avoid steep grades while traversing the valley. An elevated steel structure with simple steel supports, as used in other parts of the IRT, was not feasible because of the oblique intersection of 125th Street (originally Manhattan Street) and Broadway. A streetcar ran along Manhattan Street, and the steel support columns would have conflicted with the trolley path. The choices were a realignment of the street, or a pillarless span over the intersection.

The steel arch across 125th Street is 168.5 feet (51.4 m) long and 54 feet (16 m) high, with foundations descending 30 feet (9.1 m) below street level. The arch measures 172 feet (52 m) long when measured between the skewbacks on either end. The arch is composed of three lattice-girder two-hinge ribs, whose centers are spaced 24.5 feet (7.5 m) apart. Each half rib supports six spandrel posts carrying the tracks. The chords of the ribs are 6 feet (1.8 m) apart with an H-section. Each rib was made in 14 sections of equal length.

Most of the remainder of the viaduct is a simple steel structure, similar to other early IRT lines. Each section measures 46 to 72 feet (14 to 22 m) long with transverse girders 31.33 feet (9.5 m) wide. Each track was proportioned for a dead load of 330 pounds per foot (490 kg/m) and a live load of 25,000 pounds (11,340 kg) per axle. The extreme ends of the viaduct contain plate girder bridges across LaSalle Street to the south and 133rd Street to the north. The span across LaSalle Street measures 86 feet (26 m) long, while that across 133rd Street measures 65 feet (20 m) long. When the viaduct was completed, it was painted dark green. The viaduct's southern portal runs from 122nd to LaSalle Streets while the northern portal runs from 133rd to 135th Streets. These portals are made of brick and stone and are topped by masonry parapets.

Architectural critic Montgomery Schuyler praised the IRT viaduct above 125th Street as "strictly an example of engineering, in which architectural conventions are not recognized at all". Aside from a complaint that the vertical supports of the arch carried an aesthetic "awkwardness", Schuyler wrote that "it is all the better architecturally" for having been designed for utilitarian purposes. Architectural writers Norval White and Elliot Willensky wrote in the AIA Guide to New York City that the arch was "worthy of Eiffel", a reference to the lattice of the Eiffel Tower.

Exits

Staircase and passageway to escalator

The 125th Street station has a mezzanine fare control, where a turnstile bank provides access to and from the station. In the unpaid area, on the west side of the mezzanine, is a token booth and an enclosed passageway, which leads to two escalators going down to the west side of Broadway. The escalators go in opposite directions: one leads north to 125th Street while the other leads south to Tiemann Place. On the east side of the station house, another enclosed passageway leads to an escalator facing south and going down to the southeast corner of Broadway and 125th Street. Adjacent to this passageway is an L-shaped staircase with its upper half directly above Broadway and the lower half beneath the enclosed escalator going to the same corner of the intersection. When the station opened, drawings show that there were escalators descending to the median of Broadway.

References

  1. "Glossary". Second Avenue Subway Supplemental Draft Environmental Impact Statement (SDEIS) (PDF). Vol. 1. Metropolitan Transportation Authority. March 4, 2003. pp. 1–2. Archived from the original (PDF) on February 26, 2021. Retrieved January 1, 2021.
  2. "Manhattan Bus Map" (PDF). Metropolitan Transportation Authority. July 2019. Retrieved December 1, 2020.
  3. "Our Subway Open: 150,000 Try It; Mayor McClellan Runs the First Official Train". The New York Times. October 28, 1904. p. 1. ISSN 0362-4331. Archived from the original on December 13, 2021. Retrieved April 21, 2020.
  4. ^ "Annual Subway Ridership (2018–2023)". Metropolitan Transportation Authority. 2023. Retrieved April 20, 2024.
  5. ^ "New York SP IRT Broadway Line Viaduct". Records of the National Park Service, 1785 – 2006, Series: National Register of Historic Places and National Historic Landmarks Program Records, 2013 – 2017, Box: National Register of Historic Places and National Historic Landmarks Program Records: New York, ID: 75319648. National Archives.
  6. ^ Framberger, David; Sklar, Barbara (November 24, 1981). Interborough Rapid Transit System, Manhattan Valley Viaduct (PDF) (Report). New York City Landmarks Preservation Commission. p. 3. Archived (PDF) from the original on December 26, 2019. Retrieved November 19, 2019.
  7. ^ Walker, James Blaine (1918). Fifty Years of Rapid Transit — 1864 to 1917. New York, N.Y.: Law Printing. Retrieved November 6, 2016.
  8. "IRT Subway System Underground Interior" (PDF). New York City Landmarks Preservation Commission. October 23, 1979. Archived (PDF) from the original on March 27, 2016. Retrieved July 28, 2019.
  9. ^ Report of the Board of Rapid Transit Railroad Commissioners for the City of New York For The Year Ending December 31, 1904 Accompanied By Reports of the Chief Engineer and of the Auditor. Board of Rapid Transit Railroad Commissioners. 1905. pp. 229–236.
  10. ^ Scott, Charles (1978). "Design and Construction of the IRT: Civil Engineering" (PDF). Historic American Engineering Record. pp. 208–282 (PDF pp. 209–283). Archived (PDF) from the original on January 17, 2021. Retrieved December 20, 2020. Public Domain This article incorporates text from this source, which is in the public domain.
  11. "Progress on the Rapid Transit Tunnel". The New York Times. June 16, 1901. ISSN 0362-4331. Archived from the original on March 17, 2018. Retrieved January 5, 2021.
  12. ^ "Eighty Years of Subway Service to the Bronx" (PDF). The Bulletin. Vol. 28, no. 7. Electric Railroaders' Association. July 1985. Retrieved April 2, 2018.
  13. ^ "Manhattan Valley Viaduct". Engineering News. 49: 181–182. February 19, 1903. Archived from the original on June 15, 2022. Retrieved January 5, 2021.
  14. "Two More Tunnel Contracts" (PDF). The New York Times. May 2, 1900. p. 7. ISSN 0362-4331. Archived (PDF) from the original on June 15, 2022. Retrieved January 5, 2021.
  15. ^ Gray, Christopher (October 26, 2003). "Streetscapes/Broadway Between 122nd and 135th Streets; 125th St. Viaduct: Architecture, Engineering or Both?". The New York Times. ISSN 0362-4331. Archived from the original on January 26, 2021. Retrieved January 5, 2021.
  16. Report of the Board of Rapid Transit Railroad Commissioners For And In The City of New York Up to December 31, 1901. Board of Rapid Transit Railroad Commissioners. 1902. Archived from the original on May 2, 2022. Retrieved December 19, 2020.
  17. Report of the Public Service Commission For The First District of the State of New York For The Year Ending December 31, 1909. Albany: Public Service Commission. 1910. Archived from the original on April 22, 2022. Retrieved December 19, 2020.
  18. "New York City's Subway Turns 100" (PDF). The Bulletin. 47 (10). Electric Railroaders' Association. October 2004. Archived from the original (PDF) on April 3, 2018. Retrieved April 2, 2018.
  19. "First of Subway Tests; West Side Experimental Trains to be Run by Jan. 1 Broadway Tunnel Tracks Laid, Except on Three Little Sections, to 104th Street – Power House Delays". The New York Times. November 14, 1903. ISSN 0362-4331. Archived from the original on May 5, 2022. Retrieved May 10, 2022.
  20. "Clamor for Tickets for Subway Opening; Distribution Plan Criticised by Engineers and Many Others". The New York Times. October 26, 1904. ISSN 0362-4331. Retrieved May 25, 2023.
  21. "Our First Subway Completed At Last — Opening of the Van Cortlandt Extension Finishes System Begun in 1900 — The Job Cost $60,000,000 — A Twenty-Mile Ride from Brooklyn to 242d Street for a Nickel Is Possible Now". The New York Times. August 2, 1908. p. 10. Archived from the original on December 23, 2021. Retrieved November 6, 2016.
  22. Herries, William (1916). Brooklyn Daily Eagle Almanac. Brooklyn Daily Eagle. p. 119. Archived from the original on May 11, 2021. Retrieved December 19, 2020.
  23. "Open New Subway Lines to Traffic; Called a Triumph" (PDF). The New York Times. August 2, 1918. p. 1. ISSN 0362-4331. Archived (PDF) from the original on August 3, 2019. Retrieved October 4, 2011.
  24. ^ Hood, Clifton (1978). "The Impact of the IRT in New York City" (PDF). Historic American Engineering Record. pp. 146–207 (PDF pp. 147–208). Archived (PDF) from the original on January 17, 2021. Retrieved December 20, 2020. Public Domain This article incorporates text from this source, which is in the public domain.
  25. ^ Report of the Public Service Commission for the First District of the State of New York For The Year Ending December 31, 1910. Public Service Commission. 1911. Archived from the original on January 20, 2021. Retrieved January 7, 2021.
  26. "Ten-car Trains in Subway to-day; New Service Begins on Lenox Av. Line and Will Be Extended to Broadway To-morrow". The New York Times. January 23, 1911. ISSN 0362-4331. Archived from the original on April 5, 2018. Retrieved April 5, 2018.
  27. ^ Report for the three and one-half years ending June 30, 1949. New York City Board of Transportation. 1949. hdl:2027/mdp.39015023094926.
  28. 1914–1915 Annual Report of the Interborough Rapid Transit Company for the Year Ended June 30, 1915. Interborough Rapid Transit Company. 1915. p. 14. Archived from the original on May 4, 2022. Retrieved December 22, 2020.
  29. "New Subway Station Name; "Manhattan Street" on Broadway Line Becomes "l25th Street"" (PDF). The New York Times. March 6, 1921. p. 25. ISSN 0362-4331. Archived (PDF) from the original on June 15, 2022. Retrieved January 5, 2021.
  30. Eleventh Annual Report For The Calendar Year 1931. New York State Transit Commission. 1922. p. 80.
  31. "City Transit Unity Is Now a Reality; Title to I.R.T. Lines Passes to Municipality, Ending 19-Year Campaign". The New York Times. June 13, 1940. ISSN 0362-4331. Archived from the original on January 7, 2022. Retrieved May 14, 2022.
  32. "Transit Unification Completed As City Takes Over I. R. T. Lines: Systems Come Under Single Control After Efforts Begun in 1921; Mayor Is Jubilant at City Hall Ceremony Recalling 1904 Celebration". New York Herald Tribune. June 13, 1940. p. 25. ProQuest 1248134780.
  33. "Platform Awards Made; Two Concerns to Enlarge Six Subway Stations of IRT" (PDF). The New York Times. June 14, 1946. p. 23. ISSN 0362-4331. Archived from the original on June 15, 2022. Retrieved January 27, 2021.
  34. "More Long Platforms – Five Subway Stations on IRT to Accommodate 10-Car Trains" (PDF). The New York Times. July 10, 1948. p. 8. ISSN 0362-4331. Archived from the original on May 24, 2022. Retrieved March 27, 2016.
  35. Brown, Nicole (May 17, 2019). "How did the MTA subway lines get their letter or number? NYCurious". amNewYork. Archived from the original on March 2, 2021. Retrieved January 27, 2021.
  36. Friedlander, Alex; Lonto, Arthur; Raudenbush, Henry (April 1960). "A Summary of Services on the IRT Division, NYCTA" (PDF). New York Division Bulletin. 3 (1). Electric Railroaders' Association: 2. Archived from the original (PDF) on September 14, 2020. Retrieved January 27, 2021.
  37. "Wagner Praises Modernized IRT — Mayor and Transit Authority Are Hailed as West Side Changes Take Effect". The New York Times. February 7, 1959. p. 21. Archived from the original on January 1, 2018. Retrieved November 6, 2016.
  38. Carroll, Maurice (November 25, 1981). "Landmark Status Voted for Warburg Mansion". The New York Times. ISSN 0362-4331. Archived from the original on January 25, 2018. Retrieved January 5, 2021.
  39. Haberman, Clyde (April 2, 1982). "Board of Estimate Agrees to Allow a Tower Next to Warburg Mansion". The New York Times. ISSN 0362-4331. Retrieved July 25, 2022.
  40. ^ Brozan, Nadine (June 4, 1989). "'Skip-Stop' Subway Plan Annoys No. 1 Riders". The New York Times. ISSN 0362-4331. Archived from the original on August 10, 2016. Retrieved June 15, 2016.
  41. Moore, Keith (June 10, 1988). "TA's skip-stop plan hit". New York Daily News. Archived from the original on November 8, 2018. Retrieved November 8, 2018.
  42. "#1 Riders: Your Service is Changing". New York Daily News. August 20, 1989. Archived from the original on November 8, 2018. Retrieved November 8, 2018.
  43. "Announcing 1 and 9 Skip-Stop Service on the Broadway-Seventh Avenue Line" (PDF). New York City Transit Authority. August 1989. Archived from the original (PDF) on June 26, 2020. Retrieved August 1, 2009.
  44. Lorch, Donatella (August 22, 1989). "New Service For Subways On West Side". The New York Times. ISSN 0362-4331. Archived from the original on August 10, 2016. Retrieved June 15, 2016.
  45. Donohue, Pete (June 11, 2002). "Renovation Is Set For 10 Subway Stations". New York Daily News. Archived from the original on January 9, 2018. Retrieved January 8, 2018.
  46. ^ Angara, Harini (January 23, 2004). "116th Subway Station Gets a Face Lift". Columbia Spectator. Archived from the original on January 8, 2021. Retrieved January 5, 2021.
  47. Nowakowski, Xan (September 11, 2002). "Columbia Invests in Area Subway Stations". Columbia Daily Spectator. Archived from the original on January 8, 2021. Retrieved January 5, 2021.
  48. Homans, Charlie (January 24, 2003). "Tunnel Vision: MTA, Locals Don't See Eye to Eye". Columbia Daily Spectator. Archived from the original on January 7, 2021. Retrieved January 5, 2021.
  49. "1 9 Downtown Trains skip 125 St. and 110 St". Columbia Daily Spectator. October 3, 2003. Archived from the original on January 8, 2021. Retrieved January 5, 2021.
  50. Chan, Sewell (May 25, 2005). "On Its Last Wheels, No. 9 Line Is Vanishing on Signs". The New York Times. ISSN 0362-4331. Archived from the original on March 17, 2015. Retrieved August 29, 2016.
  51. "Noteworthy – 9 discontinued". May 7, 2005. Archived from the original on May 7, 2005. Retrieved September 18, 2016.
  52. Garber, Nick (February 9, 2022). "This Harlem Subway Station Needs An Elevator, Officials Tell MTA". Harlem, NY Patch. Retrieved June 24, 2022.
  53. Dougherty, Peter (2006) . Tracks of the New York City Subway 2006 (3rd ed.). Dougherty. OCLC 49777633 – via Google Books.
  54. "1 Subway Timetable, Effective December 15, 2024". Metropolitan Transportation Authority. Retrieved December 16, 2024.
  55. "Subway Map" (PDF). Metropolitan Transportation Authority. September 2021. Retrieved September 17, 2021.
  56. ^ Interborough Rapid Transit Company (1904). New York Subway: Its Construction and Equipment. Interborough Rapid Transit Company. Archived from the original on July 28, 2021. Retrieved December 23, 2020. Public Domain This article incorporates text from this source, which is in the public domain.{{cite book}}: CS1 maint: postscript (link)
  57. ^ "Condition of the Work on the Subway". Institutional Investor. Vol. LXXXVIII, no. 18. May 2, 1903. p. 337. ProQuest 126835883.
  58. "Progress of the Work on Subway; General Clearance and Repaving of Streets Within Past Month". The New York Times. October 4, 1903. ISSN 0362-4331. Archived from the original on June 15, 2022. Retrieved January 5, 2021.
  59. ^ Schuyler, Montgomery (October 1905). "The New Bridges in New York City" (PDF). Architectural Record. 18 (4): 251. Archived (PDF) from the original on February 8, 2021. Retrieved January 5, 2021.
  60. White, Norval; Willensky, Elliot; Leadon, Fran (2010). AIA Guide to New York City (5th ed.). New York: Oxford University Press. p. 506. ISBN 978-0-19538-386-7.
  61. "125th Street Neighborhood Map". mta.info. Metropolitan Transportation Authority. April 2018. Archived from the original on December 20, 2021. Retrieved January 5, 2021.

External links

Stations of the New York City Subway, by service
"1" train Broadway–
 Seventh Avenue Local
See also
Lists by borough (The Bronx
Brooklyn
Manhattan
Queens)
Accessible
Closed
Terminals
Transfer
Commons category
  • Note: Service variations, station closures, and reroutes are not reflected here.
    Stations with asterisks have no regular peak, reverse peak, or midday service on that route. See linked articles for more information.
Stations of the New York City Subway, by line (physical trackage)
Broadway–
Seventh Ave. Line
"1" train​"2" train​"3" train
"1" train South Ferry branch
"2" train​"3" train Brooklyn branch
See also
Lists by borough (The Bronx
Brooklyn
Manhattan
Queens)
Accessible
Closed
Terminals
Transfer
Commons category
  • Stations and line segments in italics are closed, demolished, or planned (temporary closures are marked with asterisks). Track connections to other lines' terminals are displayed in brackets. Struck through passenger track connections are closed or unused in regular service.
Structures on Broadway in Manhattan and the Bronx
Buildings (The Battery – Houston Street)
Buildings (Houston Street – Times Square)
Buildings (Times Square – Columbus Circle)
Buildings (Columbus Circle – The Bronx)
Parks and plazas
Subway stations
Former
U.S. National Register of Historic Places in New York
Topics

Lists
by county
Lists
by city
Other lists
Bridges and tunnels on the National Register of Historic Places
Categories: