Jump to content

168th Street station (New York City Subway)

Coordinates: 40°50′28″N 73°56′23″W / 40.841022°N 73.939791°W / 40.841022; -73.939791
From Wikipedia, the free encyclopedia
This article is about the station in Manhattan. For the former station in Queens, see 168th Street station (BMT Jamaica Line).

 168 Street
 "1" train​"A" train​"C" train
New York City Subway station complex
Entrance at 169th Street
Station statistics
AddressWest 168th Street, Broadway, and
St. Nicholas Avenue
New York, New York
BoroughManhattan
LocaleWashington Heights
Coordinates40°50′28″N 73°56′23″W / 40.841022°N 73.939791°W / 40.841022; -73.939791
DivisionA (IRT), B (IND)[1]
LineIND Eighth Avenue Line
IRT Broadway–Seventh Avenue Line
Services   1 all times (all times)​
   A all times (all times)
​   C all except late nights (all except late nights)
TransitBus transport NYCT Bus: Bx7, M2, M3, (M4 on Fort Washington Avenue), M5, M100
Bus transport Short Line Bus: 208-GWB Eastside Commuter Bus transport Intercampus Shuttles, Fort Lee Shuttle, Lamont Shuttle
Levels2
Other information
OpenedFor the transfer point, July 1, 1948 (76 years ago) (1948-07-01)[2]
AccessibleThis station is partially compliant with the Americans with Disabilities Act of 1990 Partially ADA-accessible; accessibility to rest of station planned (IND Eighth Avenue Line platforms only)
Former/other namesWashington Heights–168th Street
Traffic
20235,161,102[3] Increase 10.8%
Rank51 out of 423[3]
Location
168th Street station (New York City Subway) is located in New York City Subway
168th Street station (New York City Subway)
168th Street station (New York City Subway) is located in New York City
168th Street station (New York City Subway)
168th Street station (New York City Subway) is located in New York
168th Street station (New York City Subway)
Street map

Map

Station service legend
Symbol Description
Stops all times except late nights Stops all times except late nights
Stops all times Stops all times

The 168th Street station (formerly the Washington Heights–168th Street station) is an underground New York City Subway station complex shared by the IRT Broadway–Seventh Avenue Line and IND Eighth Avenue Line. It is located at the intersection of 168th Street and Broadway in the Washington Heights neighborhood of Manhattan and served by the 1 and A trains at all times, and the C train at all times except late nights.

The Broadway–Seventh Avenue Line station was built for the Interborough Rapid Transit Company (IRT), and was a station on the West Side Branch of the city's first subway line, which was approved in 1900. The station opened on April 14, 1906. The Eighth Avenue Line station was built as an express and terminal station for the Independent Subway System (IND) and opened on September 10, 1932, as part of the IND's first segment.

The IRT station has two side platforms and two tracks. The IND station has two island platforms and four tracks, although the track configuration is reversed from most New York City Subway express stations, with express trains using the outer tracks and local trains using the inner tracks. The transfer between the IRT platforms and the IND platforms has been within fare control since July 1, 1948. The IND station contains elevators, which make it compliant with the Americans with Disabilities Act of 1990 (ADA). While the IRT station can only be reached by elevators, it is not ADA-accessible. The IRT station's interior is listed on the National Register of Historic Places.

History

[edit]

IRT Broadway–Seventh Avenue Line

[edit]

Construction and opening

[edit]

Planning for a subway line in New York City dates to 1864.[4]: 21  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.[4]: 139–140  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.[5]: 3  A plan was formally adopted in 1897,[4]: 148  and all legal conflicts concerning the route alignment were resolved near the end of 1899.[4]: 161  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,[6] under which it would construct the subway and maintain a 50-year operating lease from the opening of the line.[4]: 165  In 1901, the firm of Heins & LaFarge was hired to design the underground stations.[5]: 4  Belmont incorporated the Interborough Rapid Transit Company (IRT) in April 1902 to operate the subway.[4]: 182 

The 168th Street station was constructed as part of the IRT's West Side Line (now the Broadway–Seventh Avenue Line) from 133rd Street to a point 100 feet (30 m) north of 182nd Street. Work on this section was conducted by L. B. McCabe & Brother, who started building the tunnel segment on May 14, 1900.[6] The 168th Street station was one of three stations to be built within the deep-level Fort George Mine Tunnel.[7]: 165  The station was equipped with elevators from its opening, since the IRT's contract with the city mandated elevators in stations that were more than 29 feet (8.8 m) deep.[8][9][a] At the 168th Street station, the only means of access was via two elevators and a staircase,[10][11] and the station cavern extended 150 feet (46 m) north and south of 168th Street.[12]

The original New York City Subway line from City Hall to 145th Street on the West Side Branch opened in October 1904,[4]: 186 [13]: 189  with the line being extended to 157th Street a week later.[13]: 191  The 168th and 181st Street stations had been scheduled to open on May 1, 1905, but the caverns and elevator shafts at these stations were not even fully excavated at the beginning of that year.[14] Workers wanted to expedite the line's opening to serve baseball fans traveling to American League Park, the home of the Highlanders (now New York Yankees),[12] which occupied the western side of Broadway from 165th to 168th Street. A train crashed into a temporary bulkhead at the south end of the station in March 1905;[12] this caused a fire that weakened the tunnel's roof, which then collapsed and killed a firefighter.[15][16] The damage caused by the crash delayed the station's completion by several months.[12] Although the Fort George tunnel was nearly completed by January 1906, elevators had not been installed at the 168th and 181st Street stations.[17]

The West Side Branch was extended northward from 157th Street to a temporary terminus at 221st Street, near the Harlem River Ship Canal,[b] on March 12, 1906, with the station at 168th Street not yet open.[18] This extension was initially served by shuttle trains operating between 157th Street and 221st Street.[19] The 168th Street station opened for service on April 14, 1906.[21][11] The station originally only had two elevators, each measuring 12 by 12 feet (3.7 m × 3.7 m), as well as a set of 119 steps; this contributed to serious overcrowding on the station's first day of operation.[11] On May 30, 1906, express trains began running through to 221st Street.[19] The opening of the first subway line helped contribute to the development of Washington Heights,[22]: 9  although development around the 168th Street station was initially limited because of the presence of American League Park, as well as covenants that restricted development on many lots west of Broadway.[23]

1900s and 1910s

[edit]

When the 168th Street station opened, the two elevators could fit only 50 passengers each, and they became severely overcrowded during peak times. During baseball games at American League Park, many fans opted to instead take the subway to 157th Street, then pay an additional 25 cents for a taxi to the stadium.[24] The elevators' capacity limitations prompted the Public Service Commission to decide against constructing additional deep-level subway lines; newer routes, such as the Broadway and Lexington Avenue lines, were instead built using the cut-and-cover method.[25] In Fiscal Year 1909, work was done to increase the carrying load of the elevators at the station.[26] Officials had decided against adding additional elevators because it would only cost $6,300 to update the existing elevator cabs.[27] By the early 1910s, the elevators could carry 80 people at once and were staffed by elevator operators.[28]

To address overcrowding, in 1909, the New York Public Service Commission proposed lengthening the platforms at stations along the original IRT subway.[29]: 168  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.[30]: 15  The northbound platform at the 168th Street station was extended 179 feet (55 m) to the south. The arched ceiling adjacent to the platform extension was replaced with a flat roof made of steel beams, since the arch's structural integrity was compromised by the platform extension.[30]: 113  The southbound platform was not lengthened.[30]: 106  Six-car local trains began operating in October 1910,[29]: 168  and ten-car express trains began running on the West Side Line on January 24, 1911.[29]: 168 [31] Subsequently, the station could accommodate six-car local trains, but ten-car trains could not open some of their doors.[32]

1920s to 1940s

[edit]
View of the IRT station's vault

Public Service Commission employees began preparing plans for an additional elevator at the station in 1919.[33] The city government authorized the construction of additional elevators at the station in February 1922;[34][35] there were to be four new shafts on the west side of Broadway, and elevator cabs were to be installed in two of the shafts.[36] The city began receiving bids for the elevator shafts in April 1922,[37][38] and they also awarded a contract for a new station entrance to Holbrook, Cabot & Rollins Corporation for $283,000 the next month.[39] The city received bids for the elevator cabs that December[36][40] and awarded the contract to the Otis Elevator Company.[41] In Fiscal Year 1923, work began on the installation of a new entrance with elevators on the west side of Broadway to increase the capacity of the station.[42] The following fiscal year, the IRT reported that work to construct new entrances to the station was 87 percent complete.[43] The two elevators entered service on June 26, 1924.[44][45]

The city government took over the IRT's operations on June 12, 1940.[46][47] Platforms at IRT Broadway–Seventh Avenue Line stations between 103rd Street and 238th Street, including those at 168th Street, were lengthened to 514 feet (157 m) between 1946 and 1948, allowing full ten-car express trains to stop at these stations.[32] A contract for the platform extensions at 168th Street and eight other stations on the line was awarded to Spencer, White & Prentis Inc. in October 1946,[48] with an estimated cost of $3.891 million.[49] The platform extensions at these stations were opened in stages. On April 6, 1948, the platform extension opened for stations from 103rd Street to Dyckman Street, including this station but excluding 125th Street.[32][50]

IND Eighth Avenue Line

[edit]

Plans for a second subway line with a station at 168th Street and Broadway date as far back as 1914. That year, engineer Reginald Pelham Bolton proposed a short extension of the elevated IRT Ninth Avenue Line to Riverside Drive, with an intermediate station at 168th Street and Broadway to relieve congestion at the IRT subway stop there.[51] The Transit Commission proposed another subway line to Broadway and 168th Street, an unbuilt extension of the Brooklyn–Manhattan Transit Corporation's Broadway Line, in 1922.[52][53]

New York City mayor John Francis Hylan's original plans for the Independent Subway System (IND), proposed in 1922, included building over 100 mi (160 km) of new lines and taking over nearly 100 mi (160 km) of existing lines. The lines were designed to compete with the existing underground, surface, and elevated lines operated by the IRT and Brooklyn–Manhattan Transit Corporation (BMT).[54][55] On December 9, 1924, the New York City Board of Transportation (BOT) gave preliminary approval to the construction of a subway line along Eighth Avenue, running from 207th Street.[56] The BOT announced a list of stations on the new line in February 1928, with an express station at 167th Street;[57] this station would be the northern terminus of local service.[58][59] Most of the Eighth Avenue Line was dug using a cheap cut-and-cover method.[60][61] In September 1928, the Woodcrest Construction Company received a $375,014 contract to construct the 155th Street, 163rd Street, and 168th Street stations on the new line.[62]

A preview event for the new subway was hosted on September 8, 1932, two days before the official opening.[63][64] The Eighth Avenue Line station opened on September 10, 1932, as part of the city-operated IND's initial segment, the Eighth Avenue Line between Chambers Street and 207th Street.[65][66] There was a direct connection with the IRT station at 168th Street; initially, passengers had to pay an additional fare to transfer between the IRT and the IND.[64][67] Construction of the whole line cost $191.2 million (equivalent to $4,269.8 million in 2023). While the IRT Broadway–Seventh Avenue Line already provided service to Washington Heights, the new Eighth Avenue subway via St. Nicholas Avenue provided an alternative route.[68] In particular, the IND's 168th Street station provided easy access to the Columbia University Irving Medical Center,[69] as trains from 168th Street could reach Lower Manhattan within a half hour.[70]

Consolidation into single complex

[edit]

When the IND station opened, it was connected to the IRT station at the same intersection via a passageway.[67][71] This corridor originally required payment of an additional fare, but it was placed inside fare control on July 1, 1948.[72][73]

1950s to 1970s

[edit]

On December 28, 1950, the New York City Board of Transportation issued a report concerning the construction of bomb shelters in the subway system. Five deep stations in Washington Heights, including the IRT's 168th Street station, were considered to be ideal for being used as bomb-proof shelters. The program was expected to cost $104 million (equivalent to $1,317 million in 2023). These shelters were expected to provide limited protection against conventional bombs, while providing protection against shock waves and air blast, as well as from the heat and radiation from an atomic bomb. To become suitable as shelters, the stations would require water-supply facilities, first-aid rooms, and additional bathrooms.[74][75] However, the program, which required federal funding, was never completed.[76]

To increase passenger flow, officials replaced the IND station's pocket-change booths with high turnstiles in 1957, which prompted many complaints from passengers.[77] In Fiscal Year 1958, two elevators at the IRT station were replaced with automatic ones,[78] which began operating in January 1958.[79] Fluorescent lighting at the IRT station was installed during Fiscal Year 1961.[80] The 168th Street station was a major transfer hub for interstate buses to New Jersey until the 1960s, when the nearby George Washington Bridge Bus Station opened; the last interstate bus stop was relocated in 1967.[81] By 1970, the 168th Street station on the Eighth Avenue Line was among the subway system's 12 worst bottlenecks for passenger flow.[82] The New York City Transit Authority (NYCTA) was considering renovating the 168th Street station by 1975.[83] The station's token booth was closed at some point during the 1970s but reopened in 1979.[84]

1980s and 1990s

[edit]

The Broadway–Seventh Avenue Line station was renovated in the late 1980s. By 1988, the project had been delayed by 20 months due to changes in the project's scope; the overpass and platform walls had yet to be restored.[85] The renovation was completed in 1990 at a cost of $2.5 million. The project included relocating pipes and ducts, retiling the lower portions of the walls, and removing dirt from the vaulted ceiling. The NYCTA's director of architecture had wanted to clean the ceiling, but this would have required the installation of scaffolding, and the NYCTA could only use a chemical solution that was less potent than most chemical-cleaning solutions.[86]

By the early 1990s, many homeless people were sheltered within the 168th Street station and the tunnels near it;[87] the city's largest homeless shelter was nearby.[88] The MTA closed one of the station's entrances in March 1991 due to concerns about crime.[89][90] Although the closed entrance had recorded over 50 felonies per year,[89] some locals opposed the closure because it would create inconvenience.[90] Passengers also frequently complained that the IRT station was overheating during the summer, prompting the Metropolitan Transportation Authority (MTA) to operate one of the station's fans all the time in 1991. This was not repeated during 1992 because one of the station's fans had broken.[91] The MTA installed a ventilation shaft for the IRT station in 1993 to alleviate overheating.[92] During the early 1990s, the MTA also removed three of the station's high entry-exit turnstiles to increase passenger flow.[93]

The IRT station's elevators gained a reputation for unreliability. Newsday, in 1992, reported that one of the station's elevators had recorded 40 outages in six months and was non-functional for a quarter of that time.[94] Between July 5 and September 8, 1997, trains did not stop at the IRT station while the elevators were modernized.[95][96] The NYCTA opted to close the station entirely because it would have taken two years to replace the elevators one at a time and because the staircase to the station could not handle the 18,000 passengers that used the station every day.[96] A shuttle bus service was provided to 181st Street on the Broadway–Seventh Avenue Line during the station's closure.[97] The project cost $4 million (equivalent to $7.6 million in 2023).[96]

2000s to present

[edit]

Several of the elevators in the station are staffed by elevator attendants, who are also employed at four other deep-level stations in Washington Heights. The elevator attendants are intended to reassure passengers, as the elevators are the only entrance to the platforms, and passengers often wait for the elevators with an attendant.[98] The attendants at the five stations are primarily maintenance and cleaning workers who suffered injuries that made it hard for them to continue doing their original jobs.[99][100] In July 2003, to reduce costs, the MTA announced that as part of its 2004 budget it would eliminate 22 elevator operator positions at the IRT's 168th Street station and four others in Washington Heights, leaving one full-time operator per station.[100] The agency had intended to remove all the attendants at these stops, but kept one in each station after many riders protested.[101][102] In addition, the MTA began operating all elevators at all times; prior to the change, each elevator only operated if it was staffed by an elevator operator.[103] The change took effect on January 20, 2004,[104] and was expected to save $1.15 million a year.[103]

In November 2007, the MTA proposed savings cuts to help reduce the agency's deficit. As part of the plan, all elevator operators at 168th Street, along with those in four other stations in Washington Heights, would have been cut.[105][106] MTA employees had joined riders in worrying about an increase in crime as a result of the cuts after an elevator operator at 181st Street on the Broadway–Seventh Avenue Line helped save a stabbed passenger.[107] The move was intended to save $1.7 million a year. However, on December 7, 2007, the MTA announced that it would not remove the remaining elevator operators at these stations, due to pushback from elected officials and residents from the area.[108] In October 2018, the MTA once again proposed removing the elevator operators at the five stations, but this was reversed after dissent from the Transport Workers' Union.[109] The MTA again suggested reassigning elevator operators to station-cleaner positions in June 2023,[110][111] prompting local politicians to sue to prevent the operators' reassignments.[99][112]

IRT station, pre-renovation
Post-renovation

The IRT station was added to the National Register of Historic Places in 2005.[22] The IRT elevators remained unreliable in the early 21st century; in 2007 alone, one of the station's elevators malfunctioned 18 times while passengers were inside.[113] From 2013 to 2016, the IRT station was partially renovated, with the station ceiling and northbound platform tilework replaced with replicas and flooring replaced.[114] After a series of elevator malfunctions in 2017, elected officials began advocating for the replacement of the IRT station's elevators,[115][116] which were nearly twice as old as the average elevator in the New York City Subway system.[117] By then, the elevators broke down hundreds of times per year,[118] inconveniencing passengers who needed to travel to Columbia University Medical Center.[119] From January 5 to December 20, 2019, the IRT station was closed so the elevator cars could be replaced, and elevator shafts, mechanical components, and the stairways could be upgraded. During this time, a free out-of-system transfer was provided to the A train at Inwood–207th Street, from both 207th Street and 215th Street.[120][121]

The IND station was planned to be renovated starting in 2016 as part of the 2010–2014 MTA Capital Program. An MTA study conducted in 2015 found that 48 percent of components in the IND station were out of date.[122]

Service history

[edit]

IRT station

[edit]

After the first subway line was completed in 1908,[123] 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.[124] 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.[125]

The IRT routes at the station were given numbered designations in 1948 with the introduction of "R-type" rolling stock, which contained rollsigns with numbered designations for each service.[126] The route to 242nd Street became known as the 1.[127] All 1 trains became local in 1959, and increased and lengthened service was implemented during peak hours on the 1 train on February 6, 1959.[128] In April 1988,[129] 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.[130] When skip-stop service started in 1989, it was only implemented north of 137th Street–City College on weekdays, and 168th Street was served by both the 1 and the 9.[131][132][133] Skip-stop service ended on May 27, 2005, as a result of a decrease in the number of riders who benefited.[134][135]

IND station

[edit]

The A express train has always served the IND station since its inception in 1932.[122] Local service was initially provided by the AA train from 168th Street to Chambers Street/Hudson Terminal; at the time, local services were denoted by double letters and express services by single letters.[136] The AA was discontinued in 1933 when the CC began running on the local tracks along the Eighth Avenue and Concourse lines.[137]

The original BB train started running with the opening of the Sixth Avenue Line on December 15, 1940, ran as a rush-hour only local service starting at 168th Street–Washington Heights. The "B" designation was originally intended to designate express trains originating in Washington Heights and going to Midtown Manhattan on the Sixth Avenue Line.[137][138] The AA was resurrected when the BB was created, running outside rush hours.[137][138] The AA was renamed the K in 1985, while the BB was renamed the B. The K train was completely replaced by the C's midday service on December 11, 1988, with all local service at 168th Street being provided by the B.[136][139] On March 1, 1998, the B and the C switched northern terminals, ending B service to Washington Heights; the C began serving the station at all times except late nights.[140]

Station layout

[edit]
Ground Street level Exit/entrance
Basement 1 Mezzanine Fare control, station agent
Disabled access Elevator on southeast corner of 168th Street and Saint Nicholas Avenue for A and ​C trains only; elevators to 1 train are not accessible
Basement 2
IND platform level 		Northbound express ← "A" train toward Inwood–207th Street (175th Street)
Island platform Disabled access
Northbound local ← "C" train termination track
← "A" train toward Inwood–207th Street late nights (175th Street)
Southbound local → "C" train toward Euclid Avenue (163rd Street–Amsterdam Avenue) →
Island platform Disabled access
Southbound express → "A" train toward Far Rockaway–Mott Avenue, Ozone Park–Lefferts Boulevard
or Rockaway Park–Beach 116th Street (163rd Street–Amsterdam Avenue late nights, 145th Street other times) →
→ "C" train toward Euclid Avenue[c] (163rd Street–Amsterdam Avenue) →
Basement 3 Crossover Crossover over Broadway–Seventh Avenue Line platforms; to elevators
Basement 4
IRT platform level 		Side platform
Northbound ← "1" train toward Van Cortlandt Park–242nd Street (181st Street)
Southbound → "1" train toward South Ferry (157th Street) →
Side platform

The IRT platforms are very deep, with the only public connection between the platforms and fare control being made via elevator. Close to street level is an upper mezzanine level with an unstaffed fare control area. Four elevators lead down to a lower mezzanine below the IRT platforms.[22]: 6  At the upper mezzanine, a closed passageway exists behind the elevator bank.

The IRT's 168th Street station was one of the few on the original IRT line to contain elevators.[10][141] The IRT station is one of three stations in the New York City Subway system that can be accessed solely by elevators. The other two, also located on the Broadway–Seventh Avenue Line, are 181st Street one stop to the north, as well as Clark Street on the 2 and ​3 trains in Brooklyn. However, the IRT station is not ADA-accessible.[142] As part of the 2017 Fast Forward plan to modernize the subway system, 50 more stations will become ADA-accessible during the MTA's 2020–2024 Capital Program, allowing all riders to have an accessible station within two stops in either direction.[143]: 41  To meet this goal, one station in the Washington Heights/Inwood area will have to be made accessible on the IRT Broadway–Seventh Avenue Line.[144] The 168th Street station was ultimately selected to be retrofitted as part of the plan.[145] The accessibility project was to be funded by congestion pricing in New York City, but it was postponed in June 2024 after the implementation of congestion pricing was delayed.[146]

A slightly sloped corridor within fare control leads between the IRT and IND mezzanines.[22]: 6  A full length mezzanine extends above the IND platforms. Elevators from the mezzanine to the street, and to each IND platform, make that portion of the station ADA-accessible.

Exits

[edit]

The full-time fare control area is at the center of the mezzanine, and has a turnstile bank, token booth, and one staircase and one elevator going up to the southeast corner of West 168th Street and Saint Nicholas Avenue. The part-time side at the north end of the mezzanine has HEET turnstiles and three staircases, two to the southwest corner of Broadway and 169th Street and one to the northwest corner. An exit-only turnstile in the middle of the mezzanine, near the corridor leading to the IRT platforms, leads to a staircase going up to north end of Mitchell Square Park on the south side of West 168th Street between Broadway and Saint Nicholas Avenue.[147]

The passageway leading to the IRT elevators is just beyond the full-time fare control area. There are two exit stairs past this part-time fare control area, near the southwest corner of Broadway and 168th Street, which face north and south.[22]: 6 [147]

The southernmost portion of the mezzanine, which is outside fare control, is closed. It features one passage on the east side of the IND station with two exits to the southeastern corner of 167th Street and St. Nicholas Avenue[122] and a passage on the west side of the IND station with two exits to Mitchel Square Park. The closed mezzanine area is now used for New York City Transit employees only. The western area was closed in the 1980s for safety reasons, while the eastern area was closed in 1992.[122]

IRT Broadway–Seventh Avenue Line platforms

[edit]
 168 Street
 "1" train
New York City Subway station (rapid transit)
View from southbound platform
Station statistics
DivisionA (IRT)[1]
Line   IRT Broadway–Seventh Avenue Line
Services   1 all times (all times)
StructureUnderground
Platforms2 side platforms
Tracks2
Other information
OpenedApril 14, 1906 (118 years ago) (1906-04-14)
ClosedJanuary 5, 2019 (5 years ago) (2019-01-05)
RebuiltDecember 20, 2019 (4 years ago) (2019-12-20)
AccessibleThe mezzanine is compliant with the Americans with Disabilities Act of 1990, but the platforms are not compliant ADA-accessible to mezzanine only; accessibility to platforms planned
Opposite-
direction
transfer		Yes
Services
Preceding station New York City Subway New York City Subway Following station
181st Street
toward Van Cortlandt Park–242nd Street
 157th Street
toward South Ferry
Track layout

Legend
to 181st Street
to 157th Street
Station service legend
Symbol Description
Stops all times Stops all times
168th Street Subway Station (IRT)
MPSNew York City Subway System MPS
NRHP reference No.05000232[22]
Added to NRHPMarch 30, 2005

The 168th Street station (sometimes announced on the trains as the Washington Heights-168th Street station) on the IRT Broadway–Seventh Avenue Line has two tracks and two side platforms,[148][22]: 3  and is served by the 1 train at all times.[149] The station is between 181st Street to the north and 157th Street to the south.[142] It is one of three in the deep-level Fort George Mine Tunnel, along with the 181st Street and 191st Street stations to the north; the tunnel allows the Broadway–Seventh Avenue Line to travel under the high terrain of Washington Heights.[7]: 165  Sources disagree on the station's depth, which has been variously cited as 99 feet (30 m),[150] 100 feet (30 m),[10] or 117 feet (36 m).[151] The station was originally 320 feet (98 m) long[152] but was extended to fit 514-foot-long (157 m) trains in 1948.[32]

Near the north end of the station, there are four elevators adjacent to the southbound platform, which lead to the fare control level. These elevators are accessed via a concourse several steps above the southbound platform. The lower sections of the concourse walls are clad with white tile, topped by a band of green tile, while the tops of the walls and the ceilings are made of concrete. Two footbridges with staircases connect the platforms.[22]: 6  The elevators rise 76 feet (23 m) to the upper mezzanine level, which connects with the IND platforms.[153] A rear passageway at the lower mezzanine level allows passengers to board and alight on different sides of the elevator cabs.

The northern open bridge and northbound platform features a passageway east of the northbound side to an eastern elevator shaft.[22]: 4 [86] This shaft contained the two original elevators to and from the platforms.[22]: 4  Each shaft measured 15 by 32 feet (4.6 by 9.8 m) wide.[152] The eastern elevator shaft are planned to be reused for ADA accessibility to at least the northbound platform.[154]

There is also a stairway on the extreme northern end of both platforms, which ascends to a relay and signal power room. This stairway is not visible to the public.[22]: 5 

Design

[edit]

Much of the station is contained within a vault that measures 47 feet (14 m) wide and 26 feet (7.9 m) high.[22]: 3  The lowest 6 feet (1.8 m) of the vault walls are wainscoted with rust-colored brick. Atop the brick wainscoting are a belt course made of marble and a multicolored mosaic frieze measuring about 16 inches (410 mm) thick. The tops of the walls contain tan brick. Tile name tablets are placed above the frieze at regular intervals, with white letters on a dark-green background surrounded by floral designs. These tablets contain the text "168th Street".[22]: 5  The center of the vault ceiling has multicolored terracotta medallions at regular intervals; these formerly held lighting fixtures.[86] Where the elevator shafts are positioned, the station widens to 73 feet (22 m).[152]

The station's platform extensions have ceilings that are 10 to 12 feet (3.0 to 3.7 m) above the platform level. At the portals between the original vault and the much lower ceilings of the platform extensions, there is a wide arch over the tracks flanked by narrow arches over each platform. These transitions are clad with tan brick. The arch over the tracks has a volute with a laurel wreath. Between the arches, the lower portions of the walls are clad in gray marble.[22]: 4  The walls of the platform extensions have white ceramic tiles with mosaic friezes as well as plaques with the words "168th Street". The walls are divided every 15 feet (4.6 m) by multicolored tile pilasters that are 16 inches (410 mm) wide. There are two tile panels with the number "168" in each panel. Columns near the platform edge, clad with white tile, support the jack-arched concrete station roof.[22]: 5 

[edit]
  • Mosaic name tablet
    Mosaic name tablet
  • Details of the mosaic work on the wall
    Details of the mosaic work on the wall
  • Middle of uptown platform under renovation in 2013
    Middle of uptown platform under renovation in 2013
  • The southbound platform under reconstruction in 2015
    The southbound platform under reconstruction in 2015

IND Eighth Avenue Line platforms

[edit]
 168 Street
 "A" train​"C" train
New York City Subway station (rapid transit)
Station statistics
DivisionB (IND)[1]
Line   IND Eighth Avenue Line
Services   A all times (all times)
​   C all except late nights (all except late nights)
StructureUnderground
Platforms2 island platforms
cross-platform interchange
Tracks4
Other information
OpenedSeptember 10, 1932 (92 years ago) (1932-09-10)[155]
AccessibleThis station is compliant with the Americans with Disabilities Act of 1990 ADA-accessible (IND Eighth Avenue Line platforms only)
Opposite-
direction
transfer		Yes
Services
Preceding station New York City Subway New York City Subway Following station
175th Street
A all times
toward Inwood–207th Street
Express 		145th Street
A all except late nights
toward Far Rockaway–Mott Avenue or Ozone Park–Lefferts Boulevard
Terminus
Local 		163rd Street–Amsterdam Avenue
A late nights ​C all except late nights
toward Euclid Avenue
Track layout

Legend
to 174th Street Yard
to 175th Street
Express to 145th Street
Local to 163rd Street–Amsterdam Ave
Station service legend
Symbol Description
Stops all times except late nights Stops all times except late nights
Stops all times Stops all times
Stops late nights only Stops late nights only

The 168th Street station is an express station on the IND Eighth Avenue Line that has four tracks and two island platforms. The A train stops here at all times,[156] making express stops during the day and local stops during the night; and the C train at all times except late nights and always makes local stops.[157] The station is the northern terminus for C trains; the next station to the north for A trains is 175th Street. The next station to the south is 163rd Street–Amsterdam Avenue for local trains and 145th Street for express trains.[142]

Unlike other express stations in the subway system, the express tracks, used by the A train, are on the outside and the local tracks, used by the C train, are on the inside. This is to make it easier for C trains to originate and terminate here, and turn around north of the station to make the southbound trip to Brooklyn. South of this station, the outer express tracks descend to a lower level below the inner local tracks, creating a two-over-two track layout. North of the station, the inner local tracks continue north underneath Broadway to the 174th Street Yard, while the outer express tracks turn sharply under Fort Washington Avenue before continuing for four stops before ending at Inwood–207th Street. During the night, the A train makes local stops, using the northbound local track at this station before crossing over to the express one afterwards and the southbound express track at this station before crossing over to the local one afterwards.[148]

Both outer track walls have a maroon trim line with a black border and small "168" tile captions below them in white numbering on a black border. The maroon trim line was part of a color-coded tile system used throughout the IND.[158] The tile colors were designed to facilitate navigation for travelers going away from Lower Manhattan.[159][160] Because 168th Street is the northernmost express station on the Eighth Avenue Line, the color-coded tiles at stations north of 168th Street were originally maroon,[161][d] This station has a full length mezzanine above the platforms and tracks. Black I-beam columns run along the platform, alternating ones having the standard black name plate with white lettering.

[edit]
  • An R46 C train at 168th Street
    An R46 C train at 168th Street
  • Deteriorating walls
    Deteriorating walls
  • Close up of tile caption
    Close up of tile caption

Nearby points of interest

[edit]

Nearby points of interest include NewYork-Presbyterian Hospital/Columbia University Medical Center, Fort Washington Armory, Fort Washington Park on the Hudson River waterfront, and remnants of the Audubon Ballroom.[147]

Notes

[edit]
  1. ^ In practice, the elevator requirement was not enforced. The 33rd Street and Grand Central stations did not originally contain elevators, despite being more than 29 feet deep.[8]
  2. ^ One New York Times article labeled the Harlem River Ship Canal station as being at 220th Street.[18] However, others have referred to that station as being on 221st Street.[19][20]
  3. ^ For trains that are coming from the 207th Street Yard
  4. ^ The 175th Street and Dyckman Street stations do not have colored tile bands.

References

[edit]
  1. ^ a b c "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. ^ "Transfer Points Under Higher Fare". The New York Times. June 30, 1948. p. 19. Archived from the original on June 25, 2020. Retrieved July 22, 2018.
  3. ^ a b "Annual Subway Ridership (2018–2023)". Metropolitan Transportation Authority. 2023. Retrieved April 20, 2024.
  4. ^ a b c d e f g Walker, James Blaine (1918). Fifty Years of Rapid Transit — 1864 to 1917. New York, N.Y.: Law Printing. Retrieved November 6, 2016.
  5. ^ a b "Interborough Rapid Transit System, Underground Interior" (PDF). New York City Landmarks Preservation Commission. October 23, 1979. Archived (PDF) from the original on September 21, 2020. Retrieved November 19, 2019.
  6. ^ a b 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.
  7. ^ a b Roess, R.P.; Sansone, G. (2012). The Wheels That Drove New York: A History of the New York City Transit System. Springer Tracts on Transportation and Traffic. Springer Berlin Heidelberg. ISBN 978-3-642-30484-2. Retrieved July 16, 2016.
  8. ^ a b "Free Water Goes With Subway Ticket; Charter Provides for It and Mr. Hedley Says to Get It Ask the Ticket Agent". The New York Times. August 10, 1907. ISSN 0362-4331. Archived from the original on July 12, 2023. Retrieved July 12, 2023.
  9. ^ "To Queens, 13 Cents". New-York Tribune. August 10, 1907. p. 3. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  10. ^ a b c "Progress of Work on the Rapid Transit Tunnel, New York". Scientific American. Vol. LXXXIII, no. 21. November 24, 1900. p. 326. ProQuest 126807124.
  11. ^ a b c ""Fans" Jam the Subway: Police Busy at New 168th Street Station". New-York Tribune. April 15, 1906. p. 3. ISSN 1941-0646. ProQuest 571776711.
  12. ^ a b c d "Subway Fire Rages 120ft. Under Earth; Train Crash Ignites 25 Barrels of Oil at 168th Street". The New York Times. March 30, 1905. ISSN 0362-4331. Archived from the original on July 12, 2023. Retrieved July 12, 2023.
  13. ^ a b 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 21, 2020.
  14. ^ "Subway Trains in July to Washington Heights; Stations at 168th and 181st Streets Delaying Work". The New York Times. March 19, 1905. ISSN 0362-4331. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  15. ^ "Fatal Cave-in After Fire". The Sun. March 31, 1905. p. 6. Archived from the original on July 12, 2023. Retrieved July 12, 2023.
  16. ^ "Subway Cave-in Kills: Fireman Was Playing on Smouldering Flames at 167th-st". New-York Tribune. March 31, 1905. p. 10. ISSN 1941-0646. ProQuest 571659824.
  17. ^ "New Subway Link March 1; Engineer Rice Expects Trains to Run to the Ship Canal Then". The New York Times. January 24, 1906. ISSN 0362-4331. Archived from the original on July 12, 2023. Retrieved July 12, 2023.
  18. ^ a b "Trains To Ship Canal — But They Whiz by Washington Heights Stations" (PDF). The New York Times. March 13, 1906. p. 16. ISSN 0362-4331. Archived (PDF) from the original on May 24, 2022. Retrieved August 16, 2015.
  19. ^ a b c "Express to 221st Street: Will Run In the Subway To-day–New 181st Street Station Ready" (PDF). The New York Times. May 30, 1906. ISSN 0362-4331. Archived (PDF) from the original on December 22, 2021. Retrieved September 1, 2016.
  20. ^ "Farthest North in Town by the Interborough" (PDF). The New York Times. January 14, 1907. p. 18. Archived (PDF) from the original on July 8, 2021. Retrieved March 28, 2021.
  21. ^ "New Subway Station Open" (PDF). The New York Times. April 15, 1906. p. 1. ISSN 0362-4331. Archived (PDF) from the original on December 22, 2021. Retrieved October 10, 2016.
  22. ^ a b c d e f g h i j k l m n o "New York MPS 168th Street Subway Station (IRT)". 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: 75313913. National Archives.
  23. ^ "Large Supply and Wide Variety of Houses Awaiting Apartment Seekers This Year". The New York Times. August 15, 1909. p. 11. ISSN 0362-4331. Archived from the original on July 13, 2023. Retrieved July 12, 2023.
  24. ^ "Yankees Break Even". New-York Tribune. June 20, 1909. p. 9. Archived from the original on July 13, 2023. Retrieved July 12, 2023.
  25. ^ "Plea for Deep Subway on Broadway Unheeded; Board Adopts. Cut-and-Cover Plan for Lexington Av. Line". The New York Times. February 9, 1907. ISSN 0362-4331. Archived from the original on July 12, 2023. Retrieved July 12, 2023.
  26. ^ 1908-1909 Annual Report of the Interborough Rapid Transit Company for the Year Ended June 30, 1909. Interborough Rapid Transit Company. 1909. p. 9. Archived from the original on April 22, 2022. Retrieved December 22, 2020.
  27. ^ "Want a New Hearing: Washington Heights Asks Another Elevator at 181st Street Station". New-York Tribune. March 31, 1905. p. 10. ISSN 1941-0646. ProQuest 572201383.
  28. ^ "Subway Elevator Ways". The Sun. September 28, 1913. p. 35. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  29. ^ a b c 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.{{cite web}}: CS1 maint: postscript (link)
  30. ^ a b c 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.
  31. ^ "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.
  32. ^ a b c d Report for the three and one-half years ending June 30, 1949. New York City Board of Transportation. 1949. hdl:2027/mdp.39015023094926.
  33. ^ "New Elevator at 168th Street". The New York Times. May 25, 1919. ISSN 0362-4331. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  34. ^ "More Lifts Ordered for Subway at 168th Street". New-York Tribune. February 4, 1922. p. 3. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  35. ^ "Use Half of $827,003 for Subway Elevator; Estimate Board Orders Second Lift Built at 168th Street, West Side". The New York Times. February 4, 1922. ISSN 0362-4331. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  36. ^ a b "Subway Elevator Bids; Transit Commission Sets Dec. 14 as Date to Receive Them". The New York Times. December 3, 1922. ISSN 0362-4331. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  37. ^ "Hylan Calls for More Contract Cuts by Traction Lines". New-York Tribune. April 12, 1922. p. 21. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  38. ^ "Miller Tells Hylan State Won't Brook Transit Meddling; Warns Mayor of Drastic Action to Uphold Unified Plan for Traction Line". The New York Times. April 20, 1922. ISSN 0362-4331. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  39. ^ "Hylan Board Defies Miller; Cowbells Clang, Rattles Whir; 600 Brooklyn Residents Clap and Cheer as 14th Street Elevated Bid Is Rejected". The New York Times. May 6, 1922. ISSN 0362-4331. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  40. ^ "For 168th Street Elevators". New York Herald. December 3, 1922. p. 20. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  41. ^ "Three Rapid Transit Contracts Are Let; They Cover Ft. Hamilton Extension, l4th St.-Eastern Workand 168th St. Elevators". The New York Times. December 29, 1922. ISSN 0362-4331. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  42. ^ 1922-1923 Annual Report of the Interborough Rapid Transit Company For The Year Ended June 30, 1923. Interborough Rapid Transit Company. 1923. p. 11. Archived from the original on May 24, 2022. Retrieved December 21, 2020.
  43. ^ 1923-1924 Annual Report of the Interborough Rapid Transit Company For The Year Ended June 30, 1924. Interborough Rapid Transit Company. 1924. p. 13. Archived from the original on October 31, 2021. Retrieved December 21, 2020.
  44. ^ "Tube Elevators". Daily News. June 27, 1924. p. 39. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  45. ^ "Two New Subway Elevators". The New York Herald, New York Tribune. June 27, 1924. p. 27. ISSN 1941-0646. ProQuest 1113106217.
  46. ^ "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.
  47. ^ "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.
  48. ^ Crowell, Paul (October 11, 1946). "Improvement Costs Voted for Subway; Board of Estimate Appropriates $31,291,000 for New Cars and Station Lengthening" (PDF). The New York Times. p. 24. ISSN 0362-4331. Archived from the original on May 21, 2022. Retrieved July 28, 2021.
  49. ^ "City Approves $35,153,000 Subway Outlay: Board of Estimate Awards Contract for 400 Cars and 10 Station Projects". New York Herald Tribune. October 11, 1946. p. 40. ISSN 1941-0646. ProQuest 1287183692.
  50. ^ "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.
  51. ^ "Property Owners in Upper Manhattan Need Additional Transit Facilities; Will Hold Mass Meeting This Week to Explain Needs of the District -- Subway Ticket Sales Above 157th Street Exceed 18,000,000 -- 181st Street Is Busiest Station". The New York Times. June 7, 1914. ISSN 0362-4331. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  52. ^ "Final Transit Plan Puts Line Up Heights and Under Narrows". New York Herald. October 14, 1922. p. 1. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  53. ^ "Another West Side Subway Proposed by Transit Board". The Evening World. October 14, 1922. p. 4. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  54. ^ "Two Subway Routes Adopted by City". The New York Times. August 4, 1923. p. 9. ISSN 0362-4331. Archived from the original on June 30, 2019. Retrieved August 1, 2019.
  55. ^ "Plans Now Ready to Start Subways". The New York Times. March 12, 1924. p. 1. ISSN 0362-4331. Archived from the original on June 28, 2019. Retrieved August 1, 2019.
  56. ^ "Hylan Subway Plan Links Four Boroughs at $450,000,000 Cost". The New York Times. December 10, 1924. p. 1. ISSN 0362-4331. Archived from the original on June 14, 2018. Retrieved June 29, 2018.
  57. ^ "Express and Local Stations For New Eighth Avenue Line". New York Herald Tribune. February 5, 1928. p. B1. ISSN 1941-0646. ProQuest 1113431477.
  58. ^ "City Drafts Plans to Run Its Subway; Announces Program for Most of Manhattan Service to Open Early in 1930". The New York Times. November 19, 1928. ISSN 0362-4331. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  59. ^ "Here's the Station Plan for the New 8th Ave. Subway". Daily News. November 21, 1928. p. 378. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  60. ^ Warner, Arthur (November 22, 1931). "The City's New Underground Province; The Eighth Avenue Subway Will Be Not Only a Transit Line but a Centre for the Shopper A New Underground Province of New York The Eighth Avenue Subway Will Be a Rapid Transit Line With Innovations and Will Provide Centres for the Shoppers". The New York Times. ISSN 0362-4331. Archived from the original on May 3, 2018. Retrieved May 2, 2018.
  61. ^ Daly, William Jerome (February 5, 1928). "New Subway Work Far Advanced, From the Circle to 207th Street: Small Section Near St. Nicholas Avenue and 148th Street Being Constructed". New York Herald Tribune. p. B1. ISSN 1941-0646. ProQuest 1113431484.
  62. ^ "Fare Suit Delay Now Seems Certain; Highest Court Expected to Put Off Hearing to Oct.15 Because of Untermyer's Illness". The New York Times. September 20, 1928. ISSN 0362-4331. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  63. ^ "Sightseers Invade New Subway When Barricade Is Lifted". The New York Times. September 9, 1932. ISSN 0362-4331. Archived from the original on July 1, 2022. Retrieved July 1, 2022.
  64. ^ a b "8th Av. Subway Gets First 5c. by Woman's Error: She Peers Into a Station, Hears Train, Pays for Ride, but Is Day Too Early Preparing for Tomorrow's Rush on 8th Ave. Subway". New York Herald Tribune. September 9, 1932. p. 1. ISSN 1941-0646. ProQuest 1125436641.
  65. ^ Crowell, Paul (September 10, 1932). "Gay Midnight Crowd Rides First Trains In The New Subway: Throngs at Station an Hour Before Time, Rush Turnstiles When Chains are Dropped" (PDF). New York Times. Archived (PDF) from the original on September 18, 2019. Retrieved November 8, 2015.
  66. ^ Sebring, Lewis B. (September 10, 1932). "Midnight Jam Opens City's New Subway: Turnstiles Click Into Action at 12:01 A. M. as Throngs Battle for Places in 'First' Trains Boy, 7, Leads Rush At 42d St. Station City at Last Hails 8th Ave. Line After 7-Year Wait; Cars Bigger, Clean Transit Commissioner Officially Opening New Subway at Midnight". New York Herald Tribune. p. 1. ISSN 1941-0646. ProQuest 1114839882.
  67. ^ a b "City to Open Subway in 8th Av. Tonight; Crowds Visit Tube; First Line in Huge Municipal Network to Take First Nickel One Minute After Midnight". The New York Times. September 9, 1932. ISSN 0362-4331. Archived from the original on October 6, 2018. Retrieved July 1, 2022.
  68. ^ Duffus, R. L. (September 9, 1932). "New Line First Unit In City-Wide System". The New York Times. p. 12. ISSN 0362-4331. Archived from the original on August 23, 2019. Retrieved August 3, 2017.
  69. ^ Nehring, Frederick (September 11, 1932). "City's Subway Opens Up Area For Residences: High and Beautiful Part of Manhattan Now Available in Its Entirety". New York Herald Tribune. p. J6. ISSN 1941-0646. ProQuest 1114750052.
  70. ^ "NEW SUBWAY LINK OPENS WEDNESDAY; Independent Line Will Offer Express Service to Borough Hall in Brooklyn". The New York Times. January 29, 1933. ISSN 0362-4331. Archived from the original on December 16, 2022. Retrieved July 13, 2023.
  71. ^ Lynch, Denis Tilden (September 11, 1932). "Eighth Avenue Subway Clears Way for New Progress on West Side". New York Herald Tribune. p. J1. ISSN 1941-0646. ProQuest 1114749813.
  72. ^ "Transfer Points Under Higher Fare; Board of Transportation Lists Stations and Intersections for Combined Rides". The New York Times. June 30, 1948. ISSN 0362-4331. Archived from the original on June 25, 2020. Retrieved December 24, 2020.
  73. ^ "List of Free and Pay Transfer Points". New York Herald Tribune. June 30, 1948. p. 12. ISSN 1941-0646. ProQuest 1327387636.
  74. ^ Ronan, Thomas P. (December 29, 1950). "Subway Shelters to Cost $104,000,000 Proposed for City". The New York Times. p. 1. ISSN 0362-4331. Archived from the original on May 2, 2021. Retrieved August 3, 2017.
  75. ^ Lister, Walter Jr. (December 29, 1950). "Subway Bomb Shelters Outlined, City Seeks U.S. Aid on Financing: Bingham Plans Sleeping Quarters for 101,500, Standing Room for a Million More". New York Herald Tribune. p. 1. ISSN 1941-0646. ProQuest 1327452864.
  76. ^ O'Flaherty, Mary (January 5, 1957). "Stein's Plan For Subway Cash. Would Utilize Extensions For Shelters, Let U.S. Pay". New York Daily News. Archived from the original on July 12, 2019. Retrieved July 12, 2019.
  77. ^ Levey, Stanley (February 15, 1957). "Review Ordered on Token Booths; Substitution of Turnstiles for Change Boxes is Halted by Transit Agency". The New York Times. ISSN 0362-4331. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  78. ^ New York City Transit Authority Annual Report For The Year Ended June 30, 1958 (PDF). New York City Transit Authority. 1958. p. 11. Archived (PDF) from the original on May 24, 2022. Retrieved December 22, 2020.
  79. ^ Lewis, Milton (April 19, 1962). "Up From the IRT, a Spot That's Just Right for City's Muggers". New York Herald Tribune. p. 21. ISSN 1941-0646. ProQuest 1325320969.
  80. ^ New York City Transit Authority Annual Report For The Year Ended July 1, 1960 to June 30, 1961. New York City Transit Authority. 1961. p. 12.
  81. ^ "Last Bus Terminal On Open Lot Closes Uptown Tomorrow". The New York Times. April 9, 1967. ISSN 0362-4331. Archived from the original on April 24, 2023. Retrieved July 14, 2023.
  82. ^ Moran, Nancy (May 30, 1970). "12 Subway Bottlenecks Create Massive Delays Daily". The New York Times. ISSN 0362-4331. Archived from the original on July 1, 2022. Retrieved May 30, 2023.
  83. ^ Burks, Edward C. (March 24, 1975). "Plans Outlined to Upgrade Subway and Bus Systems". The New York Times. ISSN 0362-4331. Archived from the original on July 25, 2018. Retrieved July 14, 2023.
  84. ^ Fields, Sidney (May 18, 1979). "Only Human". Daily News. p. 520. Archived from the original on July 14, 2023. Retrieved July 14, 2023.
  85. ^ Gordy, Molly (August 23, 1988). "Subway Station Restoration Is Year Late, Double Budget". Newsday. p. 3. ISSN 2574-5298. ProQuest 277960129.
  86. ^ a b c Gray, Christopher (April 21, 1991). "Streetscapes: The 168th Street IRT Station; Vaulted Grandeur Deep Underground". The New York Times. ISSN 0362-4331. Archived from the original on December 11, 2019. Retrieved June 19, 2020.
  87. ^ "Subway Plan On Homeless Is Abandoned". The New York Times. January 21, 1991. ISSN 0362-4331. Archived from the original on May 26, 2023. Retrieved May 26, 2023.
  88. ^ Davila, Florangela (December 14, 1991). "Are 'Average' Criminals Disguising Themselves as 'average' Homeless?". New York Amsterdam News. p. 3. ProQuest 226419565.
  89. ^ a b Chang, Dean (March 29, 1991). "15 dangerous corridors to be closed". New York Daily News. p. 7. Archived from the original on February 7, 2020. Retrieved February 24, 2019.
  90. ^ a b Moss, Michael (March 30, 1991). "TA Station Closings Draw Fire". Newsday. p. 3. ISSN 2574-5298. ProQuest 278328308.
  91. ^ Henican, Ellis (May 24, 1992). "In the Subways West Side to the Donald: Please Don't Push Us Close to the Edge". Newsday. p. 6. ISSN 2574-5298. ProQuest 278526293.
  92. ^ Henican, Ellis (August 22, 1993). "In the Subways Temp Drops Everywhere but Down". Newsday. p. 11. ISSN 2574-5298. ProQuest 278666426.
  93. ^ Henican, Ellis (February 16, 1992). "In the Subways Ta Will Spike Iron Maidens". Newsday. p. 18. ISSN 2574-5298. ProQuest 1237383241.
  94. ^ Gambardello, Joseph A. (February 20, 1992). "Report: Elevators at Subway Stations Going Down - Fast". Newsday. p. 25. ISSN 2574-5298. Archived from the original on May 2, 2023. Retrieved May 2, 2023.
  95. ^ All Times. 1 9 Trains will not stop at 168 St station while we modernize elevators. New York City Transit. July 1997.
  96. ^ a b c "168th St. Subway Station To Reopen After Repairs". The New York Times. September 6, 1997. ISSN 0362-4331. Archived from the original on May 15, 2023. Retrieved May 14, 2023.
  97. ^ Pierre-Pierre, Garry (June 26, 1997). "Busy Subway Station to Shut for Summer". The New York Times. ISSN 0362-4331. Archived from the original on December 29, 2017. Retrieved March 29, 2021.
  98. ^ Grynbaum, Michael M. (April 28, 2011). "The Subway's Elevator Operators, a Reassuring Amenity of Another Era". The New York Times. ISSN 0362-4331. Archived from the original on May 4, 2011. Retrieved August 3, 2017.
  99. ^ a b Brachfeld, Ben (July 13, 2023). "Espaillat, TWU sue MTA over plan to stop staffing uptown subway elevators". amNewYork. Archived from the original on July 14, 2023. Retrieved July 14, 2023.
  100. ^ a b Waller, Nikki (November 23, 2003). "Why They Take the A Train (and the 1/9) – Neighborhood Report: Washington Heights". The New York Times. ISSN 0362-4331. Archived from the original on May 28, 2015. Retrieved August 3, 2017.
  101. ^ Piazza, Jo (December 7, 2003). "M.T.A. Urged Not to Cut Elevator Jobs At 5 Stations". The New York Times. ISSN 0362-4331. Archived from the original on April 17, 2019. Retrieved August 3, 2017.
  102. ^ Sanchez, Ray (December 8, 2003). "Deep Fears In Heights". Newsday. p. A02. ISSN 2574-5298. ProQuest 279797824.
  103. ^ a b Luo, Michael (December 16, 2003). "Likely M.T.A Budget Cuts 22 Subway Elevator Operators' Jobs". The New York Times. ISSN 0362-4331. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  104. ^ Sangha, Soni (January 21, 2004). "Riders fear elevator cutbacks Operators not standing by". New York Daily News. p. 3. ISSN 2692-1251. ProQuest 305858845.
  105. ^ Neuman, William (November 30, 2007). "M.T.A. Savings Proposal May Mean Service Cuts". The New York Times. ISSN 0362-4331. Archived from the original on December 11, 2008. Retrieved August 3, 2017.
  106. ^ Gould, Joe; Nichols, Adam (December 1, 2007). "Subway Elevator Cuts a Downer, Say Riders". New York Daily News. p. 10. ISSN 2692-1251. ProQuest 306138699.
  107. ^ Sangha, Soni (January 21, 2004). "Riders fear elevator cutbacks. Operators not standing by". New York Daily News. p. 87. Archived from the original on February 12, 2019. Retrieved February 11, 2019.
  108. ^ "Changing Course, M.T.A. Will Keep Elevator Operators On". The New York Times. December 8, 2007. ISSN 0362-4331. Archived from the original on June 16, 2018. Retrieved August 3, 2017.
  109. ^ Krisel, Brendan (October 31, 2018). "Uptown Subway Stations Won't Lose Elevator Operators, Union Says". Washington Heights-Inwood, NY Patch. Archived from the original on November 1, 2018. Retrieved November 1, 2018.
  110. ^ Mocker, Greg (June 16, 2023). "Transit union and MTA debate future of elevator operators at Uptown subway stations". PIX11. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  111. ^ Simko-Bednarski, Evan (June 15, 2023). "MTA reassigning elevator operators deepest NYC subway stations". New York Daily News. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  112. ^ Saltonstall, Gus (July 13, 2023). "MTA Elevator Job Cuts Endanger Wash Heights Straphangers: Pol's Suit". Washington Heights-Inwood, NY Patch. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  113. ^ Neuman, William (May 19, 2008). "$1 Billion Later, New York's Subway Elevators Still Fail". The New York Times. ISSN 0362-4331. Archived from the original on June 5, 2023. Retrieved July 13, 2023.
  114. ^ DJ Hammers Trains (May 23, 2016). "Views of the newly-reconstructed 168th St Station". YouTube. Retrieved December 5, 2020.[dead link‍]
  115. ^ Pichardo, Carolina (February 13, 2017). "168th St. Station Elevators Go Down Again as Elected Officials Blast MTA". DNAinfo New York. Archived from the original on June 6, 2023. Retrieved July 13, 2023.
  116. ^ Krisel, Brendan (February 10, 2017). "Uptown Politicians Demand Elevator Fixes At 168th, 181st Street Stations". Washington Heights-Inwood, NY Patch. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  117. ^ Barone, Vincent (February 14, 2017). "Washington Heights 1 train station with broken elevators infuriates riders, officials". amNewYork. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  118. ^ Levine, Alexandra S. (October 2, 2018). "New York Today: Trapped in a Subway Elevator". The New York Times. ISSN 0362-4331. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  119. ^ Atkinson, Khorri (August 4, 2017). "Lawmakers Toured the Subway to Hear Commuters' Complaints. They Got an Earful". The New York Times. ISSN 0362-4331. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  120. ^ Abramov, Nora; Mocker, Greg (December 18, 2018). "5 subway stations will get replacement elevators". WPIX 11 New York. Archived from the original on May 29, 2019. Retrieved December 19, 2018.
  121. ^ "Five Subway Stations in Upper Manhattan to Receive New Elevators". mta.info (Press release). Metropolitan Transportation Authority. December 18, 2018. Archived from the original on December 18, 2018. Retrieved December 18, 2018.
  122. ^ a b c d Review of the A and C Lines (PDF) (Report). Metropolitan Transportation Authority. December 11, 2015. Archived from the original (PDF) on February 3, 2020. Retrieved January 19, 2016.
  123. ^ "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.
  124. ^ Herries, William (1916). The Brooklyn Daily Eagle Almanac. Brooklyn Daily Eagle. p. 119. Archived from the original on May 11, 2021. Retrieved December 21, 2020.
  125. ^ "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 February 21, 2021. Retrieved October 4, 2011.
  126. ^ 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.
  127. ^ 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.
  128. ^ "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.
  129. ^ 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.
  130. ^ 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.
  131. ^ "#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.
  132. ^ "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.
  133. ^ 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.
  134. ^ 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.
  135. ^ "Noteworthy – 9 discontinued". mta.info. Metropolitan Transportation Authority. May 7, 2005. Archived from the original on May 7, 2005. Retrieved September 18, 2016.
  136. ^ a b Chiasson, George (November 2011). "A History of the A Train". The Bulletin, New York Division, Electric Railroaders' Association. Vol. 54, no. 11. pp. 2–3. Archived from the original on October 9, 2016. Retrieved January 7, 2017.
  137. ^ a b c "The New Subway Routes". The New York Times. December 15, 1940. ISSN 0362-4331. Archived from the original on April 16, 2018. Retrieved June 20, 2016.
  138. ^ a b "How Trains Run Now In Independent Subway". New York Herald Tribune. December 15, 1940. p. 32A. ISSN 1941-0646. ProQuest 1247301813.
  139. ^ "System-Wide Changes In Subway Service Effective Sunday, December 11, 1988". New York City Transit Authority. June 17, 2016. Archived from the original on September 15, 2016. Retrieved June 17, 2016 – via Flickr.
  140. ^ "March 1, 1998 B C Routes are switching places above 145 St". New York City Transit. March 1998. Archived from the original on January 5, 2017. Retrieved October 23, 2016 – via Flickr.
  141. ^ "Passenger Stations and Engineering Details of the New York Subway System". The Street Railway Journal. Vol. 24, no. 14. October 1, 1904. p. 468. ProQuest 747960894.
  142. ^ a b c "Subway Map" (PDF). Metropolitan Transportation Authority. September 2021. Retrieved September 17, 2021.
  143. ^ Fast Forward: The Plan to Modernize New York City Transit (PDF). mta.info (Report). Metropolitan Transportation Authority. May 23, 2018. Archived (PDF) from the original on August 22, 2018. Retrieved May 23, 2018.
  144. ^ NYCT Public Event – Discussion About the Next Accessible Subway Stations – 02/06/2019, Metropolitan Transportation Authority, February 7, 2019, archived from the original on December 13, 2021, retrieved February 11, 2019
  145. ^ Ricciulli, Valeria (September 20, 2019). "MTA announces 48 stations that will get accessibility upgrades". Curbed NY. Archived from the original on September 20, 2019. Retrieved September 22, 2019.
  146. ^ Collins, Keith (July 11, 2024). "See How Your Subway Service May Suffer Without Congestion Pricing". The New York Times. ISSN 0362-4331. Retrieved July 12, 2024.
  147. ^ a b c "MTA Neighborhood Maps: Washington Heights (Fort Washington Park, Highbridge Park)" (PDF). Metropolitan Transportation Authority. 2018. Retrieved October 1, 2018.
  148. ^ a b Dougherty, Peter (2006) [2002]. Tracks of the New York City Subway 2006 (3rd ed.). Dougherty. OCLC 49777633 – via Google Books.
  149. ^ "1 Subway Timetable, Effective December 17, 2023". Metropolitan Transportation Authority. Retrieved June 28, 2024.
  150. ^ "44 Miles of City Subways Offer Bomb Protection for 2,134,512: Deeper Sections Safe Against Any Air Assault; Vehicular and Railroad Tunnels Would Be Chief Means of Evacuating Manhattan". New York Herald Tribune. October 26, 1941. p. A4. ISSN 1941-0646. ProQuest 1260451213.
  151. ^ "Subway Traffic Light". New-York Tribune. June 3, 1906. p. 4. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  152. ^ a b c "Opening of Broadway Extension to Harlem River". Scientific American. Vol. XCIV, no. 12. March 24, 1906. p. 254. ProQuest 126847643.
  153. ^ Cohen, Mark Francis (May 19, 1996). "Neighborhood Report: Brooklyn Heights; Subway Elevators Off Track". The New York Times. ISSN 0362-4331. Archived from the original on July 13, 2023. Retrieved July 13, 2023.
  154. ^ "MTA Board - Capital Program Committee Meeting - 09/18/2023". YouTube. September 19, 2023.
  155. ^ "List of the 28 Stations on the New 8th Av. Line". The New York Times. September 10, 1932. p. 6. ISSN 0362-4331. Archived from the original on May 2, 2021. Retrieved April 21, 2020.
  156. ^ "A Subway Timetable, Effective December 17, 2023". Metropolitan Transportation Authority. Retrieved June 28, 2024.
  157. ^ "C Subway Timetable, Effective December 17, 2023". Metropolitan Transportation Authority. Retrieved June 28, 2024.
  158. ^ "Tile Colors a Guide in the New Subway; Decoration Scheme Changes at Each Express Stop to Tell Riders Where They Are". The New York Times. August 22, 1932. ISSN 0362-4331. Archived from the original on July 1, 2022. Retrieved July 1, 2022.
  159. ^ Carlson, Jen (February 18, 2016). "Map: These Color Tiles In The Subway System Used To Mean Something". Gothamist. Archived from the original on May 10, 2023. Retrieved May 10, 2023.
  160. ^ Gleason, Will (February 18, 2016). "The hidden meaning behind the New York subway's colored tiles". Time Out New York. Archived from the original on May 10, 2023. Retrieved May 10, 2023.
  161. ^ "8th Av. Subway Tests Trains on Full Schedule: Line Begins Operation Pending Receipt of First Nickel Tomorrow Night". New York Herald Tribune. September 8, 1932. p. 1. ISSN 1941-0646. ProQuest 1221293658.
[edit]
Wikimedia Commons has media related to 168th Street (New York City Subway).
Retrieved from "https://en.wikipedia.org/w/index.php?title=168th_Street_station_(New_York_City_Subway)&oldid=1252995851"