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168th Street station (New York City Subway)

October 16, 2023

This article is about the station in Manhattan. For the former station in Queens, see 168th Street station (BMT Jamaica Line).

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

 168 Street
 ​​
New York City Subway station complex
Entrance at 169th Street
Station statistics
AddressWest 168th Street, Broadway, and
St. Nicholas Avenue
New York, NY 10032
BoroughManhattan
LocaleWashington Heights
Coordinates40°50′28″N 73°56′23″W / 40.841022°N 73.939791°W / 40.841022; -73.939791
DivisionA (IRT), B (IND)[1]
LineIND Eighth Avenue Line
IRT Broadway–Seventh Avenue Line
Services   1  (all times)​
   A  (all times)
​   C  (all except late nights)
Transit NYCT Bus: Bx7, M2, M3, (M4 on Fort Washington Avenue), M5, M100
Short Line Bus: 208-GWB Eastside Commuter Intercampus Shuttles, Fort Lee Shuttle, Lamont Shuttle
Levels2
Other information
OpenedFor the transfer point, July 1, 1948 (75 years ago) (1948-07-01)[2]
Accessible Partially ADA-accessible; accessibility to rest of station planned (IND Eighth Avenue Line platforms only)
Former/other namesWashington Heights–168th Street
Traffic
20196,156,288[3]  24.5%
Rank67 out of 424[3]
Location
Street map

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

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

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

History Edit

IRT Broadway–Seventh Avenue Line Edit

Construction and opening Edit

Planning for a subway line in New York City dates to 1864.[4]: 21  However, development of what would become the city's first subway line did not start until 1894, when the New York State Legislature passed the Rapid Transit Act.[4]: 139–140  The subway plans were drawn up by a team of engineers led by William Barclay Parsons, the Rapid Transit Commission's chief engineer. It called for a subway line from New York City Hall in lower Manhattan to the Upper West Side, where two branches would lead north into the Bronx.[5]: 3  A plan was formally adopted in 1897,[4]: 148  and all legal conflicts concerning the route alignment were resolved near the end of 1899.[4]: 161  The Rapid Transit Construction Company, organized by John B. McDonald and funded by August Belmont Jr., signed the initial Contract 1 with the Rapid Transit Commission in February 1900,[6] under which it would construct the subway and maintain a 50-year operating lease from the opening of the line.[4]: 165  In 1901, the firm of Heins & LaFarge was hired to design the underground stations.[5]: 4  Belmont incorporated the Interborough Rapid Transit Company (IRT) in April 1902 to operate the subway.[4]: 182 

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

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

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

1900s and 1910s Edit

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

To address overcrowding, in 1909, the New York Public Service Commission proposed lengthening the platforms at stations along the original IRT subway.[29]: 168  As part of a modification to the IRT's construction contracts made on January 18, 1910, the company was to lengthen station platforms to accommodate ten-car express and six-car local trains. In addition to $1.5 million (equivalent to $47.1 million in 2022) spent on platform lengthening, $500,000 (equivalent to $15.7 million in 2022) was spent on building additional entrances and exits. It was anticipated that these improvements would increase capacity by 25 percent.[30]: 15  The northbound platform at the 168th Street station was extended 179 feet (55 m) to the south. The arched ceiling adjacent to the platform extension was replaced with a flat roof made of steel beams, since the arch's structural integrity was compromised by the platform extension.[30]: 113  The southbound platform was not lengthened.[30]: 106  Six-car local trains began operating in October 1910,[29]: 168  and ten-car express trains began running on the West Side Line on January 24, 1911.[29]: 168 [31] Subsequently, the station could accommodate six-car local trains, but ten-car trains could not open some of their doors.[32]

1920s to 1940s Edit

 
View of the IRT station's vault

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

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

IND Eighth Avenue Line Edit

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

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

A preview event for the new subway was hosted on September 8, 1932, two days before the official opening.[63][64] The Eighth Avenue Line station opened on September 10, 1932, as part of the city-operated IND's initial segment, the Eighth Avenue Line between Chambers Street and 207th Street.[65][66] There was a direct connection with the IRT station at 168th Street; initially, passengers had to pay an additional fare to transfer between the IRT and the IND.[67][68] Construction of the whole line cost $191.2 million (equivalent to $4,101 million in 2022). While the IRT Broadway–Seventh Avenue Line already provided service to Washington Heights, the new Eighth Avenue subway via St. Nicholas Avenue provided an alternative route.[69] In particular, the IND's 168th Street station provided easy access to the Columbia University Irving Medical Center,[70] as trains from 168th Street could reach Lower Manhattan within a half hour.[71]

Consolidation into single complex Edit

When the IND station opened, it was connected to the IRT station at the same intersection via a passageway.[68][72] This corridor originally required payment of an additional fare, but it was placed inside fare control on July 1, 1948.[73][74]

1950s to 1970s Edit

On December 28, 1950, the New York City Board of Transportation issued a report concerning the construction of bomb shelters in the subway system. Five deep stations in Washington Heights, including the IRT's 168th Street station, were considered to be ideal for being used as bomb-proof shelters. The program was expected to cost $104 million (equivalent to $1,265 million in 2022). These shelters were expected to provide limited protection against conventional bombs, while providing protection against shock waves and air blast, as well as from the heat and radiation from an atomic bomb. To become suitable as shelters, the stations would require water-supply facilities, first-aid rooms, and additional bathrooms.[75][76] However, the program, which required federal funding, was never completed.[77]

To increase passenger flow, officials replaced the IND station's pocket-change booths with high turnstiles in 1957, which prompted many complaints from passengers.[78] In Fiscal Year 1958, two elevators at the IRT station were replaced with automatic ones,[79] which began operating in January 1958.[80] Fluorescent lighting at the IRT station was installed during Fiscal Year 1961.[81] The 168th Street station was a major transfer hub for interstate buses to New Jersey until the 1960s, when the nearby George Washington Bridge Bus Station opened; the last interstate bus stop was relocated in 1967.[82] By 1970, the 168th Street station on the Eighth Avenue Line was among the subway system's 12 worst bottlenecks for passenger flow.[83] The New York City Transit Authority (NYCTA) was considering renovating the 168th Street station by 1975.[84] The station's token booth was closed at some point during the 1970s but reopened in 1979.[85]

1980s and 1990s Edit

The Broadway–Seventh Avenue Line station was renovated in the late 1980s. By 1988, the project had been delayed by 20 months due to changes in the project's scope; the overpass and platform walls had yet to be restored.[86] The renovation was completed in 1990 at a cost of $2.5 million. The project included relocating pipes and ducts, retiling the lower portions of the walls, and removing dirt from the vaulted ceiling. The NYCTA's director of architecture had wanted to clean the ceiling, but this would have required the installation of scaffolding, and the NYCTA could only use a chemical solution that was less potent than most chemical-cleaning solutions.[87]

By the early 1990s, many homeless people were sheltered within the 168th Street station and the tunnels near it;[88] the city's largest homeless shelter was nearby.[89] The MTA closed one of the station's entrances in March 1991 due to concerns about crime.[90][91] Although the closed entrance had recorded over 50 felonies per year,[90] some locals opposed the closure because it would create inconvenience.[91] Passengers also frequently complained that the IRT station was overheating during the summer, prompting the Metropolitan Transportation Authority (MTA) to operate one of the station's fans all the time in 1991. This was not repeated during 1992 because one of the station's fans had broken.[92] The MTA installed a ventilation shaft for the IRT station in 1993 to alleviate overheating.[93] During the early 1990s, the MTA also removed three of the station's high entry-exit turnstiles to increase passenger flow.[94]

The IRT station's elevators gained a reputation for unreliability. Newsday, in 1992, reported that one of the station's elevators had recorded 40 outages in six months and was non-functional for a quarter of that time.[95] Between July 5 and September 8, 1997, trains did not stop at the IRT station while the elevators were modernized.[96][97] The NYCTA opted to close the station entirely because it would have taken two years to replace the elevators one at a time and because the staircase to the station could not handle the 18,000 passengers that used the station every day.[97] A shuttle bus service was provided to 181st Street on the Broadway–Seventh Avenue Line during the station's closure.[98] The project cost $4 million (equivalent to $7.3 million in 2022).[97]

2000s to present Edit

Several of the elevators in the station are staffed by elevator attendants, who are also employed at four other deep-level stations in Washington Heights. The elevator attendants are intended to reassure passengers, as the elevators are the only entrance to the platforms, and passengers often wait for the elevators with an attendant.[99] The attendants at the five stations are primarily maintenance and cleaning workers who suffered injuries that made it hard for them to continue doing their original jobs.[100][101] In July 2003, to reduce costs, the MTA announced that as part of its 2004 budget it would eliminate 22 elevator operator positions at the IRT's 168th Street station and four others in Washington Heights, leaving one full-time operator per station.[101] The agency had intended to remove all the attendants at these stops, but kept one in each station after many riders protested.[102][103] In addition, the MTA began operating all elevators at all times; prior to the change, each elevator only operated if it was staffed by an elevator operator.[104] The change took effect on January 20, 2004,[105] and was expected to save $1.15 million a year.[104]

In November 2007, the MTA proposed savings cuts to help reduce the agency's deficit. As part of the plan, all elevator operators at 168th Street, along with those in four other stations in Washington Heights, would have been cut.[106][107] MTA employees had joined riders in worrying about an increase in crime as a result of the cuts after an elevator operator at 181st Street on the Broadway–Seventh Avenue Line helped save a stabbed passenger.[108] The move was intended to save $1.7 million a year. However, on December 7, 2007, the MTA announced that it would not remove the remaining elevator operators at these stations, due to pushback from elected officials and residents from the area.[109] In October 2018, the MTA once again proposed removing the elevator operators at the five stations, but this was reversed after dissent from the Transport Workers' Union.[110] The MTA again suggested reassigning elevator operators to station-cleaner positions in June 2023,[111][112] prompting local politicians to sue to prevent the operators' reassignments.[100][113]

 
IRT station, pre-renovation
 
Post-renovation

The IRT station was added to the National Register of Historic Places in 2005.[22] The IRT elevators remained unreliable in the early 21st century; in 2007 alone, one of the station's elevators malfunctioned 18 times while passengers were inside.[114] From 2013 to 2016, the IRT station was partially renovated, with the station ceiling and northbound platform tilework replaced with replicas and flooring replaced.[115] After a series of elevator malfunctions in 2017, elected officials began advocating for the replacement of the IRT station's elevators,[116][117] which were nearly twice as old as the average elevator in the New York City Subway system.[118] By then, the elevators broke down hundreds of times per year,[119] inconveniencing passengers who needed to travel to Columbia University Medical Center.[120] From January 5 to December 20, 2019, the IRT station was closed so the elevator cars could be replaced, and elevator shafts, mechanical components, and the stairways could be upgraded. During this time, a free out-of-system transfer was provided to the A train at Inwood–207th Street, from both 207th Street and 215th Street.[121][122]

The IND station was planned to be renovated starting in 2016 as part of the 2010–2014 MTA Capital Program. An MTA study conducted in 2015 found that 48 percent of components in the IND station were out of date.[123]

Service history Edit

IRT station Edit

After the first subway line was completed in 1908,[124] the station was served by West Side local and express trains. Express trains began at South Ferry in Manhattan or Atlantic Avenue in Brooklyn, and ended at 242nd Street in the Bronx. Local trains ran from City Hall to 242nd Street during rush hours, continuing south from City Hall to South Ferry at other times.[125] In 1918, the Broadway–Seventh Avenue Line opened south of Times Square–42nd Street, and the original line was divided into an "H"-shaped system. The original subway north of Times Square thus became part of the Broadway–Seventh Avenue Line. Local trains were sent to South Ferry, while express trains used the new Clark Street Tunnel to Brooklyn.[126]

The IRT routes at the station were given numbered designations in 1948 with the introduction of "R-type" rolling stock, which contained rollsigns with numbered designations for each service.[127] The route to 242nd Street became known as the 1.[128] All 1 trains became local in 1959, and increased and lengthened service was implemented during peak hours on the 1 train on February 6, 1959.[129] In April 1988,[130] the New York City Transit Authority (NYCTA) unveiled plans to speed up service on the Broadway–Seventh Avenue Line through the implementation of a skip-stop service: the 9 train.[131] When skip-stop service started in 1989, it was only implemented north of 137th Street–City College on weekdays, and 168th Street was served by both the 1 and the 9.[132][133][134] Skip-stop service ended on May 27, 2005, as a result of a decrease in the number of riders who benefited.[135][136]

IND station Edit

The A express train has always served the IND station since its inception in 1932.[123] Local service was initially provided by the AA train from 168th Street to Chambers Street/Hudson Terminal; at the time, local services were denoted by double letters and express services by single letters.[137] The AA was discontinued in 1933 when the CC began running on the local tracks along the Eighth Avenue and Concourse lines.[138]

The original BB train started running with the opening of the Sixth Avenue Line on December 15, 1940, ran as a rush-hour only local service starting at 168th Street–Washington Heights. The "B" designation was originally intended to designate express trains originating in Washington Heights and going to Midtown Manhattan on the Sixth Avenue Line.[138][139] The AA was resurrected when the BB was created, running outside rush hours.[138][139] The AA was renamed the K in 1985, while the BB was renamed the B. The K train was completely replaced by the C's midday service on December 11, 1988, with all local service at 168th Street being provided by the B.[137][140] On March 1, 1998, the B and the C switched northern terminals, ending B service to Washington Heights; the C began serving the station at all times except late nights.[141]

Station layout Edit

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

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

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

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

Exits Edit

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

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

The southernmost portion of the mezzanine, which is outside fare control, is closed. It features one passage on the east side of the IND station with two exits to the southeastern corner of 167th Street and St. Nicholas Avenue[123] and a passage on the west side of the IND station with two exits to Mitchel Square Park. The closed mezzanine area is now used for New York City Transit employees only. The western area was closed in the 1980s for safety reasons, while the eastern area was closed in 1992.[123]

IRT Broadway–Seventh Avenue Line platforms Edit

 168 Street
  
  New York City Subway station (rapid transit)
 
View from southbound platform
Station statistics
DivisionA (IRT)[1]
Line   IRT Broadway–Seventh Avenue Line
Services   1   (all times)
StructureUnderground
Platforms2 side platforms
Tracks2
Other information
OpenedApril 14, 1906 (117 years ago) (1906-04-14)
ClosedJanuary 5, 2019 (4 years ago) (2019-01-05)
RebuiltDecember 20, 2019 (3 years ago) (2019-12-20)
Accessible  ADA-accessible to mezzanine only; accessibility to platforms planned
Opposite-
direction
transfer		Yes
Services
Track layout

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

The 168th Street station on the IRT Broadway–Seventh Avenue Line has two tracks and two side platforms,[148][22]: 3  and is served by the 1 train at all times.[149] The station is between 181st Street to the north and 157th Street to the south.[150] It is one of three in the Fort George Mine Tunnel, along with the 181st Street and 191st Street stations to the north; the tunnel allows the Broadway–Seventh Avenue Line to travel under the high terrain of Washington Heights.[7]: 165  Sources disagree on the station's depth, which has been variously cited as 99 feet (30 m),[151] 100 feet (30 m),[10] or 117 feet (36 m).[152] The station was originally 320 feet (98 m) long[153] but was extended to fit 514-foot-long (157 m) trains in 1948.[32]

Near the north end of the station, there are four elevators adjacent to the southbound platform, which lead to the fare control level. These elevators are accessed via a concourse several steps above the southbound platform. The lower sections of the concourse walls are clad with white tile, topped by a band of green tile, while the tops of the walls and the ceilings are made of concrete. Two footbridges with staircases connect the platforms.[22]: 6  The elevators rise 76 feet (23 m) to the upper mezzanine level, which connects with the IND platforms.[154] A rear passageway at the lower mezzanine level allows passengers to board and alight on different sides of the elevator cabs.

The northern open bridge and northbound platform features a passageway east of the northbound side to an eastern elevator shaft.[22]: 4 [87] This shaft contained the two original elevators to and from the platforms.[22]: 4  Each shaft measured 15 by 32 feet (4.6 by 9.8 m) wide.[153] The eastern elevator shaft are planned to be reused for ADA accessibility to at least the northbound platform.[155]

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

Design Edit

Much of the station is contained within a vault that measures 47 feet (14 m) wide and 26 feet (7.9 m) high.[22]: 3  The lowest 6 feet (1.8 m) of the vault walls are wainscoted with rust-colored brick. Atop the brick wainscoting are a belt course made of marble and a multicolored mosaic frieze measuring about 16 inches (410 mm) thick. The tops of the walls contain tan brick. Tile name tablets are placed above the frieze at regular intervals, with white letters on a dark-green background surrounded by floral designs. These tablets contain the text "168th Street".[22]: 5  The center of the vault ceiling has multicolored terracotta medallions at regular intervals; these formerly held lighting fixtures.[87] Where the elevator shafts are positioned, the station widens to 73 feet (22 m).[153]

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

Gallery Edit

  •  

    Mosaic name tablet

  •  

    Details of the mosaic work on the wall

  •  

    Middle of uptown platform under renovation in 2013

  •  

    The southbound platform under reconstruction in 2015

IND Eighth Avenue Line platforms Edit

 168 Street
  ​ 
  New York City Subway station (rapid transit)
 
Station statistics
DivisionB (IND)[1]
Line   IND Eighth Avenue Line
Services   A   (all times)
​   C   (all except late nights)
StructureUnderground
Platforms2 island platforms
cross-platform interchange
Tracks4
Other information
OpenedSeptember 10, 1932 (91 years ago) (1932-09-10)[156]
Accessible  ADA-accessible (IND Eighth Avenue Line platforms only)
Opposite-
direction
transfer		Yes
Track layout

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

The 168th Street station is an express station on the IND Eighth Avenue Line that has four tracks and two island platforms. It is served by the A train at all times,[157] and the C train at all times except late nights.[158] The station is the northern terminus for C trains; the next station to the north for A trains is 175th Street. The next station to the south is 163rd Street–Amsterdam Avenue for local trains and 145th Street for express trains.[150]

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

Both outer track walls have a maroon trim line with a black border and small "168" tile captions below them in white numbering on a black border. The maroon trim line was part of a color-coded tile system used throughout the IND.[159] The tile colors were designed to facilitate navigation for travelers going away from Lower Manhattan.[160][161] Because 168th Street is the northernmost express station on the Eighth Avenue Line, the color-coded tiles at stations north of 168th Street were originally maroon,[162][d] This station has a full length mezzanine above the platforms and tracks. Black I-beam columns run along the platform, alternating ones having the standard black name plate with white lettering.

Gallery Edit

  •  

    An R46 C train at 168th Street

  •  

    Deteriorating walls

  •  

    Close up of tile caption

Nearby points of interest Edit

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

Notes Edit

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

References Edit

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  2. ^ "Transfer Points Under Higher Fare". The New York Times. June 30, 1948. p. 19. from the original on June 25, 2020. Retrieved July 22, 2018.
  3. ^ a b "Facts and Figures: Annual Subway Ridership 2014–2019". Metropolitan Transportation Authority. 2020. Retrieved May 26, 2020.
  4. ^ a b c d e f g Walker, James Blaine (1918). Fifty Years of Rapid Transit — 1864 to 1917. New York, N.Y.: Law Printing. Retrieved November 6, 2016.
  5. ^ a b "Interborough Rapid Transit System, Underground Interior" (PDF). New York City Landmarks Preservation Commission. October 23, 1979. (PDF) from the original on September 21, 2020. Retrieved November 19, 2019.
  6. ^ a b Report of the Board of Rapid Transit Railroad Commissioners for the City of New York For The Year Ending December 31, 1904 Accompanied By Reports of the Chief Engineer and of the Auditor. Board of Rapid Transit Railroad Commissioners. 1905. pp. 229–236.
  7. ^ a b Roess, R.P.; Sansone, G. (2012). The Wheels That Drove New York: A History of the New York City Transit System. Springer Tracts on Transportation and Traffic. Springer Berlin Heidelberg. ISBN 978-3-642-30484-2. Retrieved July 16, 2016.
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  9. ^ "To Queens, 13 Cents". New-York Tribune. August 10, 1907. p. 3. from the original on July 13, 2023. Retrieved July 13, 2023.
  10. ^ a b c "Progress of Work on the Rapid Transit Tunnel, New York". Scientific American. Vol. LXXXIII, no. 21. November 24, 1900. p. 326. ProQuest 126807124.
  11. ^ a b c ""Fans" Jam the Subway: Police Busy at New 168th Street Station". New-York Tribune. April 15, 1906. p. 3. ISSN 1941-0646. ProQuest 571776711.
  12. ^ a b c d "Subway Fire Rages 120ft. Under Earth; Train Crash Ignites 25 Barrels of Oil at 168th Street". The New York Times. March 30, 1905. ISSN 0362-4331. from the original on July 12, 2023. Retrieved July 12, 2023.
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External links Edit

 
Wikimedia Commons has media related to 168th Street (New York City Subway).
  • nycsubway.org – IRT West Side Line: 168th Street
  • nycsubway.org – IND 8th Avenue: 168th Street
  • Station Reporter –
  • The Subway Nut – Washington Heights–168th Street Pictures June 8, 2017, at the Wayback Machine
  • 168th Street entrance to Eighth Avenue Line from Google Maps Street View
  • 169th Street entrance to Eighth Avenue Line from Google Maps Street View
  • 168th Street entrance to Broadway-Seventh Avenue Line from Google Maps Street View
  • IRT overpass from Google Maps Street View
  • IRT platforms from Google Maps Street View
  • IND platforms from Google Maps Street View

October 16, 2023
168th, street, station, york, city, subway, this, article, about, station, manhattan, former, station, queens, 168th, street, station, jamaica, line, 168th, street, station, formerly, washington, heights, 168th, street, station, underground, york, city, subway. This article is about the station in Manhattan For the former station in Queens see 168th Street station BMT Jamaica Line The 168th Street station formerly the Washington Heights 168th Street station is an underground New York City Subway station complex shared by the IRT Broadway Seventh Avenue Line and IND Eighth Avenue Line It is located at the intersection of 168th Street and Broadway in Washington Heights Manhattan and served by the 1 and A trains at all times and the C train at all times except late nights 168 Street New York City Subway station complexEntrance at 169th StreetStation statisticsAddressWest 168th Street Broadway andSt Nicholas AvenueNew York NY 10032BoroughManhattanLocaleWashington HeightsCoordinates40 50 28 N 73 56 23 W 40 841022 N 73 939791 W 40 841022 73 939791DivisionA IRT B IND 1 LineIND Eighth Avenue LineIRT Broadway Seventh Avenue LineServices 1 all times A all times C all except late nights TransitNYCT Bus Bx7 M2 M3 M4 on Fort Washington Avenue M5 M100 Short Line Bus 208 GWB Eastside Commuter Intercampus Shuttles Fort Lee Shuttle Lamont ShuttleLevels2Other informationOpenedFor the transfer point July 1 1948 75 years ago 1948 07 01 2 AccessiblePartially ADA accessible accessibility to rest of station planned IND Eighth Avenue Line platforms only Former other namesWashington Heights 168th StreetTraffic20196 156 288 3 24 5 Rank67 out of 424 3 LocationShow map of New York City SubwayShow map of New York CityShow map of New YorkStreet mapStation service legendSymbol DescriptionStops all times except late nightsStops all timesThe Broadway Seventh Avenue Line station was built for the Interborough Rapid Transit Company IRT and was a station on the West Side Branch of the city s first subway line which was approved in 1900 The station opened on April 14 1906 The Eighth Avenue Line station was built as an express and terminal station for the Independent Subway System IND and opened on September 10 1932 as part of the IND s first segment The IRT station has two side platforms and two tracks The IND station has two island platforms and four tracks although the track configuration is reversed from most New York City Subway express stations with express trains using the outer tracks and local trains using the inner tracks The transfer between the IRT platforms and the IND platforms has been within fare control since July 1 1948 The IND station contains elevators which make it compliant with the Americans with Disabilities Act of 1990 ADA While the IRT station can only be reached by elevators it is not ADA accessible The IRT station s interior is listed on the National Register of Historic Places Contents 1 History 1 1 IRT Broadway Seventh Avenue Line 1 1 1 Construction and opening 1 1 2 1900s and 1910s 1 1 3 1920s to 1940s 1 2 IND Eighth Avenue Line 1 3 Consolidation into single complex 1 3 1 1950s to 1970s 1 3 2 1980s and 1990s 1 3 3 2000s to present 1 4 Service history 1 4 1 IRT station 1 4 2 IND station 2 Station layout 2 1 Exits 3 IRT Broadway Seventh Avenue Line platforms 3 1 Design 3 2 Gallery 4 IND Eighth Avenue Line platforms 4 1 Gallery 5 Nearby points of interest 6 Notes 7 References 8 External linksHistory EditIRT Broadway Seventh Avenue Line Edit Construction and opening Edit Planning for a subway line in New York City dates to 1864 4 21 However development of what would become the city s first subway line did not start until 1894 when the New York State Legislature passed the Rapid Transit Act 4 139 140 The subway plans were drawn up by a team of engineers led by William Barclay Parsons the Rapid Transit Commission s chief engineer It called for a subway line from New York City Hall in lower Manhattan to the Upper West Side where two branches would lead north into the Bronx 5 3 A plan was formally adopted in 1897 4 148 and all legal conflicts concerning the route alignment were resolved near the end of 1899 4 161 The Rapid Transit Construction Company organized by John B McDonald and funded by August Belmont Jr signed the initial Contract 1 with the Rapid Transit Commission in February 1900 6 under which it would construct the subway and maintain a 50 year operating lease from the opening of the line 4 165 In 1901 the firm of Heins amp LaFarge was hired to design the underground stations 5 4 Belmont incorporated the Interborough Rapid Transit Company IRT in April 1902 to operate the subway 4 182 The 168th Street station was constructed as part of the IRT s West Side Line now the Broadway Seventh Avenue Line from 133rd Street to a point 100 feet 30 m north of 182nd Street Work on this section was conducted by L B McCabe amp Brother who started building the tunnel segment on May 14 1900 6 The 168th Street station was one of three stations to be built within the deep level Fort George Mine Tunnel 7 165 The station was equipped with elevators from its opening since the IRT s contract with the city mandated elevators in stations that were more than 29 feet 8 8 m deep 8 9 a At the 168th Street station the only means of access was via two elevators and a staircase 10 11 and the station cavern extended 150 feet 46 m north and south of 168th Street 12 The original New York City Subway line from City Hall to 145th Street on the West Side Branch opened in October 1904 4 186 13 189 with the line being extended to 157th Street a week later 13 191 The 168th and 181st Street stations had been scheduled to open on May 1 1905 but the caverns and elevator shafts at these stations were not even fully excavated at the beginning of that year 14 Workers wanted to expedite the line s opening to serve baseball fans traveling to American League Park the home of the Highlanders now New York Yankees 12 which occupied the western side of Broadway from 165th to 168th Street A train crashed into a temporary bulkhead at the south end of the station in March 1905 12 this caused a fire that weakened the tunnel s roof which then collapsed and killed a firefighter 15 16 The damage caused by the crash delayed the station s completion by several months 12 Although the Fort George tunnel was nearly completed by January 1906 elevators had not been installed at the 168th and 181st Street stations 17 The West Side Branch was extended northward from 157th Street to a temporary terminus at 221st Street near the Harlem River Ship Canal b on March 12 1906 with the station at 168th Street not yet open 18 This extension was initially served by shuttle trains operating between 157th Street and 221st Street 19 The 168th Street station opened for service on April 14 1906 21 11 The station originally only had two elevators each measuring 12 by 12 feet 3 7 m 3 7 m as well as a set of 119 steps this contributed to serious overcrowding on the station s first day of operation 11 On May 30 1906 express trains began running through to 221st Street 19 The opening of the first subway line helped contribute to the development of Washington Heights 22 9 although development around the 168th Street station was initially limited because of the presence of American League Park as well as covenants that restricted development on many lots west of Broadway 23 1900s and 1910s Edit When the 168th Street station opened the two elevators could fit only 50 passengers each and they became severely overcrowded during peak times During baseball games at American League Park many fans opted to instead take the subway to 157th Street then pay an additional 25 cents for a taxi to the stadium 24 The elevators capacity limitations prompted the Public Service Commission to decide against constructing additional deep level subway lines newer routes such as the Broadway and Lexington Avenue lines were instead built using the cut and cover method 25 In Fiscal Year 1909 work was done to increase the carrying load of the elevators at the station 26 Officials had decided against adding additional elevators because it would only cost 6 300 to update the existing elevator cabs 27 By the early 1910s the elevators could carry 80 people at once and were manned by elevator operators 28 To address overcrowding in 1909 the New York Public Service Commission proposed lengthening the platforms at stations along the original IRT subway 29 168 As part of a modification to the IRT s construction contracts made on January 18 1910 the company was to lengthen station platforms to accommodate ten car express and six car local trains In addition to 1 5 million equivalent to 47 1 million in 2022 spent on platform lengthening 500 000 equivalent to 15 7 million in 2022 was spent on building additional entrances and exits It was anticipated that these improvements would increase capacity by 25 percent 30 15 The northbound platform at the 168th Street station was extended 179 feet 55 m to the south The arched ceiling adjacent to the platform extension was replaced with a flat roof made of steel beams since the arch s structural integrity was compromised by the platform extension 30 113 The southbound platform was not lengthened 30 106 Six car local trains began operating in October 1910 29 168 and ten car express trains began running on the West Side Line on January 24 1911 29 168 31 Subsequently the station could accommodate six car local trains but ten car trains could not open some of their doors 32 1920s to 1940s Edit nbsp View of the IRT station s vaultPublic Service Commission employees began preparing plans for an additional elevator at the station in 1919 33 The city government authorized the construction of additional elevators at the station in February 1922 34 35 there were to be four new shafts on the west side of Broadway and elevator cabs were to be installed in two of the shafts 36 The city began receiving bids for the elevator shafts in April 1922 37 38 and they also awarded a contract for a new station entrance to Holbrook Cabot amp Rollins Corporation for 283 000 the next month 39 The city received bids for the elevator cabs that December 36 40 and awarded the contract to the Otis Elevator Company 41 In Fiscal Year 1923 work began on the installation of a new entrance with elevators on the west side of Broadway to increase the capacity of the station 42 The following fiscal year the IRT reported that work to construct new entrances to the station was 87 percent complete 43 The two elevators entered service on June 26 1924 44 45 The city government took over the IRT s operations on June 12 1940 46 47 Platforms at IRT Broadway Seventh Avenue Line stations between 103rd Street and 238th Street including those at 168th Street were lengthened to 514 feet 157 m between 1946 and 1948 allowing full ten car express trains to stop at these stations 32 A contract for the platform extensions at 168th Street and eight other stations on the line was awarded to Spencer White amp Prentis Inc in October 1946 48 with an estimated cost of 3 891 million 49 The platform extensions at these stations were opened in stages On April 6 1948 the platform extension opened for stations from 103rd Street to Dyckman Street including this station but excluding 125th Street 32 50 IND Eighth Avenue Line Edit Plans for a second subway line with a station at 168th Street and Broadway date as far back as 1914 That year engineer Reginald Pelham Bolton proposed a short extension of the elevated IRT Ninth Avenue Line to Riverside Drive with an intermediate station at 168th Street and Broadway to relieve congestion at the IRT subway stop there 51 The Transit Commission proposed another subway line to Broadway and 168th Street an unbuilt extension of the Brooklyn Manhattan Transit Corporation s Broadway Line in 1922 52 53 New York City mayor John Francis Hylan s original plans for the Independent Subway System IND proposed in 1922 included building over 100 mi 160 km of new lines and taking over nearly 100 mi 160 km of existing lines The lines were designed to compete with the existing underground surface and elevated lines operated by the IRT and Brooklyn Manhattan Transit Corporation BMT 54 55 On December 9 1924 the New York City Board of Transportation BOT gave preliminary approval to the construction of a subway line along Eighth Avenue running from 207th Street 56 The BOT announced a list of stations on the new line in February 1928 with an express station at 167th Street 57 this station would be the northern terminus of local service 58 59 Most of the Eighth Avenue Line was dug using a cheap cut and cover method 60 61 In September 1928 the Woodcrest Construction Company received a 375 014 contract to construct the 155th Street 163rd Street and 168th Street stations on the new line 62 A preview event for the new subway was hosted on September 8 1932 two days before the official opening 63 64 The Eighth Avenue Line station opened on September 10 1932 as part of the city operated IND s initial segment the Eighth Avenue Line between Chambers Street and 207th Street 65 66 There was a direct connection with the IRT station at 168th Street initially passengers had to pay an additional fare to transfer between the IRT and the IND 67 68 Construction of the whole line cost 191 2 million equivalent to 4 101 million in 2022 While the IRT Broadway Seventh Avenue Line already provided service to Washington Heights the new Eighth Avenue subway via St Nicholas Avenue provided an alternative route 69 In particular the IND s 168th Street station provided easy access to the Columbia University Irving Medical Center 70 as trains from 168th Street could reach Lower Manhattan within a half hour 71 Consolidation into single complex Edit When the IND station opened it was connected to the IRT station at the same intersection via a passageway 68 72 This corridor originally required payment of an additional fare but it was placed inside fare control on July 1 1948 73 74 1950s to 1970s Edit On December 28 1950 the New York City Board of Transportation issued a report concerning the construction of bomb shelters in the subway system Five deep stations in Washington Heights including the IRT s 168th Street station were considered to be ideal for being used as bomb proof shelters The program was expected to cost 104 million equivalent to 1 265 million in 2022 These shelters were expected to provide limited protection against conventional bombs while providing protection against shock waves and air blast as well as from the heat and radiation from an atomic bomb To become suitable as shelters the stations would require water supply facilities first aid rooms and additional bathrooms 75 76 However the program which required federal funding was never completed 77 To increase passenger flow officials replaced the IND station s pocket change booths with high turnstiles in 1957 which prompted many complaints from passengers 78 In Fiscal Year 1958 two elevators at the IRT station were replaced with automatic ones 79 which began operating in January 1958 80 Fluorescent lighting at the IRT station was installed during Fiscal Year 1961 81 The 168th Street station was a major transfer hub for interstate buses to New Jersey until the 1960s when the nearby George Washington Bridge Bus Station opened the last interstate bus stop was relocated in 1967 82 By 1970 the 168th Street station on the Eighth Avenue Line was among the subway system s 12 worst bottlenecks for passenger flow 83 The New York City Transit Authority NYCTA was considering renovating the 168th Street station by 1975 84 The station s token booth was closed at some point during the 1970s but reopened in 1979 85 1980s and 1990s Edit The Broadway Seventh Avenue Line station was renovated in the late 1980s By 1988 the project had been delayed by 20 months due to changes in the project s scope the overpass and platform walls had yet to be restored 86 The renovation was completed in 1990 at a cost of 2 5 million The project included relocating pipes and ducts retiling the lower portions of the walls and removing dirt from the vaulted ceiling The NYCTA s director of architecture had wanted to clean the ceiling but this would have required the installation of scaffolding and the NYCTA could only use a chemical solution that was less potent than most chemical cleaning solutions 87 By the early 1990s many homeless people were sheltered within the 168th Street station and the tunnels near it 88 the city s largest homeless shelter was nearby 89 The MTA closed one of the station s entrances in March 1991 due to concerns about crime 90 91 Although the closed entrance had recorded over 50 felonies per year 90 some locals opposed the closure because it would create inconvenience 91 Passengers also frequently complained that the IRT station was overheating during the summer prompting the Metropolitan Transportation Authority MTA to operate one of the station s fans all the time in 1991 This was not repeated during 1992 because one of the station s fans had broken 92 The MTA installed a ventilation shaft for the IRT station in 1993 to alleviate overheating 93 During the early 1990s the MTA also removed three of the station s high entry exit turnstiles to increase passenger flow 94 The IRT station s elevators gained a reputation for unreliability Newsday in 1992 reported that one of the station s elevators had recorded 40 outages in six months and was non functional for a quarter of that time 95 Between July 5 and September 8 1997 trains did not stop at the IRT station while the elevators were modernized 96 97 The NYCTA opted to close the station entirely because it would have taken two years to replace the elevators one at a time and because the staircase to the station could not handle the 18 000 passengers that used the station every day 97 A shuttle bus service was provided to 181st Street on the Broadway Seventh Avenue Line during the station s closure 98 The project cost 4 million equivalent to 7 3 million in 2022 97 2000s to present Edit Several of the elevators in the station are staffed by elevator attendants who are also employed at four other deep level stations in Washington Heights The elevator attendants are intended to reassure passengers as the elevators are the only entrance to the platforms and passengers often wait for the elevators with an attendant 99 The attendants at the five stations are primarily maintenance and cleaning workers who suffered injuries that made it hard for them to continue doing their original jobs 100 101 In July 2003 to reduce costs the MTA announced that as part of its 2004 budget it would eliminate 22 elevator operator positions at the IRT s 168th Street station and four others in Washington Heights leaving one full time operator per station 101 The agency had intended to remove all the attendants at these stops but kept one in each station after many riders protested 102 103 In addition the MTA began operating all elevators at all times prior to the change each elevator only operated if it was staffed by an elevator operator 104 The change took effect on January 20 2004 105 and was expected to save 1 15 million a year 104 In November 2007 the MTA proposed savings cuts to help reduce the agency s deficit As part of the plan all elevator operators at 168th Street along with those in four other stations in Washington Heights would have been cut 106 107 MTA employees had joined riders in worrying about an increase in crime as a result of the cuts after an elevator operator at 181st Street on the Broadway Seventh Avenue Line helped save a stabbed passenger 108 The move was intended to save 1 7 million a year However on December 7 2007 the MTA announced that it would not remove the remaining elevator operators at these stations due to pushback from elected officials and residents from the area 109 In October 2018 the MTA once again proposed removing the elevator operators at the five stations but this was reversed after dissent from the Transport Workers Union 110 The MTA again suggested reassigning elevator operators to station cleaner positions in June 2023 111 112 prompting local politicians to sue to prevent the operators reassignments 100 113 nbsp IRT station pre renovation nbsp Post renovationThe IRT station was added to the National Register of Historic Places in 2005 22 The IRT elevators remained unreliable in the early 21st century in 2007 alone one of the station s elevators malfunctioned 18 times while passengers were inside 114 From 2013 to 2016 the IRT station was partially renovated with the station ceiling and northbound platform tilework replaced with replicas and flooring replaced 115 After a series of elevator malfunctions in 2017 elected officials began advocating for the replacement of the IRT station s elevators 116 117 which were nearly twice as old as the average elevator in the New York City Subway system 118 By then the elevators broke down hundreds of times per year 119 inconveniencing passengers who needed to travel to Columbia University Medical Center 120 From January 5 to December 20 2019 the IRT station was closed so the elevator cars could be replaced and elevator shafts mechanical components and the stairways could be upgraded During this time a free out of system transfer was provided to the A train at Inwood 207th Street from both 207th Street and 215th Street 121 122 The IND station was planned to be renovated starting in 2016 as part of the 2010 2014 MTA Capital Program An MTA study conducted in 2015 found that 48 percent of components in the IND station were out of date 123 Service history Edit IRT station Edit After the first subway line was completed in 1908 124 the station was served by West Side local and express trains Express trains began at South Ferry in Manhattan or Atlantic Avenue in Brooklyn and ended at 242nd Street in the Bronx Local trains ran from City Hall to 242nd Street during rush hours continuing south from City Hall to South Ferry at other times 125 In 1918 the Broadway Seventh Avenue Line opened south of Times Square 42nd Street and the original line was divided into an H shaped system The original subway north of Times Square thus became part of the Broadway Seventh Avenue Line Local trains were sent to South Ferry while express trains used the new Clark Street Tunnel to Brooklyn 126 The IRT routes at the station were given numbered designations in 1948 with the introduction of R type rolling stock which contained rollsigns with numbered designations for each service 127 The route to 242nd Street became known as the 1 128 All 1 trains became local in 1959 and increased and lengthened service was implemented during peak hours on the 1 train on February 6 1959 129 In April 1988 130 the New York City Transit Authority NYCTA unveiled plans to speed up service on the Broadway Seventh Avenue Line through the implementation of a skip stop service the 9 train 131 When skip stop service started in 1989 it was only implemented north of 137th Street City College on weekdays and 168th Street was served by both the 1 and the 9 132 133 134 Skip stop service ended on May 27 2005 as a result of a decrease in the number of riders who benefited 135 136 IND station Edit The A express train has always served the IND station since its inception in 1932 123 Local service was initially provided by the AA train from 168th Street to Chambers Street Hudson Terminal at the time local services were denoted by double letters and express services by single letters 137 The AA was discontinued in 1933 when the CC began running on the local tracks along the Eighth Avenue and Concourse lines 138 The original BB train started running with the opening of the Sixth Avenue Line on December 15 1940 ran as a rush hour only local service starting at 168th Street Washington Heights The B designation was originally intended to designate express trains originating in Washington Heights and going to Midtown Manhattan on the Sixth Avenue Line 138 139 The AA was resurrected when the BB was created running outside rush hours 138 139 The AA was renamed the K in 1985 while the BB was renamed the B The K train was completely replaced by the C s midday service on December 11 1988 with all local service at 168th Street being provided by the B 137 140 On March 1 1998 the B and the C switched northern terminals ending B service to Washington Heights the C began serving the station at all times except late nights 141 Station layout EditGround Street level Exit entranceBasement 1 Mezzanine Fare control station agent nbsp Elevator on southeast corner of 168th Street and Saint Nicholas Avenue for A and C trains only elevators to 1 train are not accessibleBasement 2IND platform level Northbound express nbsp toward Inwood 207th Street 175th Street Island platform nbsp Northbound local nbsp termination track nbsp toward Inwood 207th Street late nights 175th Street Southbound local nbsp toward Euclid Avenue 163rd Street Amsterdam Avenue Island platform nbsp Southbound express nbsp toward Far Rockaway Mott Avenue Ozone Park Lefferts Boulevardor Rockaway Park Beach 116th Street 163rd Street Amsterdam Avenue late nights 145th Street other times nbsp toward Euclid Avenue c 163rd Street Amsterdam Avenue Basement 3 Crossover Crossover over Broadway Seventh Avenue Line platforms to elevatorsBasement 4IRT platform level Side platformNorthbound nbsp toward Van Cortlandt Park 242nd Street 181st Street Southbound nbsp toward South Ferry 157th Street Side platformThe IRT platforms are very deep with the only public connection between the platforms and fare control being made via elevator Close to street level is an upper mezzanine level with an unstaffed fare control area Four elevators lead down to a lower mezzanine below the IRT platforms 22 6 At the upper mezzanine a closed passageway exists behind the elevator bank The IRT s 168th Street station was one of the few on the original IRT line to contain elevators 10 142 The IRT station is one of three stations in the New York City Subway system that can be accessed solely by elevators The other two also located on the Broadway Seventh Avenue Line are 181st Street one stop to the north as well as Clark Street on the 2 and 3 trains in Brooklyn However the IRT station is not ADA accessible 143 As part of the 2017 Fast Forward plan to modernize the subway system 50 more stations will become ADA accessible during the MTA s 2020 2024 Capital Program allowing all riders to have an accessible station within two stops in either direction 144 41 To meet this goal one station in the Washington Heights Inwood area will have to be made accessible on the IRT Broadway Seventh Avenue Line 145 The 168th Street station was ultimately selected to be retrofitted as part of the plan 146 A slightly sloped corridor within fare control leads between the IRT and IND mezzanines 22 6 A full length mezzanine extends above the IND platforms Elevators from the mezzanine to the street and to each IND platform make that portion of the station ADA accessible Exits Edit The full time fare control area is at the center of the mezzanine and has a turnstile bank token booth and one staircase and one elevator going up to the southeast corner of West 168th Street and Saint Nicholas Avenue The part time side at the north end of the mezzanine has HEET turnstiles and three staircases two to the southwest corner of Broadway and 169th Street and one to the northwest corner An exit only turnstile in the middle of the mezzanine near the corridor leading to the IRT platforms leads to a staircase going up to north end of Mitchell Square Park on the south side of West 168th Street between Broadway and Saint Nicholas Avenue 147 The passageway leading to the IRT elevators is just beyond the full time fare control area There are two exit stairs past this part time fare control area near the southwest corner of Broadway and 168th Street which face north and south 22 6 147 The southernmost portion of the mezzanine which is outside fare control is closed It features one passage on the east side of the IND station with two exits to the southeastern corner of 167th Street and St Nicholas Avenue 123 and a passage on the west side of the IND station with two exits to Mitchel Square Park The closed mezzanine area is now used for New York City Transit employees only The western area was closed in the 1980s for safety reasons while the eastern area was closed in 1992 123 IRT Broadway Seventh Avenue Line platforms Edit 168 Street nbsp nbsp New York City Subway station rapid transit nbsp View from southbound platformStation statisticsDivisionA IRT 1 Line IRT Broadway Seventh Avenue LineServices 1 nbsp all times StructureUndergroundPlatforms2 side platformsTracks2Other informationOpenedApril 14 1906 117 years ago 1906 04 14 ClosedJanuary 5 2019 4 years ago 2019 01 05 RebuiltDecember 20 2019 3 years ago 2019 12 20 Accessible nbsp ADA accessible to mezzanine only accessibility to platforms plannedOpposite directiontransferYesServicesPreceding station nbsp New York City Subway Following station181st Streettoward Van Cortlandt Park 242nd Street nbsp 157th Streettoward South FerryTrack layoutLegend nbsp nbsp to 181st Street nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp to 157th StreetStation service legendSymbol Description nbsp Stops all times168th Street Subway Station IRT U S National Register of Historic PlacesMPSNew York City Subway System MPSNRHP reference No 05000232 22 Added to NRHPMarch 30 2005The 168th Street station on the IRT Broadway Seventh Avenue Line has two tracks and two side platforms 148 22 3 and is served by the 1 train at all times 149 The station is between 181st Street to the north and 157th Street to the south 150 It is one of three in the Fort George Mine Tunnel along with the 181st Street and 191st Street stations to the north the tunnel allows the Broadway Seventh Avenue Line to travel under the high terrain of Washington Heights 7 165 Sources disagree on the station s depth which has been variously cited as 99 feet 30 m 151 100 feet 30 m 10 or 117 feet 36 m 152 The station was originally 320 feet 98 m long 153 but was extended to fit 514 foot long 157 m trains in 1948 32 Near the north end of the station there are four elevators adjacent to the southbound platform which lead to the fare control level These elevators are accessed via a concourse several steps above the southbound platform The lower sections of the concourse walls are clad with white tile topped by a band of green tile while the tops of the walls and the ceilings are made of concrete Two footbridges with staircases connect the platforms 22 6 The elevators rise 76 feet 23 m to the upper mezzanine level which connects with the IND platforms 154 A rear passageway at the lower mezzanine level allows passengers to board and alight on different sides of the elevator cabs The northern open bridge and northbound platform features a passageway east of the northbound side to an eastern elevator shaft 22 4 87 This shaft contained the two original elevators to and from the platforms 22 4 Each shaft measured 15 by 32 feet 4 6 by 9 8 m wide 153 The eastern elevator shaft are planned to be reused for ADA accessibility to at least the northbound platform 155 There is also a stairway on the extreme northern end of both platforms which ascends to a relay and signal power room This stairway is not visible to the public 22 5 Design Edit Much of the station is contained within a vault that measures 47 feet 14 m wide and 26 feet 7 9 m high 22 3 The lowest 6 feet 1 8 m of the vault walls are wainscoted with rust colored brick Atop the brick wainscoting are a belt course made of marble and a multicolored mosaic frieze measuring about 16 inches 410 mm thick The tops of the walls contain tan brick Tile name tablets are placed above the frieze at regular intervals with white letters on a dark green background surrounded by floral designs These tablets contain the text 168th Street 22 5 The center of the vault ceiling has multicolored terracotta medallions at regular intervals these formerly held lighting fixtures 87 Where the elevator shafts are positioned the station widens to 73 feet 22 m 153 The station s platform extensions have ceilings that are 10 to 12 feet 3 0 to 3 7 m above the platform level At the portals between the original vault and the much lower ceilings of the platform extensions there is a wide arch over the tracks flanked by narrow arches over each platform These transitions are clad with tan brick The arch over the tracks has a volute with a laurel wreath Between the arches the lower portions of the walls are clad in gray marble 22 4 The walls of the platform extensions have white ceramic tiles with mosaic friezes as well as plaques with the words 168th Street The walls are divided every 15 feet 4 6 m by multicolored tile pilasters that are 16 inches 410 mm wide There are two tile panels with the number 168 in each panel Columns near the platform edge clad with white tile support the jack arched concrete station roof 22 5 Gallery Edit nbsp Mosaic name tablet nbsp Details of the mosaic work on the wall nbsp Middle of uptown platform under renovation in 2013 nbsp The southbound platform under reconstruction in 2015IND Eighth Avenue Line platforms Edit 168 Street nbsp nbsp nbsp New York City Subway station rapid transit nbsp Station statisticsDivisionB IND 1 Line IND Eighth Avenue LineServices A nbsp all times C nbsp all except late nights StructureUndergroundPlatforms2 island platformscross platform interchangeTracks4Other informationOpenedSeptember 10 1932 91 years ago 1932 09 10 156 Accessible nbsp ADA accessible IND Eighth Avenue Line platforms only Opposite directiontransferYesServicesPreceding station nbsp New York City Subway Following station175th StreetA nbsp toward Inwood 207th Street nbsp Express 145th StreetA nbsp toward Far Rockaway Mott Avenue or Ozone Park Lefferts BoulevardTerminus nbsp Local 163rd Street Amsterdam AvenueA nbsp C nbsp toward Euclid AvenueTrack layoutLegend nbsp nbsp to 174th Street Yard nbsp nbsp nbsp nbsp nbsp to 175th Street nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp nbsp Express to 145th Street nbsp nbsp Local to 163rd Street Amsterdam AveStation service legendSymbol Description nbsp Stops all times except late nights nbsp Stops all times nbsp Stops late nights onlyThe 168th Street station is an express station on the IND Eighth Avenue Line that has four tracks and two island platforms It is served by the A train at all times 157 and the C train at all times except late nights 158 The station is the northern terminus for C trains the next station to the north for A trains is 175th Street The next station to the south is 163rd Street Amsterdam Avenue for local trains and 145th Street for express trains 150 Unlike other express stations in the subway system the express tracks used by the A train are on the outside and the local tracks used by the C train are on the inside This is to make it easier for C trains to terminate here and turn around to make the southbound trip to Brooklyn South of this station the outer express tracks descend to a lower level below the inner local tracks creating a two over two track layout North of the station the inner local tracks continue north underneath Broadway to the 174th Street Yard while the outer express tracks turn sharply under Fort Washington Avenue before continuing to Inwood 207th Street During the night the A train makes local stops using the northbound local track at this station before crossing over to the express one afterwards and the southbound express track at this station before crossing over to the local one afterwards 148 Both outer track walls have a maroon trim line with a black border and small 168 tile captions below them in white numbering on a black border The maroon trim line was part of a color coded tile system used throughout the IND 159 The tile colors were designed to facilitate navigation for travelers going away from Lower Manhattan 160 161 Because 168th Street is the northernmost express station on the Eighth Avenue Line the color coded tiles at stations north of 168th Street were originally maroon 162 d This station has a full length mezzanine above the platforms and tracks Black I beam columns run along the platform alternating ones having the standard black name plate with white lettering Gallery Edit nbsp An R46 C train at 168th Street nbsp Deteriorating walls nbsp Close up of tile captionNearby points of interest EditNearby points of interest include NewYork Presbyterian Hospital Columbia University Medical Center Fort Washington Park on the Hudson River waterfront and remnants of the Audubon Ballroom 147 Notes Edit In practice the elevator requirement was not enforced The 33rd Street and Grand Central stations did not originally contain elevators despite being more than 29 feet deep 8 One New York Times article labeled the Harlem River Ship Canal station as being at 220th Street 18 However others have referred to that station as being on 221st Street 19 20 For trains that are coming from the 207th Street Yard The 175th Street and Dyckman Street stations do not have colored tile bands References Edit 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 Transfer Points Under Higher Fare The New York Times June 30 1948 p 19 Archived from the original on June 25 2020 Retrieved July 22 2018 a b Facts and Figures Annual Subway Ridership 2014 2019 Metropolitan Transportation Authority 2020 Retrieved May 26 2020 a b c d e f g Walker James Blaine 1918 Fifty Years of Rapid Transit 1864 to 1917 New York N Y Law Printing Retrieved November 6 2016 a b Interborough Rapid Transit System Underground Interior PDF New York City Landmarks Preservation Commission October 23 1979 Archived PDF from the original on September 21 2020 Retrieved November 19 2019 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 a b Roess R P Sansone G 2012 The Wheels That Drove New York A History of the New York City Transit System Springer Tracts on Transportation and Traffic Springer Berlin Heidelberg ISBN 978 3 642 30484 2 Retrieved July 16 2016 a b Free Water Goes With Subway Ticket Charter Provides for It and Mr Hedley Says to Get It Ask the Ticket Agent The New York Times August 10 1907 ISSN 0362 4331 Archived from the original on July 12 2023 Retrieved July 12 2023 To Queens 13 Cents New York Tribune August 10 1907 p 3 Archived from the original on July 13 2023 Retrieved July 13 2023 a b c Progress of Work on the Rapid Transit Tunnel New York Scientific American Vol LXXXIII no 21 November 24 1900 p 326 ProQuest 126807124 a b c Fans Jam the Subway Police Busy at New 168th Street Station New York Tribune April 15 1906 p 3 ISSN 1941 0646 ProQuest 571776711 a b c d Subway Fire Rages 120ft Under Earth Train Crash Ignites 25 Barrels of Oil at 168th Street The New York Times March 30 1905 ISSN 0362 4331 Archived from the original on July 12 2023 Retrieved July 12 2023 a b Report of the Public Service Commission For The First District of the State of New York For The Year Ending December 31 1909 Albany Public Service Commission 1910 Archived from the original on April 22 2022 Retrieved December 21 2020 Subway Trains in July to Washington Heights Stations at 168th and 181st Streets Delaying Work The New York Times March 19 1905 ISSN 0362 4331 Archived from the original on July 13 2023 Retrieved July 13 2023 Fatal Cave in After Fire The Sun March 31 1905 p 6 Archived from the original on July 12 2023 Retrieved July 12 2023 Subway Cave in Kills Fireman Was Playing on Smouldering Flames at 167th st New York Tribune March 31 1905 p 10 ISSN 1941 0646 ProQuest 571659824 New Subway Link March 1 Engineer Rice Expects Trains to Run to the Ship Canal Then The New York Times January 24 1906 ISSN 0362 4331 Archived from the original on July 12 2023 Retrieved July 12 2023 a b Trains To Ship Canal But They Whiz by Washington Heights Stations PDF The New York Times March 13 1906 p 16 ISSN 0362 4331 Archived PDF from the original on May 24 2022 Retrieved August 16 2015 a b c Express to 221st Street Will Run In the Subway To day New 181st Street Station Ready PDF The New York Times May 30 1906 ISSN 0362 4331 Archived PDF from the original on December 22 2021 Retrieved September 1 2016 Farthest North in Town by the Interborough PDF The New York Times January 14 1907 p 18 Archived PDF from the original on July 8 2021 Retrieved March 28 2021 New Subway Station Open PDF The New York Times April 15 1906 p 1 ISSN 0362 4331 Archived PDF from the original on December 22 2021 Retrieved October 10 2016 a b c d e f g h i j k l m n o New York MPS 168th Street Subway Station IRT Records of the National Park Service 1785 2006 Series National Register of Historic Places and National Historic Landmarks Program Records 2013 2017 Box National Register of Historic Places and National Historic Landmarks Program Records New York ID 75313913 National Archives Large Supply and Wide Variety of Houses Awaiting Apartment Seekers This Year The New York Times August 15 1909 p 11 ISSN 0362 4331 Archived from the original on July 13 2023 Retrieved July 12 2023 Yankees Break Even New York Tribune June 20 1909 p 9 Archived from the original on July 13 2023 Retrieved July 12 2023 Plea for Deep Subway on Broadway Unheeded Board Adopts Cut and Cover Plan for Lexington Av Line The New York Times February 9 1907 ISSN 0362 4331 Archived from the original on July 12 2023 Retrieved July 12 2023 1908 1909 Annual Report of the Interborough Rapid Transit Company for the Year Ended June 30 1909 Interborough Rapid Transit Company 1909 p 9 Archived from the original on April 22 2022 Retrieved December 22 2020 Want a New Hearing Washington Heights Asks Another Elevator at 181st Street Station New York Tribune March 31 1905 p 10 ISSN 1941 0646 ProQuest 572201383 Subway Elevator Ways The Sun September 28 1913 p 35 Archived from the original on July 13 2023 Retrieved July 13 2023 a b c Hood Clifton 1978 The Impact of the IRT in New York City PDF Historic American Engineering Record pp 146 207 PDF pp 147 208 Archived PDF from the original on January 17 2021 Retrieved December 20 2020 nbsp This article incorporates text from this source which is in the public domain a href Template Cite web html title Template Cite web cite web a CS1 maint postscript link a b c Report of the Public Service Commission for the First District of the State of New York For The Year Ending December 31 1910 Public Service Commission 1911 Archived from the original on January 20 2021 Retrieved January 7 2021 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 a b c d Report for the three and one half years ending June 30 1949 New York City Board of Transportation 1949 hdl 2027 mdp 39015023094926 New Elevator at 168th Street The New York Times May 25 1919 ISSN 0362 4331 Archived from the original on July 13 2023 Retrieved July 13 2023 More Lifts Ordered for Subway at 168th Street New York Tribune February 4 1922 p 3 Archived from the original on July 13 2023 Retrieved July 13 2023 Use Half of 827 003 for Subway Elevator Estimate Board Orders Second Lift Built at 168th Street West Side The New York Times February 4 1922 ISSN 0362 4331 Archived from the original on July 13 2023 Retrieved July 13 2023 a b Subway Elevator Bids Transit Commission Sets Dec 14 as Date to Receive Them The New York Times December 3 1922 ISSN 0362 4331 Archived from the original on July 13 2023 Retrieved July 13 2023 Hylan Calls for More Contract Cuts by Traction Lines New York Tribune April 12 1922 p 21 Archived from the original on July 13 2023 Retrieved July 13 2023 Miller Tells Hylan State Won t Brook Transit Meddling Warns Mayor of Drastic Action to Uphold Unified Plan for Traction Line The New York Times April 20 1922 ISSN 0362 4331 Archived from the original on July 13 2023 Retrieved July 13 2023 Hylan Board Defies Miller Cowbells Clang Rattles Whir 600 Brooklyn Residents Clap and Cheer as 14th Street Elevated Bid Is Rejected The New York Times May 6 1922 ISSN 0362 4331 Archived from the original on July 13 2023 Retrieved July 13 2023 For 168th Street Elevators New York Herald December 3 1922 p 20 Archived from the original on July 13 2023 Retrieved July 13 2023 Three Rapid Transit Contracts Are Let They Cover Ft Hamilton Extension l4th St Eastern Workand 168th St Elevators The New York Times December 29 1922 ISSN 0362 4331 Archived from the original on July 13 2023 Retrieved July 13 2023 1922 1923 Annual Report of the Interborough Rapid Transit Company For The Year Ended June 30 1923 Interborough Rapid Transit Company 1923 p 11 Archived from the original on May 24 2022 Retrieved December 21 2020 1923 1924 Annual Report of the Interborough Rapid Transit Company For The Year Ended June 30 1924 Interborough Rapid Transit Company 1924 p 13 Archived from the original on October 31 2021 Retrieved December 21 2020 Tube Elevators Daily News June 27 1924 p 39 Archived from the original on July 13 2023 Retrieved July 13 2023 Two New Subway Elevators The New York Herald New York Tribune June 27 1924 p 27 ISSN 1941 0646 ProQuest 1113106217 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 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 Crowell Paul October 11 1946 Improvement Costs Voted for Subway Board of Estimate Appropriates 31 291 000 for New Cars and Station Lengthening PDF The New York Times p 24 ISSN 0362 4331 Archived from the original on May 21 2022 Retrieved July 28 2021 City Approves 35 153 000 Subway Outlay Board of Estimate Awards Contract for 400 Cars and 10 Station Projects New York Herald Tribune October 11 1946 p 40 ISSN 1941 0646 ProQuest 1287183692 More Long Platforms Five Subway Stations on IRT to Accommodate 10 Car Trains PDF The New York Times July 10 1948 p 8 ISSN 0362 4331 Archived from the original on May 24 2022 Retrieved March 27 2016 Property Owners in Upper Manhattan Need Additional Transit Facilities Will Hold Mass Meeting This Week to Explain Needs of the District Subway Ticket Sales Above 157th Street Exceed 18 000 000 181st Street Is Busiest Station The New York Times June 7 1914 ISSN 0362 4331 Archived from the original on July 13 2023 Retrieved July 13 2023 Final Transit Plan Puts Line Up Heights and Under Narrows New York Herald October 14 1922 p 1 Archived from the original on July 13 2023 Retrieved July 13 2023 Another West Side Subway Proposed by Transit Board The Evening World October 14 1922 p 4 Archived from the original on July 13 2023 Retrieved July 13 2023 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 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 Hylan Subway Plan Links Four Boroughs at 450 000 000 Cost The New 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Retrieved May 2 2018 Daly William Jerome February 5 1928 New Subway Work Far Advanced From the Circle to 207th Street Small Section Near St Nicholas Avenue and 148th Street Being Constructed New York Herald Tribune p B1 ISSN 1941 0646 ProQuest 1113431484 Fare Suit Delay Now Seems Certain Highest Court Expected to Put Off Hearing to Oct 15 Because of Untermyer s Illness The New York Times September 20 1928 ISSN 0362 4331 Archived from the original on July 13 2023 Retrieved July 13 2023 Sightseers Invade New Subway When Barricade Is Lifted The New York Times September 9 1932 ISSN 0362 4331 Archived from the original on July 1 2022 Retrieved July 1 2022 8th Av Subway Gets First 5c by Woman s Error She Peers Into a Station Hears Train Pays for Ride but Is Day Too Early Preparing for Tomorrow s Rush on 8th Ave Subway New York Herald Tribune September 9 1932 p 1 ISSN 1941 0646 ProQuest 1125436641 Crowell Paul September 10 1932 Gay Midnight Crowd Rides First Trains In The New Subway Throngs 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Station Closings Draw Fire Newsday p 3 ISSN 2574 5298 ProQuest 278328308 Henican Ellis May 24 1992 In the Subways West Side to the Donald Please Don t Push Us Close to the Edge Newsday p 6 ISSN 2574 5298 ProQuest 278526293 Henican Ellis August 22 1993 In the Subways Temp Drops Everywhere but Down Newsday p 11 ISSN 2574 5298 ProQuest 278666426 Henican Ellis February 16 1992 In the Subways Ta Will Spike Iron Maidens Newsday p 18 ISSN 2574 5298 ProQuest 1237383241 Gambardello Joseph A February 20 1992 Report Elevators at Subway Stations Going Down Fast Newsday p 25 ISSN 2574 5298 Archived from the original on May 2 2023 Retrieved May 2 2023 All Times 1 9 Trains will not stop at 168 St station while we modernize elevators New York City Transit July 1997 a b c 168th St Subway Station To Reopen After Repairs The New York Times September 6 1997 ISSN 0362 4331 Archived from the original on May 15 2023 Retrieved May 14 2023 Pierre Pierre Garry June 26 1997 Busy Subway Station to Shut for Summer 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Stations on the New 8th Av Line The New York Times September 10 1932 p 6 ISSN 0362 4331 Archived from the original on May 2 2021 Retrieved April 21 2020 A Subway Timetable Effective June 26 2022 Metropolitan Transportation Authority Retrieved August 26 2023 C Subway Timetable Effective June 26 2022 Metropolitan Transportation Authority Retrieved August 26 2023 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 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 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 8th Av Subway Tests Trains on Full Schedule Line Begins Operation Pending Receipt of First Nickel Tomorrow Night New York Herald Tribune September 8 1932 p 1 ISSN 1941 0646 ProQuest 1221293658 External links Edit nbsp Wikimedia Commons has media related to 168th Street New York City Subway nycsubway org IRT West Side Line 168th Street nycsubway org IND 8th Avenue 168th Street Station Reporter 168 Street Broadway Complex The Subway Nut Washington Heights 168th Street Pictures Archived June 8 2017 at the Wayback Machine 168th Street entrance to Eighth Avenue Line from Google Maps Street View 169th Street entrance to Eighth Avenue Line from Google Maps Street View 168th Street entrance to Broadway Seventh Avenue Line from Google Maps Street View IRT overpass from Google Maps Street View IRT platforms from Google Maps Street View IND platforms from Google Maps Street View Retrieved from https en wikipedia org w index php title 168th Street station New York City Subway amp oldid 1176182035 IRT Broadway Seventh Avenue Line platforms, wikipedia, wiki, book, 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