Wikipedia

135th Street station (IRT Lenox Avenue Line)

For other uses, see 135th Street.

The 135th Street station is a station on the IRT Lenox Avenue Line of the New York City Subway. Located at the intersection of 135th Street and Lenox Avenue in Harlem, it is served by the 2 and 3 trains at all times.

 135 Street
 "2" train​"3" train
New York City Subway station (rapid transit)
Northbound platform
Station statistics
AddressWest 135th Street & Malcolm X Boulevard
New York, New York
BoroughManhattan
LocaleHarlem
Coordinates40°48′50″N 73°56′28″W / 40.814°N 73.941°W / 40.814; -73.941
DivisionA (IRT)[1]
LineIRT Lenox Avenue Line
Services   2 all times (all times)
​   3 all times (all times)
TransitBus transport NYCT Bus: M7, M102, Bx33
Bus transport Short Line Bus: 208
StructureUnderground
Platforms2 side platforms
Tracks3 (2 in regular service)
Other information
OpenedNovember 23, 1904; 119 years ago (1904-11-23)
AccessibleThis station is compliant with the Americans with Disabilities Act of 1990 ADA-accessible
AccessibilitySame-platform wheelchair transfer available
Opposite-
direction
transfer		No
Traffic
20232,201,400[2] Decrease 2.7%
Rank149 out of 423[2]
Services
Preceding station New York City Subway New York City Subway Following station
149th Street–Grand Concourse
toward Wakefield–241st Street
 125th Street
via Franklin Avenue–Medgar Evers College
145th Street
toward Harlem–148th Street
Location
135th Street station (IRT Lenox Avenue Line) is located in New York City Subway
135th Street station (IRT Lenox Avenue Line)
135th Street station (IRT Lenox Avenue Line) is located in New York City
135th Street station (IRT Lenox Avenue Line)
135th Street station (IRT Lenox Avenue Line) is located in New York
135th Street station (IRT Lenox Avenue Line)
Track layout

Legend
to 145th Street
to 149th Street–Grand Concourse
to 125th Street
Street map

Map

Station service legend
Symbol Description
Stops all times Stops all times

The 135th 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 on the tunnel segment that includes the 135th Street station started on October 2 of the same year. The station opened on November 23, 1904. The station platforms were lengthened in 1910.

The 135th Street station contains two side platforms and three tracks. The station was built with tile and mosaic decorations. The platforms contain exits to Lenox Avenue's intersection with 135th Street and are not connected to each other within fare control. The platforms contain elevators from the street, which make the station compliant with the Americans with Disabilities Act of 1990.

History

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Construction and opening

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

The 135th Street station was constructed as part of the IRT's East Side Branch (now the Lenox Avenue Line). Farrell & Hopper began building the section from 110th Street to 135th Street on August 30, 1900, subcontracting the section north of 116th Street to John C. Rodgers.[5][6]: 252  The excavation was relatively easy because the subway was under one side of Lenox Avenue and there were no street railway tracks to work around.[6]: 252–253 

On November 23, 1904, the East Side Branch opened to 145th Street.[7][8] Initially, the station was served by East Side local and express trains. Local trains ran from City Hall to Lenox Avenue (145th Street). Express trains had their southern terminus at South Ferry or Atlantic Avenue and had their northern terminus at 145th Street or West Farms (180th Street).[9] Express trains to 145th Street were eliminated in 1906, and West Farms express trains operated through to Atlantic Avenue in Brooklyn.[10]

Service changes and station renovations

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Northbound street stair and elevator

To address overcrowding, in 1909, the New York Public Service Commission proposed lengthening the platforms at stations along the original IRT subway.[11]: 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.[12]: 15  The platforms at the 135th Street station were extended 110 feet (34 m) to the north and 30 feet (9.1 m) to the south.[12]: 112  On January 23, 1911, ten-car express trains began running on the East Side Branch.[11]: 168 [13]

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. Local trains were sent to South Ferry, while express trains used the new Clark Street Tunnel to Brooklyn.[14]

The city government took over the IRT's operations on June 12, 1940.[15][16] The IRT routes were given numbered designations with the introduction of "R-type" rolling stock. These fleet contained rollsigns with numbered designations for each service. The first such fleet, the R12, was put into service in 1948.[17] The route to White Plains Road, formerly the route to West Farms, became known as the 2, while the route to Lenox Avenue–145th Street became the 3.[18] The New York City Transit Authority (NYCTA) announced plans in 1956 to add fluorescent lights above the edges of the station's platforms.[19] In 1959, all 2 and 3 trains became express.[20]

Starting on March 2, 1998, the tunnel was reconstructed along with the cracked tunnel floor. This was done to correct a major water problem that had existed for many years due to the presence of the Harlem Creek and other underground streams, which caused extensive flooding, water damage, and seepage problems that occasionally contributed to severe service disruptions.[21][22] The project cost $82 million and was finished on October 12, 1998.[21][23] During the reconstruction, many 2 trains were rerouted via the IRT Lexington Avenue Line, while the 3 trains were rerouted to the 137th Street–City College station on the IRT Broadway–Seventh Avenue Line. Each of the two Lenox Avenue Line tracks were alternately taken out of service and supplemental shuttle bus service connecting to other lines in the area were provided for much of this time.[24][25]

Station layout

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Ground Street level Entrance/exit
  Elevator for northbound service at northeast corner of 135th Street and Lenox Avenue; elevator for southbound service at southwest corner
Platform level Side platform  
Northbound ←   toward Wakefield–241st Street (149th Street–Grand Concourse)
←   toward Harlem–148th Street (145th Street)
Center track → No regular service
Southbound →   toward Flatbush Avenue–Brooklyn College (125th Street) →
→   toward New Lots Avenue (Times Square–42nd Street late nights) (125th Street) →
Side platform  

The station has three tracks and two side platforms; the center track is not used in regular service.[26] The 2 and 3 trains stop here at all times.[27][28] The next stop to the south is 125th Street, while the next stop to the north is 149th Street–Grand Concourse for 2 trains and 145th Street for 3 trains.[29] The platforms were originally 350 feet (110 m) long, like at other stations north of 96th Street.[4]: 4 [30]: 8  The platform extensions are at the north ends of the original platforms.[30]: 42  Fare control is at platform level. There are no crossovers or crossunders between the two side platforms to allow free transfer between directions.

The northbound outer track merges with the center track just north of the station and the center track merges with the southbound outer one just south of the station. North of the station, a diamond crossover allows trains to switch between the two tracks. At the 142nd Street Junction, the 2 train provides service to the Bronx via the IRT White Plains Road Line while the 3 continues on the IRT Lenox Avenue Line to 145th Street and Harlem–148th Street.[26]

Design

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A surviving original name tablet

As with other stations built as part of the original IRT, the station was constructed using a cut-and-cover method.[6]: 237  The tunnel is covered by a U-shaped trough that contains utility pipes and wires. The bottom of this trough contains a foundation of concrete no less than 4 inches (100 mm) thick.[30]: 9  The platforms consist of 3-inch-thick (7.6 cm) concrete slabs, beneath which are drainage basins. The original platforms contain circular, cast-iron Doric-style columns spaced every 15 feet (4.6 m), while the platform extensions contain I-beam columns. Additional columns between the tracks, spaced every 5 feet (1.5 m), support the jack-arched concrete station roofs.[4]: 4 [30]: 9  There is a 1-inch (25 mm) gap between the trough wall and the platform walls, which are made of 4-inch (100 mm)-thick brick covered over by a tiled finish.[30]: 9 

The original decorative scheme consisted of blue/green tile station-name tablets, violet tile bands, a white terracotta cornice, and green terracotta plaques.[30]: 42  The mosaic tiles at all original IRT stations were manufactured by the American Encaustic Tile Company, which subcontracted the installations at each station.[30]: 31  The decorative work was performed by tile contractor Manhattan Glass Tile Company and terracotta contractor Atlantic Terra Cotta Company.[30]: 42  Many of the original name tablets have since been replaced with newer renditions, but most of the plaques remain intact.

 
Newer name tablet

The 1995 artwork here is called Harlem Timeline by Willie Birch. It features mosaics of notable Harlem residents on the station platforms.[31] The one on the southbound side includes Adam Clayton Powell, Joe Louis, the Schomburg Center for Research in Black Culture, Charlie Parker, Clara Ward, and Louis Armstrong while one on the northbound side includes the Harlem Globetrotters, the NAACP, Abyssian Baptist Church, Cotton Club, and Randall's Island football team.[32]

Exits

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Each platform has one same-level fare control area at the center, containing a turnstile bank, token booth, two stairs to street-level, and an elevator. The northbound platform has exits to the eastern corners of Lenox Avenue and West 135th Street and the southbound side has exits to the western corners of that intersection. The elevators make this station fully ADA-accessible. The elevator for the southbound platform leads to the southwestern corner of West 135th Street and Lenox Avenue, while the elevator for the northbound platform leads to the northeastern corner.[33]

References

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  1. ^ "Glossary". Second Avenue Subway Supplemental Draft Environmental Impact Statement (SDEIS) (PDF). Vol. 1. Metropolitan Transportation Authority. March 4, 2003. pp. 1–2. Archived from the original (PDF) on February 26, 2021. Retrieved January 1, 2021.
  2. ^ a b "Annual Subway Ridership (2018–2023)". Metropolitan Transportation Authority. 2023. Retrieved April 20, 2024.
  3. ^ a b c d e Walker, James Blaine (1918). Fifty Years of Rapid Transit — 1864 to 1917. New York, N.Y.: Law Printing. Retrieved November 6, 2016.
  4. ^ a b c d "Interborough Rapid Transit System, Underground Interior" (PDF). New York City Landmarks Preservation Commission. October 23, 1979. Archived (PDF) from the original on March 27, 2016. Retrieved November 19, 2019.
  5. ^ 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.
  6. ^ a b c Scott, Charles (1978). "Design and Construction of the IRT: Civil Engineering" (PDF). Historic American Engineering Record. pp. 208–282 (PDF pp. 209–283). Archived (PDF) from the original on January 17, 2021. Retrieved December 20, 2020.   This article incorporates text from this source, which is in the public domain.{{cite web}}: CS1 maint: postscript (link)
  7. ^ 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. p. 191. Archived from the original on February 5, 2023. Retrieved January 8, 2021.
  8. ^ "East Side Subway Open — Train from 145th Street to Broadway in 9 Minutes and 40 Seconds" (PDF). The New York Times. November 23, 1904. p. 1. ISSN 0362-4331. Archived (PDF) from the original on January 23, 2022. Retrieved March 27, 2016.
  9. ^ The Merchants' Association of New York Pocket Guide to New York. Merchants' Association of New York. March 1906. pp. 19–26.
  10. ^ Herries, William (1916). Brooklyn Daily Eagle Almanac. Brooklyn Daily Eagle. p. 119. Archived from the original on May 11, 2021. Retrieved January 8, 2021.
  11. ^ a b 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.   This article incorporates text from this source, which is in the public domain.{{cite web}}: CS1 maint: postscript (link)
  12. ^ a b 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 February 5, 2023. Retrieved January 8, 2021.
  13. ^ "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.
  14. ^ "Open New Subway Lines to Traffic; Called a Triumph — Great H System Put in Operation Marks an Era in Railroad Construction — No Hitch in the Plans — But Public Gropes Blindly to Find the Way in Maze of New Stations — Thousands Go Astray — Leaders in City's Life Hail Accomplishment of Great Task at Meeting at the Astor". The New York Times. August 2, 1918. p. 1. Archived from the original on January 6, 2021. Retrieved November 6, 2016.
  15. ^ "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.
  16. ^ "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.
  17. ^ 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.
  18. ^ 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 March 28, 2021.
  19. ^ Katz, Ralph (January 27, 1956). "Subway Stations to Get New Lights; $3,750,000 to Be Spent on Fluorescents for I.R.T. and B.M.T. Transfer Points". The New York Times. ISSN 0362-4331. Archived from the original on May 11, 2023. Retrieved May 8, 2023.
  20. ^ "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. ISSN 0362-4331. Archived from the original on January 1, 2018. Retrieved November 6, 2016.
  21. ^ a b "New York City Transit - History and Chronology". mta.info. Metropolitan Transportation Authority. Archived from the original on March 24, 2020. Retrieved April 8, 2020.
  22. ^ Lii, Jane H. (February 28, 1998). "Tunnel Work To Cut Service On 2 Subways". The New York Times. p. B-4. ISSN 0362-4331. Archived from the original on March 28, 2020. Retrieved January 17, 2020.
  23. ^ Lueck, Thomas J. (October 13, 1998). "Beating Deadline, Normal Service Returns for the Nos. 2 and 3 Subway Lines". The New York Times. p. B-3. ISSN 0362-4331. Archived from the original on March 28, 2020. Retrieved January 17, 2020.
  24. ^ Newman, Andy (December 12, 1997). "Repairs to Lenox Ave. Tunnel To Affect Many Subway Lines". The New York Times. p. B-8. Archived from the original on March 28, 2020. Retrieved July 31, 2013.
  25. ^ "Lenox Rehab '98 2 3 Lenox Line Service Guide March 2-October 1998". thejoekorner.com. New York City Transit. 1998. Archived from the original on March 28, 2020. Retrieved November 6, 2016.
  26. ^ a b Dougherty, Peter (2006) [2002]. Tracks of the New York City Subway 2006 (3rd ed.). Dougherty. OCLC 49777633 – via Google Books.
  27. ^ "2 Subway Timetable, Effective June 26, 2022". Metropolitan Transportation Authority. Retrieved June 28, 2024.
  28. ^ "3 Subway Timetable, Effective June 30, 2024". Metropolitan Transportation Authority. Retrieved June 28, 2024.
  29. ^ "Subway Map" (PDF). Metropolitan Transportation Authority. September 2021. Retrieved September 17, 2021.
  30. ^ a b c d e f g h Framberger, David J. (1978). "Architectural Designs for New York's First Subway" (PDF). Historic American Engineering Record. pp. 1–46 (PDF pp. 367–412). Archived (PDF) from the original on January 17, 2021. Retrieved December 20, 2020.   This article incorporates text from this source, which is in the public domain.{{cite web}}: CS1 maint: postscript (link)
  31. ^ "135th Street - Willie Birch - Harlem Timeline, 1995". web.mta.info. Metropolitan Transportation Authority. Archived from the original on April 20, 2020. Retrieved April 20, 2020.
  32. ^ "Artwork: Harlem Timeline (Willie Birch)". www.nycsubway.org. Archived from the original on December 14, 2012. Retrieved April 20, 2020.
  33. ^ "MTA Neighborhood Maps: Harlem / Hamilton Heights" (PDF). Metropolitan Transportation Authority. 2018. Retrieved October 1, 2018.
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