Wall Street station (IRT Lexington Avenue Line)
Wall Street 120 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Structure | Underground | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Platforms | 2 side platforms | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Tracks | 2 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Other information | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Opened | June 12, 1905 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Opposite- direction transfer | Yes | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Traffic | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
2023 | 3,393,094[4] 24.3% | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Rank | 84 out of 423[4] | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Wall Street Subway Station (IRT) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
New York City Landmark No. 1096 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
MPS New York City Subway System MPS | | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
NRHP reference No. | 04001011[2] | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
NYCL No. | 1096 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Significant dates | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Added to NRHP | September 17, 2004 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Designated NYCL | October 23, 1979[5] |
The Wall Street station is a
The Wall Street station was constructed for the Interborough Rapid Transit Company (IRT) as part of the city's first subway line, which was approved in 1900. Construction of the tunnel around the Wall Street station was complicated by the shallow foundations of the nearby Trinity Church, as well as the need to avoid disrupting the street surface of Broadway. The station opened on June 12, 1905, as an extension of the original line. The station's platforms were lengthened in the late 1950s, and it was renovated in the 1970s and 2000s.
The Wall Street station contains two
History
Construction and opening
Planning for a subway line in New York City dates to 1864.[7]: 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.[7]: 139–161 The subway plans were drawn up by a team of engineers led by William Barclay Parsons, the Rapid Transit Commission's chief engineer.[5]: 3 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,[8] in which it would construct the subway and maintain a 50-year operating lease from the opening of the line.[7]: 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.[7]: 162–191
Several days after Contract 1 was signed, the Board of Rapid Transit Railroad Commissioners instructed Parsons to evaluate the feasibility of extending the subway south to
Contract 2 specified that traffic upon the streets of lower Manhattan not be disrupted.[10]: 261 At its shallowest, the tunnel would be only 4 or 5 feet (1.2 or 1.5 m) below the bottoms of the street car conduits along Broadway.[11] Accordingly, the contractor proposed replacing the pavement with a planked roadway and excavating beneath this temporary surface. To address concerns that leakage from the gas mains beneath the roadway and within the excavation would produce a devastating explosion, the contractor moved the pipes to above the street.[10]: 261 [11] Furthermore, precautionary measures had to be undertaken during the construction of the tunnel in front of Trinity Church, adjacent to the Wall Street station. The spire of the church rested upon a shallow masonry foundation built upon a deep layer of fine sand. The spire's foundation was 9 feet (2.7 m) behind the subway tunnel's exterior wall, and the bottom of the spire foundation was 9 feet (2.7 m) below street level, much shallower than the subway's 24-foot-deep (7.3 m) foundation. Accordingly, the 57-foot (17 m) tunnel nearest the spire's foundation was constructed in three sections, and steel channels were used as sheet piling around the subway excavation. After the excavation was completed, these steel channels were left in place to prevent the soil from settling. No "measurable or movement of the spire" occurred during or after construction.[10]: 261
By the beginning of June 1905, the station was expected to open on June 17.
1900s to 1940s
To address overcrowding, in 1909, the New York Public Service Commission proposed lengthening the platforms at stations along the original IRT subway.[15]: 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.[16]: 15 The northbound platform at the Wall Street station was extended 165 feet (50 m) to the south, while the southbound platform was extended 135 feet (41 m) to the north. The southbound platform extension required installing new girders and columns at Trinity Church, while the northbound platform extension abutted the basements of adjacent properties.[16]: 117 On January 23, 1911, ten-car express trains began running on the East Side Line, and the next day, ten-car express trains began running on the West Side Line.[15]: 168 [17]
In 1910, the IRT reported that a passageway would be constructed to the basement of the planned
1940s to 1980s
The city government took over the IRT's operations on June 12, 1940.
In 1979, the
1990s to present
On January 6, 1994, Automated Fare Collection turnstiles went into service at this station and at the
The original interiors were listed on the National Register of Historic Places in 2004.[2] The next year, the MTA provided funding for a renovation of the station as part of its 2005–2009 capital program.[41] The MTA commenced a project to renovate the station and restore its original appearance in 2006. During this renovation, the blue tiles were removed, and the original tiles were restored. Some of the panels and beams on the ceiling were installed improperly, causing trains to scrape against them.[42]
Station layout
Ground | Street level | Exit/entrance |
Platform level |
Side platform | |
Northbound | ← toward Woodlawn (Fulton Street) ← toward Eastchester–Dyre Avenue or Nereid Avenue (Fulton Street) | |
Southbound | toward Crown Heights–Utica Avenue (New Lots Avenue late nights) (Bowling Green) → toward Flatbush Avenue–Brooklyn College weekdays, Bowling Green evenings/weekends (Bowling Green) → | |
Side platform | ||
Underpasses | Transfer between platforms, passageway to Broad Street
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Wall Street has two tracks and two side platforms. The 4 train stops here at all times,[43] while the 5 train stops here at all times except late nights.[44] The station is between Fulton Street to the north and Bowling Green to the south.[45] The platforms were originally 350 feet (110 m) long, like at other Contract 2 stations,[5]: 4 [2]: 3 but were lengthened during the 1959 expansion of the station.[30] The northbound platform was extended southward and became 523 feet (159 m) long, while the southbound platform was extended northward and became 583 feet (178 m) long. There are two underpasses between the platforms, one each at the northern and southern ends of the southbound platform, which lead respectively to a passageway and to the center of the northbound platform.[2]: 16
Design
As with other stations built as part of the original IRT, the station was constructed using a
The
On the southbound platform is a disused oak token booth, the last of its kind in the New York City Subway system, which is just south of the stairs leading to Wall Street. The booth is separated into panels that are slightly chamfered, or angled away from each other. Above the panels are windows, some with brass scrollwork screens. A ticket chopper is north of the token booth. Beneath the street stairs leading to Wall Street are wooden doorways that formerly led to men's and women's restrooms, with corresponding marble lintels.[2]: 6
Also on the platforms are Lariat Tapers, which are bronze loops attached to the columns to serve as seating. These were designed by James Garvey in 2011, as a follow-up to his Lariat Seat Loops at 33rd Street, commissioned in 1997.[47]
Exits
The exits for the southbound platform are on the west side of Broadway. At the southern end of the platform, two stairs are built into the facade of 71 Broadway, south of Rector Street, with one stair on either side of that building's main entrance. These staircases combine into one wide stairway that leads down to platform level.[48][2]: 4–5 Another exit just north of Rector Street leads to two street stairs, which ascend to the western side of Broadway at Wall Street, outside the Trinity Churchyard fence.[48][2]: 6 These street stairs retain cast-iron hoods with leaf patterns, which are part of the original design; the Wall Street station is one of two stations to retain such hoods, the other being the Borough Hall station in Brooklyn.[2]: 10 At the north end of the station a street exit is built into the side of the Trinity Building at 111 Broadway. It has an opulent brass-toned banner proclaiming "Subway Entrance" atop the entrance, which is half a flight below ground. The exit also has a Subway restaurant outside fare control.[49][48]
There are numerous closed exits along the southbound platform. Within the fare control area at the south end of the station, a passageway led to the American Express Building at 65 Broadway, adjacent to the stair to 71 Broadway.[2]: 16 [50] At the extreme southern end of the platform was a passageway to the Adams Express Building at 61 Broadway, which opened along with that building in 1915[51] and was closed after 1944.[52] At the extreme northern end, next to the 111 Broadway entrance, another exit extended to the United States Realty Building at 115 Broadway, though this exit was closed sometime after 1947.[53]
On the northbound side, three staircases lead to the east side of Broadway near Rector Street. Here, a closed-off passageway led to the basement of
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- ^ a b c d e f g h i j k l m n o p q r s t u v "New York MPS Wall 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: 75313935. National Archives.
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: CS1 maint: postscript (link) - ^ "Wall Street - James Garvey - Lariat Tapers, 2011". web.mta.info. Metropolitan Transportation Authority. Archived from the original on May 24, 2021. Retrieved December 24, 2020.
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Further reading
- Lee Stookey. Subway Ceramics : A History and Iconography. 1994. ISBN 978-0-9635486-1-0