Jump to content

Broadway–Lafayette Street/Bleecker Street station

Coordinates: 40°43′33″N 73°59′41″W / 40.72583°N 73.99472°W / 40.72583; -73.99472
From Wikipedia, the free encyclopedia
For the demolished station serving the IRT Sixth Avenue Line, see Bleecker Street (IRT Sixth Avenue Line).

 Broadway–Lafayette Street/
 Bleecker Street
 "6" train"6" express train​​​"B" train​"D" train​"F" train"F" express train​"M" train
New York City Subway station complex
One of the two street stairs along the south side of East Houston Street between Broadway and Crosby Street
Station statistics
AddressHouston Street & Lafayette Street
New York, New York
BoroughManhattan
LocaleNoHo, SoHo, Greenwich Village
Coordinates40°43′33″N 73°59′41″W / 40.72583°N 73.99472°W / 40.72583; -73.99472
DivisionA (IRT), B (IND)[1]
Line   IND Sixth Avenue Line
   IRT Lexington Avenue Line
Services   4 late nights (late nights)
​   6 all times (all times) <6> weekdays until 8:45 p.m., peak direction (weekdays until 8:45 p.m., peak direction)​
   B weekdays during the day (weekdays during the day)
​   D all times (all times)
​   F all times (all times) <F> two rush hour trains, peak direction (two rush hour trains, peak direction)
​   M weekdays during the day (weekdays during the day)
TransitBus transport NYCT Bus: M1, M21, M55, SIM7, SIM33
Other information
OpenedMay 19, 1957; 67 years ago (1957-05-19) (IND–southbound IRT)
September 25, 2012; 12 years ago (2012-09-25) (IND–northbound IRT)
AccessibleThis station is compliant with the Americans with Disabilities Act of 1990 ADA-accessible
Traffic
20239,268,403[2] Increase 18.7%
Rank21 out of 423[2]
Location
Broadway–Lafayette Street/Bleecker Street station is located in New York City Subway
Broadway–Lafayette Street/Bleecker Street station
Broadway–Lafayette Street/Bleecker Street station is located in New York City
Broadway–Lafayette Street/Bleecker Street station
Broadway–Lafayette Street/Bleecker Street station is located in New York
Broadway–Lafayette Street/Bleecker Street station
Street map

Map

Station service legend
Symbol Description
Stops all times Stops all times
Stops all times except late nights Stops all times except late nights
Stops late nights only Stops late nights only
Stops rush hours in the peak direction only Stops rush hours in the peak direction only
Stops weekdays during the day Stops weekdays during the day

The Broadway–Lafayette Street/Bleecker Street station is a New York City Subway station complex in the NoHo neighborhood of Manhattan on the IRT Lexington Avenue Line and the IND Sixth Avenue Line. It is served by the 6, D, and F trains at all times; the B and M trains on weekdays during the day; the <6> and <F> trains during rush hours in the peak direction; and the 4 train during late nights.

The complex comprises two stations, Bleecker Street and Broadway–Lafayette Street. The Bleecker Street station was built for the Interborough Rapid Transit Company (IRT), and was a local station on the city's first subway line, which was approved in 1900. The station opened on October 27, 1904, as one of the original 28 stations of the New York City Subway. The Broadway–Lafayette Street station was built as an express station for the Independent Subway System (IND) and opened on January 1, 1936.

The Bleecker Street station has two side platforms and four tracks; express trains use the inner two tracks to bypass the station. The Broadway–Lafayette Street station has two island platforms and four tracks. The transfer between the downtown IRT platform and the IND platform has been within fare control since May 19, 1957, and the corresponding free transfer from the uptown IRT platform to the rest of the station opened on September 25, 2012. The station complex contains elevators, which make it compliant with the Americans with Disabilities Act of 1990. The original portion of the Bleecker Street station's interior is a New York City designated landmark and listed on the National Register of Historic Places.

History

[edit]

IRT Lexington Avenue Line

[edit]

Construction and opening

[edit]

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,[3]: 148  and all legal conflicts concerning the route alignment were resolved near the end of 1899.[3]: 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,[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 Bleecker Street station was constructed as part of the route segment from Chambers Street to Great Jones Street. Construction on this section of the line began on July 10, 1900, and was awarded to Degnon-McLean Contracting Company.[5] In the vicinity of the Bleecker Street station, the subway was to run under Lafayette Street,[6][7]: 17  a new thoroughfare constructed between 1897[8] and 1905.[9] This involved widening, connecting, and renaming two formerly unconnected streets: Elm Street, which ran south of Houston Street, and Lafayette Place, which ran north of Great Jones Street to an intersection with Astor Place.[6][7]: 17–18 [10] The southward extension of Lafayette Street and the construction of the subway required the demolition or underpinning of several buildings in the street's path. This resulted in the creation of narrow land lots on either side of Lafayette Street between Houston and Great Jones Streets, an area that included the Bleecker Street station's site.[6][7]: 18  Even after the subway was completed, many of the narrow lots on Lafayette Street remained undeveloped for decades.[6]

During the station's construction in 1903, a portion of the ceiling collapsed,[11] reportedly because of poor workmanship.[12] By late 1903, the subway was nearly complete, but the IRT Powerhouse and the system's electrical substations were still under construction, delaying the system's opening.[3]: 186 [13] Except for the collapsed section of the ceiling, the station itself was finished by January 1904.[12] The Bleecker Street station opened on October 27, 1904, as one of the original 28 stations of the New York City Subway from City Hall to 145th Street on the Broadway–Seventh Avenue Line.[14][3]: 186  The opening of the first subway line, and particularly the Bleecker Street station, helped contribute to more development in the East Village, which at the time was already densely populated.[15]: 8 

1900s to 1930s

[edit]

Shortly after the station opened, IRT workers allowed advertisers to place more than 40 advertisements on the walls,[16][17] even though the Rapid Transit Commission had banned the IRT from displaying ads in stations.[18] The IRT proposed modifying the ads so they harmonized with the station's architecture,[19] but the Municipal Art Society wanted the ads to be taken down because they overlapped with the name tablets on the walls.[20] Legal disputes over the advertisements continued until 1907, when a New York Supreme Court judge ruled that the IRT could display advertising at stations.[21]

To address overcrowding, in 1909, the New York Public Service Commission proposed lengthening the platforms at stations along the original IRT subway.[22]: 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.[23]: 15  The Bleecker Street station's northbound platform was extended north by 30 feet (9.1 m), while the southbound platform was extended south by 25 feet (7.6 m).[23]: 107  Six-car local trains began operating in October 1910.[22]: 168 

In December 1922, the Transit Commission approved a $3 million project to lengthen platforms at 14 local stations along the original IRT line, including Bleecker Street and seven other stations on the Lexington Avenue Line. Platform lengths at these stations would be increased from 225 to 436 feet (69 to 133 m).[24][25] The commission postponed the platform-lengthening project in September 1923, at which point the cost had risen to $5.6 million.[26][27] The commission again considered lengthening the IRT platforms at Bleecker Street in December 1927.[28][29] At the end of the month, the Transit Commission requested that the IRT create plans to lengthen the platforms at Bleecker Street and three other Lexington Avenue Line stations to 480 feet (150 m).[30] The northbound platform at Bleecker Street needed to be lengthened by 251 feet (77 m), while the southbound platform needed to be lengthened 255 feet (78 m); both platforms could be extended to either the north or south.[31] The federal government placed an injunction against the commission's platform-lengthening decree, which remained in place for over a year. By 1929, the New York City Board of Transportation had not yet drawn up plans for the Bleecker Street station.[32]

1940s to 2000s

[edit]

The city government took over the IRT's operations on June 12, 1940.[33][34] The New York City Board of Transportation issued a $1.97 million contract in early 1947 to extend the southbound IRT platforms at Bleecker Street and Spring Street to fit ten-car trains.[35][36] The work was finished the next year.[36]

In late 1959, contracts were awarded to extend the platforms at Bowling Green, Wall Street, Fulton Street, Canal Street, Spring Street, Bleecker Street, Astor Place, Grand Central–42nd Street, 86th Street, and 125th Street to 525 feet (160 m).[37] In April 1960, work began on a $3,509,000 project (equivalent to $36.1 million in 2023) to lengthen platforms at seven IRT Lexington Avenue Line stations to accommodate ten-car trains. The northbound platforms at Canal Street, Spring Street, Bleecker Street, and Astor Place were lengthened from 225 to 525 feet (69 to 160 m); the platform extensions at these stations opened on February 19, 1962.[38]

In 1979, the New York City Landmarks Preservation Commission designated the space within the boundaries of the original Bleecker Street station, excluding expansions made after 1904, as a city landmark.[4] The station was designated along with eleven others on the original IRT.[4][39] The IRT station was renovated in the late 1980s, but the renovation was delayed by one year because the project had to be redesigned to conform to landmark regulations.[40] High entry-exit turnstiles were added at the Bleecker Street entrance to the southbound platform in 1998. The previous turnstiles at that entrance, which had dated from the 1930s, often malfunctioned and did not allow passengers to enter.[41] The Bleecker Street station's original interiors were listed on the National Register of Historic Places in 2004.[15]

IND Sixth Avenue Line

[edit]

Construction and opening

[edit]

New York City mayor John Francis Hylan's original plans for the Independent Subway System (IND), proposed in 1922, included building over 100 miles (160 km) of new lines and taking over nearly 100 miles (160 km) of existing lines, which would compete with the IRT and the Brooklyn–Manhattan Transit Corporation (BMT), the two major subway operators of the time.[42][43] The IND Sixth Avenue Line was designed to replace the elevated IRT Sixth Avenue Line.[44] The first portion of the line to be constructed was then known as the Houston–Essex Street Line, which ran under Houston, Essex, and Rutgers Streets. The contract for the line was awarded to Corson Construction in January 1929,[45] and construction of this section officially started in May 1929.[46]

In 1930, the New York City Board of Transportation (BOT) identified the locations of 104 stations to be built in the IND system. Under this plan, there would have been an express station under Houston Street between Broadway and Lafayette Street.[47] The same year, as part of the Broadway–Lafayette Street station's construction, the Emigrant Industrial Savings Bank gave the city permission to build and operate an entrance to the station within the bank's building at the northwest corner of Houston Street and Broadway.[48] The BOT awarded a $371.113 contract in July 1932 for the installation of finishes at the Broadway–Lafayette Street station and three others along the Houston–Essex Streets Line.[49] In early 1934, the BOT began looking to rent out a vacant lot at the intersection of Lafayette and Houston Streets, which had been cleared for the construction of the subway.[50][51] That July, the BOT solicited bids for the installation of signals and switches on the Houston–Essex Street Line; the contract had been scheduled for January 1933 but was delayed eighteen months because the city did not have enough money.[52]

The Broadway–Lafayette Street station opened on January 1, 1936, as one of the first four stations on the Houston–Essex Street Line, the first part of the Sixth Avenue Line.[53][54] At the time of the station's opening, some of the columns had not been finished.[54] The two local tracks split from a junction with the Eighth Avenue Line south of West Fourth Street–Washington Square, running east under Houston Street and south under Essex Street to a temporary terminal at East Broadway.[55]

1940s to 1990s

[edit]

By the early 1990s, many homeless people were sheltered within the Broadway–Lafayette Street station and the tunnels near it.[56][57] Newsday wrote in 1992: "This one subway station has enough hidden corners, secret passages, dead-end mezzanines and staircases to nowhere to accommodate half the homeless population of New York."[56] The high homeless population at the Broadway–Lafayette Street station, and at the adjacent Second Avenue station, was attributed to their proximity to the rundown Bowery neighborhood.[58] The Metropolitan Transportation Authority (MTA), which operated the subway system, removed several benches from the station in 1990 to dissuade homeless people from staying there.[57] The benches were reinstalled after homeless advocates objected.[59] The MTA also removed two of the station's high entry-exit turnstiles in 1992 to increase passenger flow.[60] In April 1993, the New York State Legislature agreed to give the MTA $9.6 billion for capital improvements. Some of the funds would be used to renovate nearly one hundred New York City Subway stations,[61][62] including Broadway–Lafayette Street.[63]

Consolidation into single complex

[edit]

Southbound transfer

[edit]

A free transfer passageway from the southbound IRT platform to the IND platform opened on May 19, 1957,[64] after the IRT station's platforms had been lengthened to fit ten-car trains.[65] This one-way transfer was purely coincidental and was not intended in the original construction.[66] The construction of a connection from the northbound platform would have required more extensive construction, including knocking down support walls and digging a tunnel. The northbound platform was extended two car lengths to the north because it was easier to do and cost less.[65] As a result, a free transfer was not available to the northbound platform. Passengers had to exit the IND station, walk one block north to Bleecker Street, and pay an additional fare.[67]

For several decades, the Bleecker Street and Broadway–Lafayette Street stations were the only place in the system where a free transfer was possible only in one direction. As a result, riders heading to or from the northbound IRT had to transfer at other stations, such as the Atlantic Avenue–Pacific Street station and the Jay Street–Lawrence Street station in Brooklyn.[68] Most passengers transferring between the IND and the uptown IRT platform continued to pay an additional fare, except for holders of unlimited-ride MetroCards, after that option was introduced in the 1990s.[67] According to transit historian Clifton Hood, the lack of a northbound transfer was a "pretty late holdover" from the era prior to the unification of the city's three subway systems in 1940.[69]

Northbound transfer

[edit]
The transfer to the northbound IRT platform; the IND platforms are below

A transfer between the IND platforms and the uptown IRT platform had been planned since 1989, when the project was included in the MTA's third capital program.[70] Construction on the transfer would have started in 1992 pending the approval of the program by the State Legislature. The MTA estimated that 15,000 daily passengers would use the free transfer.[65] The MTA contemplated providing a free transfer between the IND and northbound IRT platforms during the late 1990s. This would have alleviated congestion caused by the closure of the Manhattan Bridge's northern pair of subway tracks, which resulted in numerous service changes at the IND station.[71][72] By 1998, this transfer was no longer being planned.[41]

Further progress on the IND/IRT transfer stalled until 2005, when the MTA announced that it would renovate the complex in its 2005–2009 capital program.[67][73] The project was to cost $50 million, including $9.2 million for the IRT platforms' renovation, $8.9 million for ADA-accessible elevators, and $31.9 million for a free transfer to the uptown IRT platform.[67] An escalator connected the uptown platform of the Broadway-Lafayette Street station with a new transfer mezzanine that connected riders to the uptown platform of the Bleecker Street station. In addition, elevators were installed to connect the various platforms of the IND station, and those of Bleecker Street.[74] The transfer contained new elevators and escalators to the IND station below. The street-level elevator accesses the southbound IRT platform directly, while four other elevators in the station connect each IND platform with each IRT platform.[75]

On March 26, 2012, the uptown platform was shifted south to the newly constructed extension, and the 1950s northern extension closed at the same time. At the time, the MTA stated that the transfer to the uptown Bleecker Street platform would be completed at the end of June.[76] The uptown transfer did not fully open until September 25, 2012.[68][77] The overall cost of the rehabilitation project had climbed to $127 million.[78][69] The MTA estimated that the free transfer would benefit 30,000 riders daily;[69][79] by then, the complex had 11.6 million passengers annually.[69] The New York Daily News wrote: "Thus will be completed the grand project, begun 72 years ago under Mayor Fiorello LaGuardia, of unifying the subways, the great unifier of New York."[77]

Service history

[edit]

IRT station

[edit]

After the first subway line was completed in 1908,[80] the station was served by local trains along both the West Side (now the Broadway–Seventh Avenue Line to Van Cortlandt Park–242nd Street) and East Side (now the Lenox Avenue Line). West Side local trains had their southern terminus at City Hall during rush hours and South Ferry at other times, and had their northern terminus at 242nd Street. East Side local trains ran from City Hall to Lenox Avenue (145th Street).[81] The Lexington Avenue Line opened north of Grand Central–42nd Street in 1918, and the original line was divided into an H-shaped system. All local trains were sent via the Lexington Avenue Line, running along the Pelham Line in the Bronx.[82] The IRT routes were given numbered designations in 1948 with the introduction of "R-type" rolling stock, which contained rollsigns with numbered designations for each service.[83] The Lexington Avenue–Pelham local became known as the 6.[84]

IND station

[edit]

When the IND station opened, it was served by E local trains via the Eighth Avenue Line to its southern terminus, Church Avenue in Brooklyn. There was no express service at the Broadway–Lafayette Street station, since the tracks ended abruptly at West Fourth Street–Washington Square to the north and Second Avenue to the east.[85][86] When further sections of the Sixth Avenue Line opened on December 15, 1940, the F train began running local on the Sixth Avenue Line to Brooklyn, while the E train's southern terminus was truncated to the Broadway–Lafayette Street station.[87][88] The CC Eighth Avenue local service, which only ran during rush hours, began terminating at Broadway–Lafayette Street on weekdays in 1949.[89][90] Weekday CC service returned to its previous terminal at Hudson Terminal in 1954.[91][92]

On November 26, 1967, the first part of the Chrystie Street Connection opened, connecting the IND station's express tracks south of the Broadway–Lafayette Street station to the Grand Street station and the northern pair of tracks on the Manhattan Bridge. The express tracks started to be used by the B and D trains.[93] The portion of the Chrystie Street Connection connecting the IND station's local tracks with the Williamsburg Bridge opened on July 1, 1968, and was used by the KK train[94] until that route was discontinued in 1976.[95]

When the Manhattan Bridge's north tracks were closed for repairs between 1986 and 1988, the Sixth Avenue Shuttle stopped at the station, running from 57th Street to Grand Street.[96] The Q train started running along the Sixth Avenue Line's express tracks in 1988[97] and continued to operate on the line until 2001.[98] The Grand Street Shuttle operated from Broadway–Lafayette Street to Grand Street during 1995,[99] and again between July 2001[98] and 2004, when the Manhattan Bridge's north tracks were again closed.[100] The V train, which used the Sixth Avenue Line's local tracks, began serving the station in December 2001.[101] The V train was discontinued in 2010 and replaced by the M train, which began using the Williamsburg Bridge connection east of the station.[102]

Station layout

[edit]
Ground Street level Exits/entrances
Disabled access Elevator at northwest corner of Lafayette and Houston Streets
Basement 1 East mezzanine Fare control, exits to east side of Lafayette Street
Side platform Disabled access
Northbound local ← "6" train"6" express train toward Pelham Bay Park or Parkchester (Astor Place)
← "4" train toward Woodlawn late nights (Astor Place)
Northbound express ← "4" train"5" train do not stop here
Southbound express → "4" train"5" train do not stop here →
Southbound local → "6" train"6" express train toward Brooklyn Bridge–City Hall (Spring Street) →
→ "4" train toward New Lots Avenue late nights (Spring Street) →
Side platform Disabled access
West mezzanine Fare control, station agent, exits to Houston Street and west side of Lafayette Street
Basement 2 Mezzanine Transfer between platforms
Basement 3 Northbound local ← "F" train"F" express train toward Jamaica–179th Street (West Fourth Street–Washington Square)
← "M" train weekdays toward Forest Hills–71st Avenue (West Fourth Street–Washington Square)
Island platform Disabled access
Northbound express ← "B" train weekdays toward Bedford Park Boulevard or 145th Street (West Fourth Street–Washington Square)
← "D" train toward Norwood–205th Street (West Fourth Street–Washington Square)
Southbound express → "B" train weekdays toward Brighton Beach (Grand Street) →
→ "D" train toward Coney Island–Stillwell Avenue via West End (Grand Street) →
Island platform Disabled access
Southbound local → "F" train"F" express train toward Coney Island–Stillwell Avenue via Culver (Second Avenue) →
→ "M" train weekdays toward Middle Village–Metropolitan Avenue (Essex Street) →

A passageway connects the downtown IRT platform under Lafayette Street and the mezzanine at Broadway. There is a lower mezzanine for the IND underneath the IRT platforms and above the IND platforms.

Art

[edit]
The Hive artwork by Leo Villareal

The 1998 artwork in the IND station is called Signal by Mel Chin.[103] It features stainless steel and glass sculptures with lights on the lower mezzanine and ceramic tiles on the walls of the platforms and mezzanines. Along the mezzanine, there are conical shapes at the bases of several columns, which were meant to depict campfires.[103] The work was created in collaboration with Peter Jemison, a Seneca Native American.[103][104] Jemison created a mosaic depicting figures from the Six Nations of the Haudenosanee confederacy.[104]

As part of the MTA Arts & Design program, Leo Villareal created a light installation called Hive in 2012.[105] It is located at the newest section of the uptown IRT platform in the mezzanine providing the transfer to the IND station.[106][107] The work consists of hexagonal lights that can change color.[106][108] The shapes used in the installation was inspired by shapes created by mathematician John Horton Conway. According to Sandra Bloodworth of MTA Arts & Design, the artwork was intended to help passengers navigate the complex; she stated in 2016 that the installation "really resonates with the activity of the station, the people waiting on the platform, this ever-changing lighting artwork".[107]

Exits

[edit]
An entrance to the northbound IRT platform in 2010, before the opening of the free transfer
The same entrance after the opening of the free transfer

The station has a total of 12 staircase entrances and one elevator entrance. They are clustered in three locations: the intersection of Broadway and Houston Street, the intersection of Lafayette and Houston Streets, and the intersection of Lafayette and Bleecker Streets, The exits at Houston Street primarily serve the IND platforms while the exits at Lafayette Street primarily serve the IRT platforms. The northbound IRT platform's exits are on the eastern side of Lafayette Street while the southbound platform's exits are on the western side.[109]

There are two stairs at Broadway and Houston Street, one at either eastern corner.[109] The southeastern one is built inside a building. It leads to the full-time entrance to the IND station, above the center of that station, which contains a turnstile bank and token booth.[110] There are closed staircases from the extreme western ends of both platforms that lead to a western mezzanine with exits to the west side of Broadway and Houston Street. It is currently used by employees.

The upper IND mezzanine has two fare control areas that are shared with the southbound IRT platform. A set of turnstiles on the south side leads to two staircases at the southeast corner of Lafayette and Houston Streets. Another set of turnstiles on the north side leads to a stair and an elevator on the northwest corner of Lafayette and Houston Streets. The extreme east end of the IND station contains stairs and escalators to the eastern mezzanine, which is shared with the northbound IRT platform. This mezzanine contains two stairs, one to each eastern corner of Houston and Lafayette Streets.[109]

There are five stairs near Lafayette and Bleecker Streets. One stair each goes to the northwestern and southwestern corners of Lafayette and Bleecker Streets, and serve the southbound IRT platform. One stair each goes to the northeastern, southwestern, and southeastern corners of Mulberry and Bleecker Streets, and serve the northbound IRT platform.[15]: 4 [109]

IRT Lexington Avenue Line platforms

[edit]
 Bleecker Street
 "6" train"6" express train​
New York City Subway station (rapid transit)
View of southbound platform
Station statistics
DivisionA (IRT)[1]
Line   IRT Lexington Avenue Line
Services   4 late nights (late nights)
​   6 all times (all times) <6> weekdays until 8:45 p.m., peak direction (weekdays until 8:45 p.m., peak direction)
StructureUnderground
Platforms2 side platforms
Tracks4
Other information
OpenedOctober 27, 1904; 120 years ago (1904-10-27)[14]
AccessibleThis station is compliant with the Americans with Disabilities Act of 1990 ADA-accessible
Opposite-
direction
transfer		Yes
Services
Preceding station New York City Subway New York City Subway Following station
Astor Place
4 late nights ​6 all times <6> weekdays until 8:45 p.m., peak direction
toward Pelham Bay Park
Local 		Spring Street
4 late nights ​6 all times <6> weekdays until 8:45 p.m., peak direction
toward Brooklyn Bridge–City Hall
"5" train does not stop here
Track layout

Legend
to Astor Place
to Spring Street
Station service legend
Symbol Description
Stops all times Stops all times
Stops all times except late nights Stops all times except late nights
Stops late nights only Stops late nights only
Stops rush hours in the peak direction only Stops rush hours in the peak direction only
Bleecker Street Subway Station (IRT)
MPSNew York City Subway System MPS
NRHP reference No.04001012[15]
NYCL No.1096
Significant dates
Added to NRHPSeptember 17, 2004
Designated NYCLOctober 23, 1979[4]

The Bleecker Street station is a local station on the IRT Lexington Avenue Line with four tracks and two side platforms. The 6 stops here at all times,[111] rush-hour and midday <6> trains stop here in the peak direction;[111] and the 4 stops here during late nights.[112] The two express tracks are used by the 4 and 5 trains during daytime hours.[113] The station is between Astor Place to the north and Spring Street to the south.[114] The platforms were originally 200 feet (61 m) long, like at other local stations on the original IRT,[4]: 4 [15]: 3  but as a result of the 1959 platform extensions, became 525 feet (160 m) long.[37] The platform extensions were originally at the front ends of the original platforms: the southbound platform was extended southward and the northbound platform was extended northward.[115]: 33  After the 2012 renovation, the northbound platform was extended to the south, and the northern extension of that platform was closed.[76]

Design

[edit]

As with other stations built as part of the original IRT, the station was constructed using a cut-and-cover method.[116]: 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.[15]: 3–4 [115]: 9  Each platform consists of 3-inch-thick (7.6 cm) concrete slabs, beneath which are drainage basins. The original platforms contain circular, cast-iron Tuscan-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.[15]: 3–4 [4]: 4 [115]: 9  The cast-iron columns were originally painted yellow.[12] The ceiling height varies based on whether there are utilities in the ceiling; the areas without utilities is about 15 feet (4.6 m) above platform level. 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.[15]: 3–4 [115]: 9 

The fare control areas are at platform level.[15]: 4  The crossunder between the platforms is via the IND station.[76] The walls along the platforms near the fare control areas consist of a brick wainscoting on the lowest part of the wall, with bronze air vents along the wainscoting, and white glass tiles above. Bands of blue mosaic tiles run above the wainscoting. A cornice with foliate motifs runs above each wall. Faience plaques containing the letter "B" are placed at 15-foot (4.6 m) intervals.[15]: 4–5 [4]: 7  The walls flare outward slightly near the original entrances at Bleecker Street,[117] where there are large oval tablets with the white letters "Bleecker Street" on a blue frame.[15]: 4–5 [4]: 7  There were originally four such tablets on each platform, or eight total.[11][12][117] The mosaic tiles at all original IRT stations were manufactured by the American Encaustic Tile Company, which subcontracted the installations at each station.[115]: 31  The decorative work was performed by faience contractor Grueby Faience Company.[115]: 33 

The ceilings of the original platforms and fare control areas contain plaster molding.[15]: 4–5 [115]: 10  Originally, the ceiling was painted white and yellow. Each platform also had three ticket windows, placed between the stairways leading to the street.[117] The northbound platform contains doorways that formerly led to men's and women's restrooms, with corresponding marble lintels.[15]: 5 

The northern platform extension of the northbound platform, now walled off, had green tiles and a darker green trim line with "BLEECKER ST" written on it in black sans serif font at regular intervals. These tiles were installed during the late 1950s renovation. The platform extension of the southbound platform had similar tiles, which were removed in the 2012 extension.

[edit]
  • Faience name tablet, Heins & LaFarge/Grueby Faience Company, from 1904
    Faience name tablet, Heins & LaFarge/Grueby Faience Company, from 1904
  • Original cartouche
    Original cartouche
  • Pre-renovation Mosaic station tablets by Vickers
    Pre-renovation Mosaic station tablets by Vickers
  • Southbound stairway at street
    Southbound stairway at street
  • The station used to have skylights to let in natural light (1905)
    The station used to have skylights to let in natural light (1905)

IND Sixth Avenue Line platforms

[edit]
 Broadway–Lafayette Street
 "B" train​"D" train​"F" train"F" express train​"M" train
New York City Subway station (rapid transit)
View from northbound platform
Station statistics
DivisionB (IND)[1]
Line   IND Sixth Avenue Line
Services   B weekdays during the day (weekdays during the day)
​   D all times (all times)
​   F all times (all times) <F> two rush hour trains, peak direction (two rush hour trains, peak direction)
​   M weekdays during the day (weekdays during the day)
StructureUnderground
Platforms2 island platforms
cross-platform interchange
Tracks4
Other information
OpenedJanuary 1, 1936; 88 years ago (1936-01-01)
AccessibleThis station is compliant with the Americans with Disabilities Act of 1990 ADA-accessible
Opposite-
direction
transfer		Yes
Services
Preceding station New York City Subway New York City Subway Following station
West Fourth Street–Washington Square
B weekdays during the day ​D all times ​F all times <F> two rush hour trains, peak direction ​M weekdays during the day
via 47th–50th Streets–Rockefeller Center
Express 		Grand Street
B weekdays during the day ​D all times
services split

Local 		Second Avenue
F all times <F> two rush hour trains, peak direction​
toward Coney Island–Stillwell Avenue

Local 		Essex Street
M weekdays during the day
toward Middle Village–Metropolitan Avenue
Track layout

Legend
to W Fourth St–Washington Sq
to Essex Street
to Grand Street
from Essex Street
to Second Avenue
Station service legend
Symbol Description
Stops all times Stops all times
Stops all times except late nights Stops all times except late nights
Stops weekdays during the day Stops weekdays during the day
Stops rush hours in the peak direction only (limited service) Stops rush hours in the peak direction only (limited service)

The Broadway–Lafayette Street station on the IND Sixth Avenue Line is an express station, located on East Houston Street between Broadway and Lafayette Street in Manhattan. It has four tracks and two island platforms.[113] The D and F stop here at all times,[118][119] while the B and M stop here only on weekdays during the day.[120][121] The B and D run on the inner express tracks and the F and M run on the outer local tracks. The next stop to the west (railroad north) is West Fourth Street–Washington Square for all service, while the next stop to the east (railroad south) is Second Avenue for F trains, Essex Street for M trains, and Grand Street for B and D trains.[114]

The centers of both platforms have three staircases that go up to a mezzanine, where wide staircases on either side go up to the station's three fare control areas.

Design

[edit]

When the station opened, the walls adjacent to the tracks had white tiles with a blue tile band. The tile band was part of a color-coded tile system used throughout the IND.[122] The tile colors were designed to facilitate navigation for travelers going away from Lower Manhattan. Because the next station to the north, West Fourth Street–Washington Square, is an express station, the adjacent stations to the north and south both used different tile colors.[123][124]

Both outer track walls have been renovated with a blue trim line on a black border and small "BROADWAY" tile captions beneath in white lettering on a black background. Blue I-beam columns run along either side of both platforms at regular intervals with alternating ones having the standard black station name plate and white lettering.

Track layout

[edit]

West (railroad north) of this station, there are crossovers between the two northbound tracks and a single one between the express tracks. The line turns north along Sixth Avenue and goes through a complex set of switches and crossovers with the IND Eighth Avenue Line before arriving at West Fourth Street–Washington Square.[113]

East (railroad south) of this station, there used to be a crossover between the two southbound tracks before they were reconfigured in 1967 by the Chrystie Street Connection. B and D trains turn south down Chrystie Street with a stop at Grand Street before crossing the Manhattan Bridge into Brooklyn. F trains continue directly east with a stop at Second Avenue, turn south on Essex Street with two more stops at Delancey Street and East Broadway, before passing under the East River through the Rutgers Street Tunnel into Brooklyn. M trains use a connection that leads to Essex Street on the BMT Nassau Street Line before crossing the Williamsburg Bridge into Brooklyn.[113]

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. ^ a b "Annual Subway Ridership (2018–2023)". Metropolitan Transportation Authority. 2023. Retrieved April 20, 2024.
  3. ^ a b c d e f g h 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 e f g h i "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.
  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 d Gray, Christopher (June 17, 2010). "Along Lafayette Street, Some Very Odd Lots". The New York Times. ISSN 0362-4331. Archived from the original on February 9, 2021. Retrieved February 2, 2021.
  7. ^ a b c Presa, Donald G. (June 29, 1999). "NoHo Historic District" (PDF). New York City Landmarks Preservation Commission. Archived (PDF) from the original on February 8, 2021. Retrieved February 2, 2021.
  8. ^ Hanly, Thomas B. (November 7, 1897). "Elm Street Past and Present" (PDF). The New York Times. p. 32. ISSN 0362-4331. Archived (PDF) from the original on May 4, 2022. Retrieved February 2, 2021.
  9. ^ "Elm Street Off the Map" (PDF). The New York Times. April 26, 1905. p. 1. ISSN 0362-4331. Archived (PDF) from the original on May 4, 2022. Retrieved February 2, 2021.
  10. ^ Moscow, Henry (1978). The Street Book: An Encyclopedia of Manhattan's Street Names and Their Origins. New York: Hagstrom Company. p. 67. ISBN 978-0-8232-1275-0.
  11. ^ a b "By Colors: Subway Stations Will Be Recognized Need Not Look for Names New York's Transit Way Nearing Completion Still Much Is to Be Done". Courier-Journal. November 5, 1903. p. 10. ProQuest 1015861807.
  12. ^ a b c d "Colors of Subway Stations; They Will Be So Distinctive that the Daily Traveler Will Recognize Stopping Places Without Looking for the Names on Platforms". The New York Times. September 6, 1903. ISSN 0362-4331. Archived from the original on May 26, 2023. Retrieved May 26, 2023.
  13. ^ "First of Subway Tests; West Side Experimental Trains to be Run by Jan. 1 Broadway Tunnel Tracks Laid, Except on Three Little Sections, to 104th Street -- Power House Delays". The New York Times. November 14, 1903. ISSN 0362-4331. Archived from the original on May 5, 2022. Retrieved May 10, 2022.
  14. ^ a b "Our Subway Open: 150,000 Try It; Mayor McClellan Runs the First Official Train". The New York Times. October 28, 1904. p. 1. ISSN 0362-4331. Archived from the original on December 13, 2021. Retrieved April 21, 2020.
  15. ^ a b c d e f g h i j k l m "New York MPS Bleecker 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: 75313929. National Archives.
  16. ^ "157th Street Station Will Open Next Week; Subway Managers Think This Will Relieve Congestion". The New York Times. November 5, 1904. ISSN 0362-4331. Retrieved May 26, 2023.
  17. ^ "Vandals in the Subway: "Ad" Men Destroy Tiles R. T. Board Defied--McAdoo Asks Opinion About Interfering Nails Driven Into the Tiles Same Story at Canal and Worth". New-York Tribune. November 5, 1904. p. 1. ISSN 1941-0646. ProQuest 571627710.
  18. ^ "More Slot Machines Slip Into the Subway; Put Into Downtown Stations at Midnight by Somebody". The New York Times. May 7, 1906. ISSN 0362-4331. Archived from the original on May 7, 2023. Retrieved May 6, 2023.
  19. ^ "Subway "Ads" to Remain: Style to Be Changed Will Be Made to Conform to Stations' Architecture". New-York Tribune. November 6, 1904. p. 4. ISSN 1941-0646. ProQuest 571494448.
  20. ^ "No Right to Permit "Ads.": Tomkin's to R. T. Board Mr. Warner Repeats Advice to Public to Remove Subway Signs". New-York Tribune. November 10, 1904. p. 9. ISSN 1941-0646. ProQuest 571629737.
  21. ^ Gray, Christopher (June 17, 1990). "Streetscapes: IRT Stations; Underground Art the Way It Was Meant to Look". The New York Times. ISSN 0362-4331. Archived from the original on May 15, 2022. Retrieved May 9, 2023.
  22. ^ 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. Public Domain This article incorporates text from this source, which is in the public domain.{{cite web}}: CS1 maint: postscript (link)
  23. ^ 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 January 20, 2021. Retrieved January 7, 2021.
  24. ^ "33d Street to Be I.R.T. Express Stop; Reconstruction One of Many Station Improvements Ordered by Commission". The New York Times. December 17, 1922. ISSN 0362-4331. Archived from the original on June 21, 2022. Retrieved June 21, 2022.
  25. ^ "$4,000,000 in Construction on I. R. T. Ordered: 33d St. on East Side Subway Will Be Express Stop; Local Stations to Have 10-Car Train Capacity Aim to Speed Service Improvements Will Relieve Congestion Along Both Routes. Board Believes". New-York Tribune. December 18, 1922. p. 22. ProQuest 573974563.
  26. ^ "Express Stop Plan Opposed by I.R.T.; Officials Say Money Is Not Available for Change at 33d Street Station". The New York Times. September 7, 1923. ISSN 0362-4331. Archived from the original on June 21, 2022. Retrieved June 21, 2022.
  27. ^ "I. R. T. Wins Delay At Subway Platform Extension Hearing: Transit Commission Head Tells Meeting Widening West Side Stations Would Increase Capacity 25 P. C". New-York Tribune. September 7, 1923. p. 6. ProQuest 1237290874.
  28. ^ "Ready With Plans on I.R.T. Platforms; Transportation Board to Lay All Details on Lengthening Before Commission Friday". The New York Times. December 5, 1927. ISSN 0362-4331. Retrieved May 20, 2023.
  29. ^ "I. R. T. Platform Extension Plan Is Completed: City Board of Transportation to Submit Contract Forms to Transit Commission; Lengthen All Local Trains May Abandon 2 Stations Worth and 18th Sts. Show Falling Patronage; B.M.T. Has Finished Similar Work". New York Herald Tribune. December 6, 1927. p. 17. ISSN 1941-0646. ProQuest 1132104986.
  30. ^ "Order I.R.T. To Build Ten-car Platforms; Transit Commissioners Direct Company to Begin Work at Four Local Stations". The New York Times. January 1, 1928. ISSN 0362-4331. Retrieved May 20, 2023.
  31. ^ New York (State) Transit Commission (1927). Proceedings of the Transit Commission, State of New York. p. 865.
  32. ^ "Hedley and Menden Defend 'Keying by'; Tell Board That Enforcement of Its Order Would Cause Serious Rush-Hour Delay". The New York Times. July 11, 1929. ISSN 0362-4331. Retrieved May 26, 2023.
  33. ^ "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.
  34. ^ "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.
  35. ^ Crowell, Paul (September 15, 1949). "Platforms Added at 32 IrRT Stations; City Pays Out $13,327,000 in Lengthening Local Stops to Take 10-Car Trains". The New York Times. ISSN 0362-4331. Archived from the original on September 14, 2021. Retrieved May 21, 2023.
  36. ^ a b Proceedings of the New York City Board of Transportation. New York City Board of Transportation. 1949. p. 1585. Archived from the original on May 21, 2023. Retrieved May 26, 2023.
  37. ^ a b Annual Report For The Year Ending June 30, 1959 (PDF). New York City Transit Authority. 1959. p. 9. Archived (PDF) from the original on May 11, 2021. Retrieved December 29, 2020.
  38. ^ "4 IRT Stops To Open Longer Platforms". The New York Times. February 18, 1962. ISSN 0362-4331. Archived from the original on January 8, 2021. Retrieved January 4, 2021.
  39. ^ "12 IRT Subway Stops Get Landmark Status". The New York Times. October 27, 1979. ISSN 0362-4331. Archived from the original on March 9, 2018. Retrieved December 26, 2020.
  40. ^ Gordy, Molly (August 23, 1988). "Subway Station Restoration Is Year Late, Double Budget". Newsday. p. 3. ISSN 2574-5298. ProQuest 277960129.
  41. ^ a b Kirby, David (May 24, 1998). "Neighborhood Report: Greenwich Village; Surprise! Commuters Find They Can Now Come and Go". The New York Times. ISSN 0362-4331. Archived from the original on May 26, 2023. Retrieved May 26, 2023.
  42. ^ "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.
  43. ^ "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.
  44. ^ "Delaney For Razing Elevated Line Now; Work in 6th Av. Could Begin in Six Months if Condemnation Started at Once, He Says. Sees Cut In Subway Cost Eliminating Need for Underpinning Would Save $4,000,000 and Speed Construction, He Holds". The New York Times. January 11, 1930. ISSN 0362-4331. Archived from the original on April 28, 2018. Retrieved April 27, 2018.
  45. ^ "East Side Subway Will Evict 10,000; Work on New Line, Likely to Begin in May, Will Force Many Tenants to Move. 200 Buildings Will Fall Transportation Board Notifies Property Owners—Condemnation to Coat Over $11,000,000. Expect Work to Start in May. Residents Recall Other Days". The New York Times. February 24, 1929. ISSN 0362-4331. Archived from the original on May 6, 2022. Retrieved April 28, 2018.
  46. ^ "East Side Subway Started By Mayor; He Breaks Ground for Crosstown System at Second Av. and East Houston St. Miller Hails Project Sees Area Rejuvenated by Line and City's Plan to Raze Old Tenements". The New York Times. May 2, 1929. ISSN 0362-4331. Archived from the original on April 28, 2018. Retrieved April 28, 2018.
  47. ^ "104 Station Sites for City's Subways Chosen by Board; The Layout Calls for 39 in Manhattan, 30 in Brooklyn, 25 in Queens, 10 in Bronx". The New York Times. June 2, 1930. ISSN 0362-4331. Archived from the original on June 30, 2018. Retrieved July 14, 2022.
  48. ^ "Bank Approves Subway Entrance". New York Herald Tribune. April 27, 1930. p. E1. ISSN 1941-0646. ProQuest 1113193574.
  49. ^ "Subway Contracts Let; City to Buy $992,000 in Equipment for New Eighth Avenue Tube". The New York Times. July 1, 1932. ISSN 0362-4331. Retrieved June 11, 2023.
  50. ^ "City Seeks to Rent Vacant Subway Lots; Bids for 17 Concessions on Surplus Land to Be Received on March 26". The New York Times. March 16, 1934. ISSN 0362-4331. Retrieved June 11, 2023.
  51. ^ "City Property Along Subway Listed for Rent: Seventeen Parcels on New Transit Route To Be Leased to Highest Bidder". New York Herald Tribune. March 18, 1934. p. H8. ISSN 1941-0646. ProQuest 1114790071.
  52. ^ "City Receives Bids for Subway Work; Signals and Switches Will Be Installed in Unfinished Sections of System". The New York Times. July 10, 1934. ISSN 0362-4331. Retrieved June 11, 2023.
  53. ^ "LaGuardia Opens New Subway Link". The New York Times. January 2, 1936. p. 1. ISSN 0362-4331. Archived from the original on December 11, 2021. Retrieved October 7, 2011.
  54. ^ a b "Mayor Opens New Branch of City's Subway: Initiates Service on Latest Independent Line, Under Essex and Houston Sts Sees Home Rule Near Predicts Control of Transit Before Another New Year". New York Herald Tribune. January 2, 1936. p. 3. ISSN 1941-0646. ProQuest 1325551854.
  55. ^ "Subway Link Opens Today; Mayor Will Make Inspection Trip on Houston-Essex Branch". The New York Times. January 1, 1936. ISSN 0362-4331. Retrieved June 11, 2023.
  56. ^ a b Henican, Ellis (February 2, 1992). "In the Subways; Homeless Man's $6M Down the Tubes". Newsday. p. 6. ISSN 2574-5298. ProQuest 278477716.
  57. ^ a b Finder, Alan (February 28, 1990). "Benches Removed From Subway Stations". The New York Times. ISSN 0362-4331. Archived from the original on May 26, 2023. Retrieved May 26, 2023.
  58. ^ "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.
  59. ^ "Officials Pledge Return of Subway Benches". The New York Times. Associated Press. March 7, 1990. p. B4. ISSN 0362-4331. ProQuest 427590185.
  60. ^ Henican, Ellis (February 16, 1992). "In the Subways Ta Will Spike Iron Maidens". Newsday. p. 18. ISSN 2574-5298. ProQuest 1237383241.
  61. ^ Benenson, Joel (April 1, 1993). "Albany deal to save the $1.25 fare". New York Daily News. p. 1059. Archived from the original on April 28, 2023. Retrieved April 28, 2023.
  62. ^ Faison, Seth (April 3, 1993). "$9.6 Billion Package for M.T.A. Is Crucial to its Rebuilding Plans". The New York Times. ISSN 0362-4331. Archived from the original on April 28, 2023. Retrieved April 28, 2023.
  63. ^ "Stop the Fussing". Newsday. May 28, 1993. p. 56. Archived from the original on May 3, 2023. Retrieved April 28, 2023.
  64. ^ "Passage Links Subways" (PDF). The New York Times. Archived from the original on May 6, 2022. Retrieved October 10, 2016.
  65. ^ a b c "Only In New York: The Newsletter of the New York City Transit Authority". New York City Transit Authority. 1990. Archived from the original on May 6, 2022. Retrieved April 7, 2019 – via Flickr.
  66. ^ "F.Y.I." The New York Times. September 19, 1993. ISSN 0362-4331. Archived from the original on May 26, 2023. Retrieved May 26, 2023.
  67. ^ a b c d Chan, Sewell (May 7, 2005). "With Connection on No. 6 Line, a Manhattan Transfer Is Coming". The New York Times. ISSN 0362-4331. Archived from the original on December 18, 2021. Retrieved May 30, 2022.
  68. ^ a b Flegenheimer, Matt (September 24, 2012). "A Vexing Flaw in the Subway Is Finally Fixed". The New York Times. pp. A18–A19. Archived from the original on September 27, 2012. Retrieved September 28, 2012.
  69. ^ a b c d Herrera, Tim (September 26, 2012). "Finally! No. 6 Uptown transfer at Bleecker a relief to straphangers". AM New York. p. 2. ProQuest 1081798955.
  70. ^ "The New York Transit Authority in the 1980s". Archived from the original on September 6, 2017. Retrieved April 9, 2013.
  71. ^ Newman, Andy (September 11, 1997). "M.T.A. Studies Where to Run Subway When Manhattan Bridge Needs Work". The New York Times. ISSN 0362-4331. Archived from the original on December 26, 2017. Retrieved May 26, 2023.
  72. ^ "Free Mass Transit Transfers Suggested". New York Beacon. May 8, 1996. p. 3. ProQuest 367916706.
  73. ^ Meyer, Kate; Donohue, Pete (May 1, 2005). "Subways to Get Big Makeover. Station Fixes, Elevators, New Transfers in Works". New York Daily News. p. 5. ISSN 2692-1251. ProQuest 305956784.
  74. ^ "Bleecker Street Station Rehabilitation Project WEIDLINGER ASSOCIATES INC". Archived from the original on August 13, 2016. Retrieved October 28, 2015.
  75. ^ "Bleecker Street Platform Shifts". MTA.info. March 26, 2012. Archived from the original on December 20, 2015. Retrieved March 27, 2012.
  76. ^ a b c "Bleecker Street Platform Shifts". MTA.info. March 26, 2012. Archived from the original on August 17, 2012. Retrieved March 27, 2012.
  77. ^ a b "One city, one subway". New York Daily News. September 24, 2012. p. 22. ISSN 2692-1251. ProQuest 1069269210.
  78. ^ Redwine, Tina (September 25, 2012). "Transfers At Bleecker Street Are No Longer A Bleak Situation". NY1. Archived from the original on January 30, 2013. Retrieved September 26, 2012.
  79. ^ Donohue, Pete (September 26, 2012). "'6' subway link arrives at long last". New York Daily News. p. 2. ISSN 2692-1251. ProQuest 1079028558.
  80. ^ "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.
  81. ^ Herries, William (1916). Brooklyn Daily Eagle Almanac. Brooklyn Daily Eagle. p. 119. Archived from the original on May 11, 2021. Retrieved December 25, 2020.
  82. ^ "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" (PDF). The New York Times. August 2, 1918. p. 1. Archived (PDF) from the original on February 21, 2021. Retrieved November 6, 2016.
  83. ^ 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.
  84. ^ 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: 2–3. Archived (PDF) from the original on September 14, 2020. Retrieved January 27, 2021.
  85. ^ "Two Subway Links Start Wednesday". The New York Times. April 6, 1936. p. 23. ISSN 0362-4331. Archived from the original on June 14, 2018. Retrieved October 7, 2011.
  86. ^ "New Subway Link Opened by Mayor". The New York Times. April 9, 1936. p. 23. ISSN 0362-4331. Archived from the original on December 11, 2021. Retrieved October 7, 2011.
  87. ^ "The New Subway Routes". The New York Times. December 15, 1940. ISSN 0362-4331. Archived from the original on April 16, 2018. Retrieved April 15, 2018.
  88. ^ "6th Av. Subway Opens Complete Service Today: Rush-Hour Schedules On at 7 A. M.; Bronx and Queens To Be Affected". New York Herald Tribune. December 16, 1940. p. 10. ISSN 1941-0646. ProQuest 1263396247.
  89. ^ "IND Faster Service Will Start Sunday" (PDF). New York Times. October 20, 1949. ISSN 0362-4331. Retrieved February 20, 2016.
  90. ^ "F.C.C. Orders Own Tests Of Color Video Systems". New York Herald Tribune. October 19, 1949. p. 26. ISSN 1941-0646. ProQuest 1327502691.
  91. ^ "Bronx to Coney Ride In New Subway Link" (PDF). New York Times. October 18, 1954. ISSN 0362-4331. Retrieved February 20, 2016.
  92. ^ "Bronx To Coney, on Same Train". New York Herald Tribune. October 18, 1954. p. 17. ISSN 1941-0646. ProQuest 1322560409.
  93. ^ Perlmutter, Emanuel (November 27, 1967). "BMT-IND Changes Bewilder Many – Transit Authority Swamped With Calls From Riders as New System Starts". The New York Times. ISSN 0362-4331. Archived from the original on December 11, 2021. Retrieved August 23, 2015.
  94. ^ Hofmann, Paul (July 1, 1968). "Skip-Stop Subway Begins Run Today – KK Line Links 3 Boroughs – Other Routes Changed". The New York Times. ISSN 0362-4331. Archived from the original on November 28, 2016. Retrieved November 27, 2016.
  95. ^ "Transit Agency Drops 215 Runs". The New York Times. August 31, 1976. ISSN 0362-4331. Archived from the original on September 16, 2017. Retrieved July 26, 2017.
  96. ^ Annual Report on 1989 Rapid Routes Schedules and Service Planning. New York City Transit Authority, Operations Planning Department. June 1, 1990. p. 56.
  97. ^ Lyall, Sarah (December 12, 1988). "All Aboard. . .Somewhere. . .for Subway Changes!". The New York Times. ISSN 0362-4331. Archived from the original on March 6, 2016. Retrieved May 16, 2023.
  98. ^ a b Dewan, Shaila K. (July 23, 2001). "For Riders, Many Riddles, Written in Q's, D's and W's". The New York Times. ISSN 0362-4331. Archived from the original on September 29, 2015. Retrieved May 16, 2023.
  99. ^ Belluck, Pam (November 13, 1995). "For Riders, A Bright Spot Amid Tumult". The New York Times. ISSN 0362-4331. Archived from the original on March 29, 2019. Retrieved March 29, 2019.
  100. ^ Luo, Michael (February 20, 2004). "A Subway Map Remade, in Hopes of Matching Routes and Riders". The New York Times. ISSN 0362-4331. Archived from the original on October 18, 2022. Retrieved November 5, 2016.
  101. ^ Kershaw, Sarah (December 17, 2001). "V Train Begins Service Today, Giving Queens Commuters Another Option". The New York Times. ISSN 0362-4331. Archived from the original on March 25, 2010. Retrieved October 14, 2016.
  102. ^ DeJesus, Juan (June 25, 2010). "Last Stop: New Yorkers Bid Adieu to V and W". WNBC. Retrieved June 25, 2010.
  103. ^ a b c "Arts & Design - NYCT Permanent Art". MTA. Archived from the original on June 15, 2022. Retrieved May 30, 2022.
  104. ^ a b Kiely, Kathy (July 25, 1998). "Preserving a Heritage Artist Heads Site Devoted to History of Indigenous Pop". New York Daily News. p. 15. ISSN 2692-1251. ProQuest 313626699.
  105. ^ "Hive (Bleecker Street)". MTA. Retrieved May 30, 2022.
  106. ^ a b Redwine, Tina (July 21, 2012). "MTA Unveils Digital Art At Bleecker Street Station". NY1. Archived from the original on July 24, 2012. Retrieved July 22, 2012.
  107. ^ a b Harshbarger, Rebecca (January 4, 2016). "Scenic Subway Stops: Some stations are attractions worth visiting". Newsday. ISSN 2574-5298. ProQuest 1765329497.
  108. ^ Dailey, Jessica (July 31, 2012). "Blinged Out Bleecker Street Station Has Color-Changing Lights". Curbed NY. Archived from the original on July 1, 2022. Retrieved May 30, 2022.
  109. ^ a b c d "MTA Neighborhood Maps: Bleecker St (6)". Metropolitan Transportation Authority. 2018. Archived from the original on August 29, 2021. Retrieved December 25, 2020.
  110. ^ Downtown Bleecker Street/Broadway–Lafayette Street On NY Turf Retrieved August 28, 2008 Archived July 17, 2011, at the Wayback Machine
  111. ^ a b "6 Subway Timetable, Effective December 15, 2024". Metropolitan Transportation Authority. Retrieved December 16, 2024.
  112. ^ "4 Subway Timetable, Effective December 15, 2024". Metropolitan Transportation Authority. Retrieved December 16, 2024.
  113. ^ a b c d Dougherty, Peter (2006) [2002]. Tracks of the New York City Subway 2006 (3rd ed.). Dougherty. OCLC 49777633 – via Google Books.
  114. ^ a b "Subway Map" (PDF). Metropolitan Transportation Authority. September 2021. Retrieved September 17, 2021.
  115. ^ a b c d e f g 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. Public Domain This article incorporates text from this source, which is in the public domain.{{cite web}}: CS1 maint: postscript (link)
  116. ^ Scott, Charles (1978). "Design and Construction of the IRT: Civil Engineering" (PDF). Historic American Engineering Record. pp. 208–282 (PDF pp. 209–283). Archived (PDF) from the original on January 17, 2021. Retrieved December 20, 2020. Public Domain This article incorporates text from this source, which is in the public domain.{{cite web}}: CS1 maint: postscript (link)
  117. ^ a b c "Trip on a Handcar Through the Rapid Transit Subway". New-York Tribune. January 24, 1904. pp. B8, B9, B14. ISSN 1941-0646. Archived from the original on May 27, 2023. Retrieved May 26, 2023.
  118. ^ "D Subway Timetable, Effective December 15, 2024". Metropolitan Transportation Authority. Retrieved December 16, 2024.
  119. ^ "F Subway Timetable, Effective June 30, 2024". Metropolitan Transportation Authority. Retrieved December 16, 2024.
  120. ^ "B Subway Timetable, Effective June 30, 2024". Metropolitan Transportation Authority. Retrieved December 16, 2024.
  121. ^ "M Subway Timetable, Effective June 30, 2024". Metropolitan Transportation Authority. Retrieved December 16, 2024.
  122. ^ "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.
  123. ^ 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.
  124. ^ 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.
[edit]
External videos
video icon Bleecker St Station Expansion, Metropolitan Transportation Authority; February 5, 2010; 1:26 YouTube video clip (construction and rendering phase of the new transfer project between this station and the uptown Bleecker Street platform)
video icon Broadway/Lafayette-Bleecker St Transfer, Metropolitan Transportation Authority; September 28, 2012; 4:04 YouTube video clip (completed project)

Media related to Bleecker Street / Broadway – Lafayette Street (New York City Subway) at Wikimedia Commons

nycsubway.org

Station Reporter

MTA's Arts For Transit

Google Maps Street View

Retrieved from "https://en.wikipedia.org/w/index.php?title=Broadway–Lafayette_Street/Bleecker_Street_station&oldid=1262512510#IND_Sixth_Avenue_Line_platforms"