R-46 6014, built 1974-1975, holds down an "A" service at 168th Street. Photo by Chao-Hwa Chen, November 2016.

Opening/Closing Dates

Station by Station (8th Avenue Trunk)

207th Street

Artwork At the Start... At Long Last (Sheila Levrant de Bretteville, 1999)

A

(click to enlarge)

Area track map.

Two tracks, one island platform. The tracks end in bumper blocks atthe north end of the station. This station has recently beenrenovated. In keeping with the IND tile color family pattern, the tileband is claret red in the center, but has a 15% light grey border.(No original mosaics were installed. Current mosaic tile installed in1999 renovation. Before renovation, the old tile had no color band,just "207" captions every few feet.) This new tile is made up ofpre-fabricated panels hung on aluminum laths. White grout was used,giving it a seamless appearance. There are no mosaic name tablets.The I-beams are painted cherry red. The station has a full mezzanineand vent chambers in the north section. The mezzanine wall tile nowfeatures square accents that match the new tile band below. AnA.D.A.-compliant elevator is under construction at the south (207thStreet) entrance.

Photo by: David Pirmann	Photo by: David Pirmann	Photo by: Glenn L. Rowe	Photo by: Glenn L. Rowe	Photo by: John Dooley
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Dyckman Street-200th Street

Artwork Sorry, no artwork here.

AFour tracks, two side platforms. The center tracks are yard leads forthe IND's207th Street Yard and shops. The tile band is maroon withblack border. There is a crossunder near the center of the wallplatforms with the booth located on the southbound platform. Farecontrol is at platform level.

Photo by: David of Broadway	Photo by: Aliandro Brathwaite	Photo by: David Pirmann	Photo by: John Barnes	Photo by: Jie Wen Li
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190th Street-Overlook Terrace

Artwork Sorry, no artwork here.

ATwo tracks, two side platforms. This is one of the deepest stations inthe system, approximately 140 feet down, well under Fort TryonPark. The line at this point was built as a deep-bore tunnel and thewalls have the curved tunnel bore look, as opposed to the typical INDcut-and-cover look. The tile colors are like those at Dyckman St. Onthe northbound side there is a big name tablet reading "190-OverlookTer.", but the matching one on the southbound side has been paintedover.

There is a small mezzanine with the fare control gates above thecenter of the platform. There are "Uptown" and "Downtown" directionalmosaics in the mezzanine, and the south end affords a view of thetracks.

There are two exits from the 190th Street/Overlook Terrace station,neither of which leads to 190th Street or Overlook Terrace. One exitis via elevators to Fort Washington Avenue at Cabrini Boulevard andthe Margaret Corbin Circle entrance to Fort Tryon Park. The elevatorsare still manually operated by an attendant. The other exit is a longdownward-sloping corridor out to Bennett Avenue between 192nd Streetand Broadway.

Photo by: Glenn L. Rowe	Photo by: Glenn L. Rowe	Photo by: David Pirmann	Photo by: David Pirmann	Photo by: Robbie Rosenfeld
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181st Street

Artwork Great Waves of Immigration (Carmen Lizardo, 2023)

ATwo tracks, two side platforms. Another deep station,similar to 190th Street. The platforms have wall tile like DyckmanSt. and a name tablet at the extreme north end. The tile wall featuresconcrete arches highlighted by tile and a large "181" numeral. An oldsign for Yeshiva University was found. The station has a fullmezzanine over the tracks. The north fare control is at 184th St. andthe south fare control is at 181st St. The south exit is reached bynew long escalators. A crossover between directions is afforded viathe mezzanine.

Photo by: David Pirmann	Photo by: David Pirmann	Photo by: David Pirmann	Photo by: David-Paul Gerber	Photo by: David Pirmann
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175th Street-George Washington Bridge Bus Terminal

Artwork Sorry, no artwork here.

ATwo tracks, one island platform. This station has no color tile and nomosaic tile name tablet like other IND stations, but, it is one of thefew fully A.D.A. accessible stations with an elevator between theplatform and the full mezzanine. At the 177th St. end of themezzanine, there is another elevator to sidewalk of 175th Street andFort Washington Avenue.

Photo by: Wayne Whitehorne	Photo by: Brian Lee	Photo by: David Pirmann	Photo by: Glenn L. Rowe	Photo by: Jie Wen Li
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168th Street

Artwork Sorry, no artwork here.

Transfer to IRT West Side Line

ACFour tracks and two island platforms, approximately 80feet below the surface of the street. The local trains berth in thecenter tracks as their terminal. The expresses run thru the station onthe outer tracks. The center tracks continue in Broadway, along withthe outer tracks, to a small layup yard. A connection to New Jerseyvia the lower level of the George Washington Bridge had been proposedwhen the subway, and bridge, were under construction, but nothing evercame of the idea.

The platform-level tile band is a reddish purple with black border,and there are no name tablets.

There is a full mezzanine with the fare control in the center nearer to167th Street. There is also a passageway leading to a set of elevatorsdown to the Broadway line.

Photo by: Robbie Rosenfeld	Photo by: David Pirmann	Photo by: David Pirmann	Photo by: John Dooley	Photo by: Brian Lee
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163rd Street-Amsterdam Avenue

Artwork Ciguapa Antellana, me llamo sueño de la madrugada. (who more sci-fi than us) (Firelei Báez, 2018)

CTwo tracks and two wall platforms. The tile band is goldwith a black border and a name tablet in reversed colors ispresent. Vent chambers are present near the north and south ends. Thestation has two closed north exits (to 163rd St.) and one closedcenter exit (to 162nd St.) The station had a full mezzanine and hasuptown and downtown directional mosaics. The fare control is in thecenter and an exit to 162nd St. is outside the fare control.

Photo by: Wayne Whitehorne	Photo by: Wayne Whitehorne	Photo by: Frank LeViness	Photo by: Marc A. Hermann / Metropolitan Transportation Authority	Photo by: Marc A. Hermann / Metropolitan Transportation Authority
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155th Street

Artwork Sorry, no artwork here.

CTwo tracks and two wall platforms. There is an emergencyexit from the lower level onto the platforms. The name tablet is goldwith a black border, but there is no color tile band. The I-beams arepainted gold to match the tablet tile. The north end of the platformhas vent chambers and a high ceiling. The fare control is in thecenter of the mezzanine. The south end of the mezzanine slopes downoutside the fare control and is very dim.

Photo by: Wayne Whitehorne	Photo by: Frank LeViness	Photo by: Frank LeViness	Photo by: David Harris	Photo by: Roberto C. Tobar
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145th Street

Artwork Sorry, no artwork here.

ABCDSeven tracks on two levels. The upper level is used by the IND EighthAvenue trains and has four tracks and two island platforms. Tile bandis gold with black border. The station had a full mezzanine but thecentral portion is now used as a police precinct.

The lower level has two island platforms and three tracks. The tileborder here is gold with black and the name tablets are black withgold border. The northbound platform is extra wide, such that thethree trackways line up directly underneath ones above. Escalatorslead up from the lower level to the mezzanine, bypassing the upperlevel platforms.

This station is useful for reaching the northern parts ofthe City College campus. The station and the streets leading to theCollege are well policed.

(click to enlarge) Area Track Map - North of 145th St.

(click to enlarge) Area Track Map - South of 145th St.

Photo by: John Barnes	Photo by: David Pirmann	Photo by: David Pirmann	Photo by: John Barnes	Photo by: Emmanuel Nicolas
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135th Street

Artwork Sorry, no artwork here.

BCSouth of 145th Street to just north of 125th St. the linehas six tracks, with the express using the innermost pair of tracksand the locals the outermost pair. This section of track is nicknamedHomeball Alley due to the large amount of switches and signals.

135th Street station has two side platforms alongside six tracks. Thisis only station in New York City that has six tracks passing throughbut is only a local station. There is a dark green tile name tabletwith a black border on the side walls, but no color tile band. Thereis a closed old wooden token booth at the 137th St. exit. The 135thSt. fare control is at platform level with no crossover.

Photo by: Wayne Whitehorne	Photo by: David M. Kelly	Photo by: David M. Kelly	Photo by: Frank LeViness	Photo by: Robbie Rosenfeld
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125th Street

Artwork Sorry, no artwork here.

ABCDAn express station with two island platforms and fourtracks. Tile band is marine green with a black border, but there is noname tablet. The I-beams are painted a slightly different green. Thefloor tile is an unglazed reddish-brown brick. The original white walltile has been replaced by buff vertical brick, which can also be seenat the ends of the platforms. The station has a full mezzanine withcrossover and features photos of the old El at 125th St. as well asother pictures of the area. There are closed center stairs to thestreet. The south half of the mezzanine can be closed off and isdimmer than the north half. The north half of the mezzanine has twosets of closed stairs to each platform. Evidence of at least tworemoved sets of stairways can be seen at the south end of theplatforms.

Photo by: Steve Zabel	Collection of: Joe Testagrose	Photo by: Joe Testagrose	Photo by: Brian Weinberg	Photo by: Wilfredo Castillo
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116th Street

Artwork Sorry, no artwork here.

BCFour tracks with two side platforms. There is no colortile band. The 117th St. exit is closed and the 116th St. fare controlis at platform level. No crossover or crossunder was found.

Photo by: Wayne Whitehorne	Photo by: Wayne Whitehorne	Photo by: Frank LeViness	Photo by: Frank LeViness	Photo by: Roberto C. Tobar
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110th Street-Cathedral Parkway

Artwork Migrations (Christopher Wynter, 1999)

BCFour tracks with two side platforms. Tile patterns arelike 116th Street. There are new tile name tablets. The "110"captions have been replaced by white tile, but a few remain beneaththe tablets, remnants of old directional signs. At the south end ofthe station the express tracks are lower than the local track andrising. The mezzanine at 109th Street has a crossover plus new"uptown" and "downtown" mosaics. The 110th St. fare control is atplatform level, on the southbound side only. There is no northbound110th Street exit any longer; what is left of it is visible via anopening in the new tile.

Photo by: Wayne Whitehorne	Photo by: Wayne Whitehorne	Photo by: Robbie Rosenfeld	Photo by: David Pirmann	Photo by: Marc A. Hermann / Metropolitan Transportation Authority
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103rd Street

Artwork Sorry, no artwork here.

BCThe next stations through and including 72nd St. are ontwo levels, with the uptown-bound trains on the upper level, and thedowntown trains on the lower level. There is one side platform forlocal service on the west side of the station on each level. Theexpress track is to the east of the local track along the tunnelwall. Tile color is blue with a black border with blue I-beams.

At 103rd Street, the farecontrol is at platform level. At the north end of this station theuptown express tracks descend in preparation for the four trackalignment at 116th St. The exit to 102nd St. has been tiled off.

Photo by: Wayne Whitehorne	Photo by: Wayne Whitehorne	Photo by: Roberto C. Tobar	Collection of: David Pirmann	Photo by: Jie Wen Li
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96th Street

Artwork Sorry, no artwork here.

BCFare control is in the center a few steps down from theplatform. The stairs to the lower level are inside at the farecontrol. The station has a closed 95th St. exit as evident by old tileand is behind plywood. A look through the peephole revealed onlydarkness.

Photo by: Wayne Whitehorne	Photo by: Wayne Whitehorne	Photo by: Lee Winson	Photo by: Lee Winson	Photo by: Lee Winson
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86th Street

Artwork Parkside Portals (Joyce Kozloff, 2018)

BCFare control at platform level; stairs from the lowerlevel at 86th St., 87th St., and 88th St.

Photo by: Roberto C. Tobar	Photo by: Michael Hodurski	Photo by: Michael Hodurski	Photo by: Roberto C. Tobar	Photo by: Roberto C. Tobar
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81st Street-Museum of Natural History

Artwork For Want of a Nail (MTA Arts For Transit Collaborative, 1999)

BCThis station has recently undergone renovation, and, as a result, isthe only 8th Avenue local station so far to have tile bands. Theseare midnight blue with a black border, which matches the originaltablets (these have been retained and restored, along with the black"81"s) - the upper level's tile band is wider and lower than the lowerlevel's. New lighting has also been installed. Fare control is ateither end of the station, and the south exit has direct access to theMuseum.

At the south end there is direct access into the museum. The exit tothe street here is consistently called '77th Street' on directionsigns, but it's actually at 79th Street. It sits directly under thestatue of Teddy Roosevelt on the monumental entry of the Museum. Thelong ramp to the street merely gets the rider out from under thehorse, the broad stairs, and carriage road of this entry. When you getto the street you are about at 78th Street, not 77th Street.

Photo by: Peggy Darlington	Photo by: Peggy Darlington	Photo by: Peggy Darlington	Photo by: Richard Panse	Photo by: Denise Delaney
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72nd Street

Artwork SKY (Yoko Ono, 2018)

BCPlatform level fare control. There is a closed 71stSt. exit. There is also a closed exit in the middle which is now anemergency exit. A blue name tablet with black border is present as isuptown and downtown directional mosaics.

Photo by: Wayne Whitehorne	Photo by: Wayne Whitehorne	Photo by: Bill E.	Photo by: Bill E.	Photo by: Patrick J. Cashin / Metropolitan Transportation Authority
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59th Street-Columbus Circle

Artwork Hello Columbus (NYC Artists & Public School Students, 1992),Whirls and Twirls (Sol Lewitt, 2007)

ABCDFour tracks and three island platforms, the center platform is disusedfor train boarding. The station has exits at 59th, 60th, and 61stSts. At this station the IRT and IND cross with the IND being belowthe IRT.

The station has a mezzanine at 61st St. which connects to the IRT #1uptown, one at 60th St. which connects to the downtown #1, and one at59th St. which features escalators to the street from the farecontrol. The north fare control is up a few stairs from themezzanine. The exit at 60th Street emerges in a small "well" next tothe former Gulf+Western tower.

The center island was originally used for unloading of passengers andis no longer used due to difficulty in opening doors on both sides ofthe train, and to eliminate the resulting confusion of which platformis for what service. It is occasionally used for fan trips, forinstance the Summer 2000 Nostalgia Train trips.

There is a complex route selector panel on the south end of bothsouthbound tracks for: A,B,C/K,D,Other, plus two future use choicesand cancel.

Photo by: Doug Grotjahn	Photo by: Anthony Maimone	Photo by: Brian Weinberg	Photo by: Brian Weinberg	Collection of: Collection of nycsubway.org
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50th Street

Artwork Untitled (Matt Mullican, 1989)

CETwo levels, with two side platforms on each level. The trains to/fromthe Central Park West stop on the upper level, Queens Boulevard/53rdStreet trains on the lower level.

The two levels seem like typical IND overbuilding. The Queens trainscould have easily run through the station without stopping to speed upthe journey from Queens. But the station was built when Madison SquareGarden stood upstairs, where Worldwide Plaza is now. It is plausiblethat the extra platforms were needed for the Garden crowds.

The two platforms on each side are out of phase: the upper level runsfrom 50th to 52nd, the lower from 49th to 51st. On the southboundside, the fare control is at the upper platform level, and there iselevator access to both platforms and street level. The northboundside has fare control three steps up from the upper platform.

There is a closed exit at 52nd Street; closed stairways connecting theuptown platforms at 51st Street; an exit at 51st Street from theuptown platform but not from the downtown platform; a former entranceto the lower level platforms at 49th Street, which has been completelyremoved on the uptown side, with access from the street to themezzanine on the soutbound side (the stairs to the platform have beenclosed, apparently as a crime prevention measure); no crossoversbetween direction provided at any entrance. During the construction ofthe Worldwide Plaza complex in the 1980s, a closed fare control areawas opened up and an original wooden token booth found inside. Thiswas fixed up and is now in service on the downtown lower levelplatform.

There might have also been a passageway, just north of the uptowntoken booth, that linked this station to the 50th Street/Broadwaystation. No free transfer was ever provided.

The name tablet is dark purple with black border and there is no colortile band.

ADA accessibility at this station is limited to Downtown trains only.

Photo by: Brian Weinberg	Photo by: Michael Romero	Photo by: Roberto C. Tobar	Photo by: Robbie Rosenfeld	Photo by: Robbie Rosenfeld
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42nd Street-Port Authority Bus Terminal

Artwork The Commuter's Lament/A Close Shave (Norman B. Colp, 1991),Losing My Marbles (Lisa Dinhofer, 2003)

Transfer to IRT Flushing Line,BMT Broadway Line,IRT West Side Line,IRT Times Square-Grand Central Shuttle

ACEExpress station with four tracks and two island platformsin use; abandoned lower level with one track and one side platform onthe downtown side. The Times Square/42nd Street complex is thebusiest in the system and consequently the platforms here are extrawide to accommodate passenger volume. In order to fit the widerplatforms, they are offset from north to south; the southboundplatform extends between 40th and 42nd Sts. and the northbound between42nd and 44th Sts., approximately. The mezzanine of this stationextends from 40th to 44th Street. Ramps are in place for access tothe mezzanine, which is somewhat unique in that there are retailstores within the fare control (including a record store), as well asvarious NYCT offices. The tile color is dark purple with black borderand there is no IND-style tile name tablet.

Some relative depths of stations in the Times Squarecomplex are as follows, +/- 10 feet.

• 7th Ave./West Side IRT, 40 feet below street
• Flushing/#7 IRT, 60 feet below street
• Broadway BMT, 50 feet below street
• Shuttle, 20 feet below street
• 8th Ave. IND, 30 feet below street

Photo by: Leonard Wilson	Photo by: DeAndre Burrell	Photo by: Robbie Rosenfeld	Photo by: Robbie Rosenfeld	Photo by: Jie Wen Li
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42nd Street-Port Authority Bus Terminal (Lower Level)

(click to enlarge)

Detailed track map of this area.

In addition to the platforms described above, there is an abandonedlower platform on the southbound side (one track, underneath thedowntown local track on the upper level, and one side platformunderneath the island platform above). The lower level platform wasbuilt along with the rest of the station in 1932, but it was only usedfrom 1959 to 1981 for odd services like the Aqueduct Racetrack specialfare trains, and for rush hour E trains for a period during the1970s. For many years, a crossunder was open between the upper levelplatforms using a passageway at the northern end of the lowerlevel. Rearrangement of the mezzanine a few years ago allowedpassengers to crossover using the mezzanine within the fare control.

It isn't really clear why this lower level was even built. It can onlybe used by trains running from Queens via 53rd Street (today's Eservice). Heading downtown on the track from the lower level of 50thStreet, switches allow access to the downtown local, downtown express,or lower level of 42nd St. Departing 42nd Street on the lower level,trains can become local or express prior to entering 34th Street;however, trains departing 42nd Street on the upper level cannot crossover until reaching Canal Street. It is likely, therefore, that theextra platform was built to allow some operational flexibility, bypermitting trains from 53rd Street to have access to both downtownlocal and express. Perhaps there was no other suitable location for acrossover switch, or it was thought an extra platform face could allowincreased dwell time or time for switches to line up.

An oft-repeated story offers this as a reason the lower level wasbuilt: The Independent subway was being built by the city to competedirectly with routes owned by the IRT and BMT companies. The #7crosstown IRT line terminates at Times Square; it is said that thebumper blocks of the #7 are directly against or very close to theeastern wall of the lower level of the 42nd St. IND station. Theconstruction of the lower level therefore blocked any potentialextension of the #7 line to the west side of Manhattan. If this istrue, it would have been done only in the spirit of crushing thecompetition, for the IND had no plans to construct a competingcrosstown line.

In 1998 and 1999 all but one remaining entrance to the lower level wassealed (the remaining one is under a lift-up trap door at the southend of the southbound platform). A report in the September, 1999Bulletin of the New York Division ERA reports that the lowerlevel track D-3 from north of 42nd St. all the way to 34th St. is nowpermanently out of service. Occasionally the existence of the lowerlevel is mentioned as an excuse for why the IRT #7 cannot be extendedwestward; this new development rendered the lower level useless andit did not pose a problem to run the #7 extension directly throughthe lower level.

Photo by: Peter Dougherty	Photo by: Peter Dougherty	Photo by: Joe Testagrose	Collection of: David Pirmann
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34th Street-Penn Station

Artwork Garden of Circus Delights (Eric Fischl, 2001)

ACEFour tracks, two side and one island platforms. The two sideplatforms are used by the local trains and the center island by theexpress trains. This arrangement was planned to discourage transferbetween local and express due to anticipated high volume. At presentthe tile band and name tablets are maroon with no border. I-beams aredark green. The station has 3 booths on each local platform plusbooths on the lower mezzanine. The station also has part time boothsin Penn Station itself near the LIRR level for a total of 9 booths!This station is being renovated so the description is subject tofrequent changes. This station is the 5th busiest in the system.

Photo by: Wayne Whitehorne	Photo by: Brian Weinberg	Photo by: Roberto C. Tobar	Photo by: Joe Mirabella	Photo by: Roberto C. Tobar
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23rd Street

Artwork Sorry, no artwork here.

CETwo side platforms, four tracks. There are exits at 25thSt. (5 steps up), 24th St., and 23rd St. (platform level). Acrossunder is at the 23rd St. end and a closed crossunder at 25thSt. Tile and name tablets are gold.

Photo by: Wayne Whitehorne	Photo by: Roberto C. Tobar	Photo by: Bill E.	Photo by: Richard Panse	Photo by: Wilfredo Castillo
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14th Street

Artwork Parallel Motion (Ross Lewis, 1989),Life Underground (Tom Otterness, 2000)

Transfer to BMT Canarsie Line

ACEFour tracks, two island platforms. Tile and name tabletsare gold. This station has a full mezzanine, with new tile adding abrown border to the top of the gold stripe. The vastness of thismezzanine is also home various NYCT training schools. There is aclosed passageway to the Seventh Ave. IRT behind a grille, which isnow used as an emergency exit. A transfer to the BMT Canarsie Line isat the south end. This station is being renovated at this time. The14th St. station is approximately 20 feet below street level.

Photo by: Bill E.	Photo by: Michael Hodurski	Photo by: Roberto C. Tobar	Photo by: Marc A. Hermann / Metropolitan Transportation Authority	Photo by: Marc A. Hermann / Metropolitan Transportation Authority
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West 4th Street-Washington Square

ACE

Two track levels, four tracks and two island platforms oneach level, with a full-length mezzanine between the two levels (notabove). The upper level services trains from the IND 8th Avenuesubway, and the lower level services those from the IND 6thAvenue/Houston Street subway. The upper level began service first,beginning in September, 1932. The first service on the lower level wasa shuttle along Houston Street to 2nd Avenue, starting January, 1936,with through service along the 6th Avenue local tracks startingDecember 1940. The 6th Avenue express tracks were built later, anddidn't begin service until July 1, 1968, so between 1936 and 1968, theexpress tracks here at West 4th Street (and also at 34th Street/6thAvenue) were used as terminal tracks only.

The station, which doesn't actually have an exit to 4thSt., is probably so-called to differentiate it from the planned INDsecond system South 4th St. station/line in Brooklyn.

There are two fare control areas; one reached via rampsat the south end of the two upper level platforms, in a small"mezzanine"; and one at the south end of each of the upper levelplatforms. Since the fare control areas all lead directly to the upperlevel (8th Avenue) platforms, passengers for 6th Avenue trains walk ashort distance along the upper platforms to the stairs down to themezzanine, and thence to the lower level platforms. Crossover andtransfer is provided via the mezzanine. Elevators were recently addedconnecting the two platforms and the mezzanine.

The mezzanine now houses a large NYCT office complex atthe north end; closed stairways from the lower level platforms revealthe "shortened" mezzanine above. Rumor has it that there used to bedirect exits to the street from this middle level mezzanine. For astation this large it actually has relatively few and small exits tothe street; this station was meant as a mass transfer point betweenthe two trunk lines.

The tile adornment is standard IND; both track levelshave dark green tile stripes with an even darker green border. Thereare no other artworks or mosaics along the platforms or tracksidewalls.

The streets around this station bear scars of the INDconstruction. Sixth Avenue started at 3rd Street; there was no streetcontinuing south at that point. A new street was sliced through theVillage to accommodate the new subway. Bits and bites of the adjoiningblocks were cut off by the new street. There are numerous buildingswith sides ripped out and bare; many have been cosmetically redoneover the ages. This slicing through of the IND subway (and of the IRTWest Side line as well) helped contribute to the triangular blocks sofamous to the Village.

This new southern extension of Sixth Avenue is extra wideto fit the cunning interchange between the 6th and 8th Avenuelines. South of the station there are three levels of track. The 8thAvenue express is the upper level. The local tracks of both lines arein the middle with their flying junction. The 6th Avenue express isthe lowest level.

(click to enlarge) Area Track Map

(click to enlarge) Single Line Diagram of the West 4th St. Station, Lower Level

Transfer to IND 8th Avenue Line,IND 6th Avenue Line

See Also How to Read Single Line Diagrams

Photo by: Joe Testagrose	Photo by: Paul Ferbrache	Photo by: Michael Hodurski	Photo by: Robbie Rosenfeld	Photo by: Christopher Henderson
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Spring Street

Artwork New York Subway Station (Edith Kramer, 1994)

CETwo side platforms, four tracks. Tile is dark blue with adarker blue border, with name tablet colors reversed. A mosaic "SpringStreet" name tablet is also present. A crossunder is at the southend. Southbound has a center high exit. Fare control is at platformlevel.

Photo by: Wayne Whitehorne	Photo by: Kevin Wong	Photo by: David Pirmann	Photo by: Roberto C. Tobar	Photo by: Jie Wen Li
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Canal Street-Holland Tunnel

Artwork A Gathering (Martin/Munoz, 2001)

ACEFour tracks, two island platforms. This is the lastManhattan express station. Tile color is the same as Spring Street,and there is a "Canal Street" mosaic. The platforms are offset due toswitches between local and express at both ends. A crossover betweendirections is at the southernmost stairs only. The full sizemezzanine has been reduced by a police precinct and fare control isnow in the center. The station is being renovated, but the floortiles are already cracking and are marked for replacement.

South of the station the tracks split into twolevels. These partly allow the future junction of theIND Second System Worth Streetline, which has a turnoff provision in the tunnel wall, and to alignthe track to enter the peculiar Chambers Street station.

From this station clear to the World Trade Center thestreet is widened for the IND subway. The west side of Church Streetwas sliced back some 20m to acquire a corridor for the full fourtracks of the line. The buildings on this side were either demolished,revealing bare faces on ther newly exposed neighbors, or they weretruncated with new enclosures on the cut faces. Church Street wasoriginally a seamless extension of Trinity Place and was wide enoughfor only a two-track line.

Photo by: Robert Marrero	Photo by: Gary Chatterton	Photo by: Roberto C. Tobar	Photo by: Christopher Henderson	Photo by: Robbie Rosenfeld
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Chambers Street-World Trade Center

Artwork Oculus (Jones/Ginzel/Piras, 1998)

Transfer to IRT West Side Line,PATH Port Authority Trans-Hudson

ACEBetween Canal St. and Chambers St. the tracks split andcross at a grade separation, with the express tracks to Brooklyn viaChambers Street station on the west side and the local tracks to thestub-end World Trade Center center on the east side. An interestingremnant of planning for the IND Second System is visible from thefront of a southbound local train: a bellmouth in the tunnel headingto the left (east), presumably to follow Worth Street to South 4thSt., Brooklyn.

Chambers Street/World Trade Center is a large station complex; it is really two stations in oneconnected by an upper mezzanine. For purposes of this article, theexpress tracks which continue to Brooklyn will be said to stop at"Chambers Street," while the local tracks which terminate here will besaid to stop at "World Trade Center" station.

The Chambers Street Station is to the northwest and hastwo tracks with a single island platform. The tile band is dark purplewith black borders and no name tablet. At the south end the tracksbegin to descend and they will actually pass under the World TradeCenter terminal station. A mezzanine above provides access to theWorld Trade Center portion of the station as well as to theBrooklyn-bound IRT.

The World Trade Center terminal station has the same tilecolor scheme as the Chambers St. station. New wall tile has been putup here, forever covering over the old tile which indicated asecondary name of "H and M", for the Hudson & Manhattan Railroad (nowPATH). One of the photos below shows a part of the unrenovated tileshowing the "H and M" name. This station has two tracks with bumperblocks at the south end, and one island platform. An old side platformon the western side has been fenced off to be outside the fare controland provides access from the World Trade Center to the mezzanine abovethe Chambers Street portion of the station. The exit at the south endof this platform is at platform level and leads directly into theWorld Trade Center via a short ramp. A north exit is one flight up toa mezzanine, then another flight to the street. Due to the convolutedshape of the mezzanine's fare control area, the transfer from theWorld Trade Center station to the IRT at Park Place requires going upto the mezzanine, down to the Chambers Street station platform, up tothe mezzanine again, and then down to the Park Place station. This isapparently not a very frequent transfer and access to the IRT is alsoavailable at the next station, Broadway/Nassau-Fulton Street.

Some relative depths of stations in the World TradeCenter complex are as follows, +/- 10 feet.

• A/C Chambers St. Platform, 20 feet below street
• E World Trade Center Platform, 20 feet
• Park Place IRT Platform, 60 feet
• BMT Cortlandt St. Station, 20 feet
• IRT Cortlandt St. Station, 40 feet
• PATH Fare Control, 60 feet
• PATH Platforms, 80 feet

Photo by: Doug Grotjahn	Photo by: David Pirmann	Photo by: Roy Freeman	Photo by: Phillip Lee	Photo by: Phillip Lee
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Station by Station (Cranberry Street Tunnel Branch)

Broadway/Nassau Street (Fulton Street)

Artwork Astral Grating (Nancy Holt, 1987),Marine Grill Murals, 1913 (Frederick Dana Marsh, 2000)

Transfer to IRT West Side Line,IRT East Side Line,BMT Nassau Street-Jamaica Line,PATH Port Authority Trans-Hudson

ACLocal station with two tracks and one island platform, under FultonStreet between Broadway (west) and William Street (east). Even thoughthis station was opened earlier than the BMT under Nassau Street, itis this station which ties the three other Fulton Street stationstogether. Transfer between the two IRT stations and the BMT is madevia the IND platform and mezzanine. The tile band is lilac purple witha much darker purple border. On the IND line, this is the last stopin Manhattan, and its proximity to the East River is reflected in itsround deep-bore tunnel construction. branches. Departing thisstation, we pass through the Cranberry Street tunnels to Brooklyn.As part of the Fulton Street Transit Center construction this stationwas officially renamed from "Broadway-Nassau Street" to "FultonStreet" in 2010. The tile name tablets on the platform walls wereupdated to reflect this.

The Fulton Street Transit Center is the MTA's marketing name for a newheadhouse and updates to the transfer corridors at the four FultonStreet stations. Some relative depths of stations in the Fulton StreetTransit Center complex are as follows, +/- 10 feet.

• IND Platforms: 60 feet
• IRT 2/3 Fulton Street: 50 feet
• BMT Northbound Fulton Street: 50 feet
• BMT Southbound Fulton Street: 20 feet

Artwork Astral Grating (Nancy Holt, 1987),Marine Grill Murals, 1913 (Frederick Dana Marsh, 2000)

Photo by: Robbie Rosenfeld	Photo by: Filip Matuska	Photo by: Robbie Rosenfeld	Photo by: Robbie Rosenfeld	Photo by: Robbie Rosenfeld
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High Street-Brooklyn Bridge

Artwork Sorry, no artwork here.

ACTwo tracks, one island platform. This deep station has asimilar round tube design as at Broadway/Nassau; it even has the samelilac purple and deep violet tile band. The closely-spaced captionsread simply "High" and do not mention the Brooklyn Bridge. The stationfeatures a narrow, full-length mezzanine with escalators to farecontrols at both ends. While there is no name tablet, mosaicsindicating "To All Trains", "To Fulton Street", and "To Adams Street"are present in the mezzanine and are set in bright purple tile. Apainted sign points the way to the nearby St. George Hotel andanother indicates the presence of the nearby Red Cross Building. Thestation exits are on either side of Cadman Plaza - one on Adams Streetalmost directly at the foot of the Brooklyn Bridge, and the other onFulton Street, opposite Cranberry Street. High Street itself (whichruns for exactly one city block) is not really at the station proper,but the subway tracks do lead underneath it before turning south ontoJay Street, so the station's name is somewhat of a misnomer. Newescalators are being installed at both ends. The Adams Streetmezzanine is being reduced in size. There is a long passagewayleading from the Adams Street exit to the stairs leading to the streetabove.

Photo by: Wayne Whitehorne	Photo by: Wayne Whitehorne	Photo by: Roberto C. Tobar	Photo by: Zach Summer	Photo by: Filip Matuska
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Jay St.-Metrotech (Borough Hall)

Artwork Departures and Arrivals (Ben Snead, 2009)

Transfer to BMT Broadway Line

ACExpress station with two island platforms and four tracks. 8thAvenue/Fulton service is on the "express" track and 6th Avenue service(from/to the York Street station and Rutgers St. tunnel) is on the"local" track. Tile band is blue and there is no name tablet. I-beamsare tiled southbound and painted blue northbound. A closed tower ison the south end of the southbound platform, and an active tower is atthe north end of the northbound platform. The mezzanine, which wasonce open along the entire length and width of the station, is nowvery fragmented. From the mezzanine there is a closed passageway underMyrtle Avenue which was used for the old Myrtle Avenue Elevatedtransfer. There is a direct entrance to the NYCT administrationbuilding which is "guarded" by a Transit Bureau police station.

In December, 2010, a transfer corridor opened connecting JayStreet-Borough Hall with the Lawrence Street-Metrotech Station of theBMT. The project began in 2007 and included full rehabilitation of theJay Street Station, and installation of full ADA accessibility to boththe Jay Street Station and Lawrence Street Station platforms. The newtransfer connector runs from the east side of the Jay Street Stationmezzanine to the (railroad) north end of the Lawrence Street station,a total distance of about a half-block along Willoughby Street.

The Jay Street-Borough Hall Station was fitted with a loading dock tocollect cash from the transit authority's revenue train. Drop-offsfor the IND division were made at a roll-up steel door on the sidewall of the Brooklyn-bound F track by a consist of R-21 ex-passengercars outfitted for revenue collection purposes. The TA no longer usesrevenue collection trains. The MetroCard program has reduced the useof cash to pay fares, and today, the TA relies solely on armoredtrucks to transport revenue cash.

Photo by: Michael Hodurski	Photo by: Bob Vogel	Photo by: Robert Mencher	Photo by: John Dooley	Photo by: Michael Hodurski
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By Peggy Darlington.