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91st Street station (IRT Broadway–Seventh Avenue Line)

Coordinates: 40°47′29″N 73°58′27″W / 40.7914°N 73.9741°W / 40.7914; -73.9741
From Wikipedia, the free encyclopedia

 91 Street
 
Former New York City Subway station
The abandoned station platform in 2016
Station statistics
AddressWest 91st Street and Broadway
New York, NY 10025
BoroughManhattan
LocaleUpper West Side
Coordinates40°47′29″N 73°58′27″W / 40.7914°N 73.9741°W / 40.7914; -73.9741
DivisionA (IRT)[1]
Line   IRT Broadway–Seventh Avenue Line
ServicesNone (abandoned)
StructureUnderground
Platforms2 side platforms
Tracks4
Other information
OpenedOctober 27, 1904; 120 years ago (1904-10-27)[2]
ClosedFebruary 2, 1959; 65 years ago (1959-02-02)
Station succession
Next north96th Street
Next south86th Street
Location
91st Street station (IRT Broadway–Seventh Avenue Line) is located in New York City Subway
91st Street station (IRT Broadway–Seventh Avenue Line)
91st Street station (IRT Broadway–Seventh Avenue Line) is located in New York City
91st Street station (IRT Broadway–Seventh Avenue Line)
91st Street station (IRT Broadway–Seventh Avenue Line) is located in New York
91st Street station (IRT Broadway–Seventh Avenue Line)
Track layout

Legend
to 96 St
to 86 St
Street map

Map

The 91st Street station was a local station on the IRT Broadway–Seventh Avenue Line of the New York City Subway. It was located at 91st Street and Broadway on the Upper West Side of Manhattan.

The 91st Street station was constructed for the Interborough Rapid Transit Company (IRT) as part of the city's first subway line, which was approved in 1900. Construction of the line segment that includes the 91st Street station began on August 22 of the same year. The station opened on October 27, 1904, as one of the original 28 stations of the New York City Subway. The station was closed on February 2, 1959, as a result of a platform lengthening project at the two adjacent stations, 86th Street and 96th Street.

The 91st Street station contains two abandoned side platforms and four tracks. The station was built with tile and mosaic decorations. Many of these decorations have been covered with graffiti.

History

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Construction and opening

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The 91st Street station prior to opening in 1904

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

The 91st Street station was constructed as part of the IRT's West Side Line (now the Broadway–Seventh Avenue Line) from 82nd Street to 104th Street, for which work had begun on August 22, 1900. Work for that section had been awarded to William Bradley.[5] By late 1903, the subway was nearly complete, but the IRT Powerhouse and the system's electrical substations were still under construction, delaying the system's opening.[3]: 186 [6] The 91st Street station opened on October 27, 1904, as one of the original 28 stations of the New York City Subway from City Hall to 145th Street on the West Side Branch.[2][3]: 186 

Service changes and closure

[edit]
Street grading of 91st Street

After the first subway line was completed in 1908,[7] the station was served by local trains along both the West Side (now the Broadway–Seventh Avenue Line to Van Cortlandt Park–242nd Street) and East Side (now the Lenox Avenue Line). West Side local trains had their southern terminus at City Hall during rush hours and South Ferry at other times, and had their northern terminus at 242nd Street. East Side local trains ran from City Hall to Lenox Avenue (145th Street).[8]

To address overcrowding, in 1909, the New York Public Service Commission proposed lengthening the platforms at stations along the original IRT subway.[9]: 168  As part of a modification to the IRT's construction contracts made on January 18, 1910, the company was to lengthen station platforms to accommodate ten-car express and six-car local trains. In addition to $1.5 million (equivalent to $49.1 million in 2023) spent on platform lengthening, $500,000 (equivalent to $16.4 million in 2023) was spent on building additional entrances and exits. It was anticipated that these improvements would increase capacity by 25 percent.[10]: 15  Platforms at local stations, such as the 91st Street station, were lengthened by between 20 and 30 feet (6.1 and 9.1 m). Both platforms were extended to the north and south.[10]: 111  Six-car local trains began operating in October 1910.[9]: 168  The Broadway–Seventh Avenue Line opened south of Times Square–42nd Street in 1918, 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, and all local trains were sent to South Ferry.[11]

In December 1922, the Transit Commission approved a $3 million project to lengthen platforms at 14 local stations along the original IRT line, including 91st Street and five other stations on the Broadway–Seventh Avenue Line. Platform lengths at these stations would be increased from 225 to 436 feet (69 to 133 m).[12][13] The commission postponed the platform-lengthening project in September 1923, at which point the cost had risen to $5.6 million.[14][15]

The city government took over the IRT's operations on June 12, 1940.[16][17] The station's decline commenced in the late 1940s when platforms on the IRT Broadway–Seventh Avenue Line from 103rd Street to 238th Street were lengthened to 514 feet (157 m) to allow trains of ten 51.4-foot-long (15.7 m) cars to stop at these stations; previously, platforms could only accommodate six-car local trains. The platform extensions were opened in stages through 1948.[18][19] The IRT routes were given numbered designations in 1948 with the introduction of "R-type" rolling stock, which contained rollsigns with numbered designations for each service.[20] The Broadway route to 242nd Street became known as the 1 and the Lenox Avenue route as the 3.[21]

A new service pattern was implemented on the line during peak hours in the late 1950s, removing a rush-hour service bottleneck north of 96th Street by rerouting local trains up the Broadway–Seventh Avenue Line to Van Cortlandt Park–242nd Street and express trains to the Bronx or 145th Street via the IRT Lenox Avenue Line. On February 6, 1959, all Broadway trains became locals, and all Lenox Avenue trains became expresses, eliminating the need to switch tracks.[22][23][24] The rush-hour service could not be implemented until the platform extensions at stations on the line were completed. The original IRT stations north of Times Square could only fit five- or six-car trains. By 1958, the platform extensions at the local stations were nearly completed, but there were more problems with the platform extensions at the two express stations, 72nd Street and 96th Street. At 72nd Street, the track layout was simply changed, but at 96th Street, the local tracks and the outside walls had to be moved. A new mezzanine with stairways to the street was built between West 93rd Street and West 94th Street. The 86th Street and 96th Street stations had their platforms extended in order to accommodate 10-car trains. The 91st Street station could not have its platforms extended because they would already be too close to the other two stations. It was closed on February 2, 1959.[25][26][27] Advertisements from 1959 persisted for several years before the station walls were graffitied over.[27]

Station layout

[edit]
Ground Street level
Platform level Side platform, not in service
Northbound local ← "1" train ("2" train late nights) do not stop here (96th Street)
Northbound express ← "2" train"3" train do not stop here
Southbound express "2" train"3" train do not stop here →
Southbound local "1" train ("2" train late nights) do not stop here (86th Street) →
Side platform, not in service

Like other local stations, 91st Street has four tracks and two abandoned side platforms. The two local tracks, which formerly served the station, are used by the 1 train at all times and the 2 train during late nights. The two express tracks are used by the 2 train during daytime hours and the 3 train at all times.[28] The platforms were 200 feet (61 m) long, like at other local stations on the original IRT.[4]: 4 [29]: 8  While the local tracks stay level, the express tracks are at a lower elevation throughout most of the station.

As with other stations built as part of the original IRT, the station was constructed using a cut-and-cover method.[30]: 237  The tunnel is covered by a U-shaped trough that contains utility pipes and wires. The bottom of this trough contains a foundation of concrete no less than 4 inches (100 mm) thick.[29]: 9  Each former platform consists of 3-inch-thick (7.6 cm) concrete slabs, beneath which are drainage basins. The former platforms contain circular, cast-iron Doric-style columns spaced every 15 feet (4.6 m). Additional columns between the tracks, spaced every 5 feet (1.5 m), support the jack-arched concrete station roofs.[4]: 4 [29]: 9  There is a 1-inch (25 mm) gap between the trough wall and the platform walls, which are made of 4-inch (100 mm)-thick brick covered over by a tiled finish.[29]: 9 

The decorative scheme consisted of blue tile tablets, green tile bands, a yellow faience cornice, and violet faience plaques.[29]: 38  The mosaic tiles at all original IRT stations were manufactured by the American Encaustic Tiling Company, which subcontracted the installations at each station.[29]: 31  The decorative work was performed by tile contractor Alfred Boote Company and faience contractor Rookwood Pottery Company.[29]: 38  The 91st Street station is fairly well preserved, with the exception of some litter and graffiti.

See also

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References

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  1. ^ "Glossary". Second Avenue Subway Supplemental Draft Environmental Impact Statement (SDEIS) (PDF). Vol. 1. Metropolitan Transportation Authority. March 4, 2003. pp. 1–2. Archived from the original (PDF) on February 26, 2021. Retrieved January 1, 2021.
  2. ^ a b "Our Subway Open: 150,000 Try It; Mayor McClellan Runs the First Official Train". The New York Times. October 28, 1904. p. 1. ISSN 0362-4331. Retrieved April 21, 2020.
  3. ^ a b c d e f g h Walker, James Blaine (1918). Fifty Years of Rapid Transit — 1864 to 1917. New York, N.Y.: Law Printing. Retrieved November 6, 2016.
  4. ^ a b c d "Interborough Rapid Transit System, Underground Interior" (PDF). New York City Landmarks Preservation Commission. October 23, 1979. Retrieved July 28, 2019.
  5. ^ a b Report of the Board of Rapid Transit Railroad Commissioners for the City of New York For The Year Ending December 31, 1904 Accompanied By Reports of the Chief Engineer and of the Auditor. Board of Rapid Transit Railroad Commissioners. 1905. pp. 229–236.
  6. ^ "First of Subway Tests; West Side Experimental Trains to be Run by Jan. 1 Broadway Tunnel Tracks Laid, Except on Three Little Sections, to 104th Street -- Power House Delays". The New York Times. November 14, 1903. ISSN 0362-4331. Retrieved May 10, 2022.
  7. ^ "Our First Subway Completed At Last — Opening of the Van Cortlandt Extension Finishes System Begun in 1900 — The Job Cost $60,000,000 — A Twenty-Mile Ride from Brooklyn to 242d Street for a Nickel Is Possible Now". The New York Times. August 2, 1908. p. 10. Retrieved November 6, 2016.
  8. ^ Herries, William (1916). Brooklyn Daily Eagle Almanac. Brooklyn Daily Eagle. p. 119.
  9. ^ a b Hood, Clifton (1978). "The Impact of the IRT in New York City" (PDF). Historic American Engineering Record. pp. 146–207 (PDF pp. 147–208). Retrieved December 20, 2020. Public Domain This article incorporates text from this source, which is in the public domain.{{cite web}}: CS1 maint: postscript (link)
  10. ^ a b Report of the Public Service Commission for the First District of the State of New York For The Year Ending December 31, 1910. Public Service Commission. 1911.
  11. ^ "Open New Subway Lines to Traffic; Called a Triumph" (PDF). The New York Times. August 2, 1918. p. 1. ISSN 0362-4331. Archived (PDF) from the original on August 3, 2019. Retrieved October 4, 2011.
  12. ^ "33d Street to Be I.R.T. Express Stop; Reconstruction One of Many Station Improvements Ordered by Commission". The New York Times. December 17, 1922. ISSN 0362-4331. Retrieved June 21, 2022.
  13. ^ "$4,000,000 in Construction on I. R. T. Ordered: 33d St. on East Side Subway Will Be Express Stop; Local Stations to Have 10-Car Train Capacity Aim to Speed Service Improvements Will Relieve Congestion Along Both Routes. Board Believes". New-York Tribune. December 18, 1922. p. 22. ProQuest 573974563.
  14. ^ "Express Stop Plan Opposed by I.R.T.; Officials Say Money Is Not Available for Change at 33d Street Station". The New York Times. September 7, 1923. ISSN 0362-4331. Retrieved June 21, 2022.
  15. ^ "I. R. T. Wins Delay At Subway Platform Extension Hearing: Transit Commission Head Tells Meeting Widening West Side Stations Would Increase Capacity 25 P. C". New-York Tribune. September 7, 1923. p. 6. ProQuest 1237290874.
  16. ^ "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.
  17. ^ "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.
  18. ^ Report for the three and one-half years ending June 30, 1949. New York City Board of Transportation. 1949. hdl:2027/mdp.39015023094926.
  19. ^ "More Long Platforms; Five Subway Stations on IRT to Accommodate 10-Car Trains". The New York Times. July 10, 1948. ISSN 0362-4331. Retrieved March 27, 2016.
  20. ^ Brown, Nicole (May 17, 2019). "How did the MTA subway lines get their letter or number? NYCurious". amNewYork. Retrieved January 27, 2021.
  21. ^ Friedlander, Alex; Lonto, Arthur; Raudenbush, Henry (April 1960). "A Summary of Services on the IRT Division, NYCTA" (PDF). New York Division Bulletin. 3 (1). Electric Railroaders' Association: 2–3. Archived from the original (PDF) on September 14, 2020. Retrieved January 27, 2021.
  22. ^ "New Hi-Speed Locals 1959 New York City Transit Authority". Flickr. New York City Transit Authority. 1959. Retrieved June 15, 2016.
  23. ^ "Wagner Praises Modernized IRT; Mayor and Transit Authority Are Hailed as West Side Changes Take Effect" (PDF). The New York Times. Retrieved June 15, 2016.
  24. ^ "Modernized IRT To Bow On Feb. 6; West Side Line to Eliminate Bottleneck at 96th Street" (PDF). The New York Times. Retrieved June 15, 2016.
  25. ^ Aciman, Andre (January 8, 1999). "My Manhattan; Next Stop: Subway's Past". The New York Times. ISSN 0362-4331. Retrieved August 26, 2016.
  26. ^ "High-Speed Broadway Local Service Began in 1959". The Bulletin. 52 (2). New York Division, Electric Railroaders' Association. February 2009. Retrieved August 26, 2016 – via Issu.
  27. ^ a b Raanan Geberer. "The Ghost Subway Station on 91st". StrausMedia. Archived from the original on December 24, 2018. Retrieved September 11, 2016.
  28. ^ Dougherty, Peter (2006) [2002]. Tracks of the New York City Subway 2006 (3rd ed.). Dougherty. OCLC 49777633 – via Google Books.
  29. ^ a b c d e f g Framberger, David J. (1978). "Architectural Designs for New York's First Subway" (PDF). Historic American Engineering Record. pp. 1–46 (PDF pp. 367–412). Retrieved December 20, 2020. Public Domain This article incorporates text from this source, which is in the public domain.{{cite web}}: CS1 maint: postscript (link)
  30. ^ Scott, Charles (1978). "Design and Construction of the IRT: Civil Engineering" (PDF). Historic American Engineering Record. pp. 208–282 (PDF pp. 209–283). Retrieved December 20, 2020. Public Domain This article incorporates text from this source, which is in the public domain.{{cite web}}: CS1 maint: postscript (link)
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