To install click the Add extension button. That's it.

The source code for the WIKI 2 extension is being checked by specialists of the Mozilla Foundation, Google, and Apple. You could also do it yourself at any point in time.

4,5
Kelly Slayton
Congratulations on this excellent venture… what a great idea!
Alexander Grigorievskiy
I use WIKI 2 every day and almost forgot how the original Wikipedia looks like.
Live Statistics
English Articles
Improved in 24 Hours
Added in 24 Hours
What we do. Every page goes through several hundred of perfecting techniques; in live mode. Quite the same Wikipedia. Just better.
.
Leo
Newton
Brights
Milds

Cathedral Parkway–110th Street station (IRT Broadway–Seventh Avenue Line)

From Wikipedia, the free encyclopedia

 Cathedral Parkway–110 Street
 "1" train
MTA NYC logo.svg New York City Subway station (rapid transit)
Cathedral Parkway 110th Street IRT Broadway 004.JPG
Southbound platform
Station statistics
AddressWest 110th Street (Cathedral Parkway) & Broadway
New York, NY 10025[1][2]: 1 
BoroughManhattan
LocaleMorningside Heights
Coordinates40°48′14″N 73°58′01″W / 40.804°N 73.967°W / 40.804; -73.967
DivisionA (IRT)[3]
Line   IRT Broadway–Seventh Avenue Line
Services   1 all times (all times)
TransitBus transport NYCT Bus: M4,
Airport transportation
M60 SBS, M104[4]
StructureUnderground
Platforms2 side platforms
Tracks3 (2 in regular service)
Other information
OpenedOctober 27, 1904; 117 years ago (1904-10-27)[5]
Station code308[6]
Opposite-
direction
transfer
No
Traffic
20193,703,893[7]Decrease 7.7%
Rank135 out of 424[7]
Station succession
Next north116th Street–Columbia University: 1 all times
Next south103rd Street: 1 all times
Location
Track layout

Street map

Station service legend
Symbol Description
Stops all times Stops all times

110th Street--Cathedral Parkway Subway Station (IRT)
MPSNew York City Subway System MPS
NRHP reference No.04001019[2]
NYCL No.1096
Significant dates
Added to NRHPSeptember 17, 2004
Designated NYCLOctober 23, 1979[8]

Cathedral Parkway–110th Street is a local station on the IRT Broadway–Seventh Avenue Line of the New York City Subway. Located at the intersection of Cathedral Parkway and Broadway in Morningside Heights, Manhattan, it is served by the 1 train at all times.

The 110th 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 110th Street started on June 18 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's platforms were lengthened in 1948 to accommodate ten-car trains, and the station was renovated in the 2000s.

The 110th Street station contains two side platforms and three tracks; the center track is not used in regular service. The station was built with tile and mosaic decorations. The platforms contain exits to 110th Street and Broadway and are not connected to each other within fare control. The original section of the station is a New York City designated landmark and listed on the National Register of Historic Places.

History

Construction and opening

Large mosaic name tablet
Large mosaic name tablet

Planning for a subway line in New York City dates to 1864.[9]: 21  However, development of what would become the city's first subway line did not start until 1894, when the New York State Legislature authorized the Rapid Transit Act.[9]: 139–140  The subway plans were drawn up by a team of engineers led by William Barclay Parsons, chief engineer of the Rapid Transit Commission. 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.[8]: 3  A plan was formally adopted in 1897,[9]: 148  and all legal conflicts concerning the route alignment were resolved near the end of 1899.[9]: 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,[10] in which it would construct the subway and maintain a 50-year operating lease from the opening of the line.[9]: 165  In 1901, the firm of Heins & LaFarge was hired to design the underground stations.[8]: 4  Belmont incorporated the Interborough Rapid Transit Company (IRT) in April 1902 to operate the subway.[9]: 182 

The 110th Street station was constructed as part of the IRT's West Side Line (now the Broadway–Seventh Avenue Line) from 104th Street to 125th Street, for which construction began on June 18, 1900.[10] The section of the West Side Line around this station was originally planned as a two-track line, but in early 1901, was changed to a three-track structure to allow trains to be stored in the center track.[11]: 93 [12]: 189–190  Construction on the section between 104th Street and 125th Street had already begun prior to the design change, requiring that a portion of the work be undone.[11]: 240–241  A third track was added directly north of 96th Street, immediately east of the originally planned two tracks.[13]: 14 

The 110th 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.[5][9]: 186  The opening of the first subway line, and particularly the 110th Street station, helped contribute to the development of Morningside Heights and Harlem.[2]: 8 

Service changes and station renovations

20th century

After the first subway line was completed in 1908,[14] 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.[15] In 1918, the Broadway–Seventh Avenue Line opened south of Times Square–42nd Street, thereby dividing the original line 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.[16]

To address overcrowding, in 1909, the New York Public Service Commission proposed lengthening platforms at stations along the original IRT subway.[17]: 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 $41.7 million in 2020) spent on platform lengthening, $500,000 (equivalent to $13,888,000 in 2020) was spent on building additional entrances and exits. It was anticipated that these improvements would increase capacity by 25 percent.[18]: 15  The northbound platform at the 110th Street station was extended 135 feet (41 m) to the south,[18]: 111  while the southbound platform was not lengthened.[18]: 106  On January 24, 1911, ten-car express trains began running on the West Side Line.[17]: 168 [19] Subsequently, the station could accommodate six-car local trains, but ten-car trains could not open some of their doors.[20] In conjunction with the platform lengthening, an additional entrance to the station was constructed. The new entrance was completed in 1911, except for finishing work and the installation of a kiosk. Following the installation of railings and a ticket booth, this entrance was opened on January 17, 1912. The kiosk and some finishing work were completed after the entrance had opened.[21] In 1925, the New York City Board of Estimate ordered the removal of the three entrance kiosks at 110th Street for imperiling the safety of pedestrians and drivers by obstructing vision, and requested that the New York City Board of Transportation henceforth build entrances adjacent to the building line, or preferably, in buildings.[22] The project was completed in 1926.[23]

Platforms at IRT Broadway–Seventh Avenue Line stations between 103rd Street and 238th Street, including those at 110th Street, were lengthened to 514 feet (157 m) between 1946 and 1948, allowing full ten-car express trains to stop at these stations.[20] A contract for the platform extensions at 110th Street and eight other stations on the line was awarded to Spencer, White & Prentis Inc. in October 1946.[24] The platform extensions at these stations were opened in stages. On April 6, 1948, the platform extension at 110th Street opened.[20] Simultaneously, the IRT routes were given numbered designations with the introduction of "R-type" rolling stock, which contained rollsigns with numbered designations for each service. The first such fleet, the R12, was put into service in 1948.[25] The route to 242nd Street became known as the 1.[26] In 1959, all 1 trains became local.[27]

In 1979, the New York City Landmarks Preservation Commission designated the space within the boundaries of the original station, excluding expansions made after 1904, as a city landmark. The station was designated along with eleven others on the original IRT.[8][28]

In April 1988,[29] 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.[30] When skip-stop service started in 1989, it was only implemented north of 137th Street–City College on weekdays, and 110th Street was served by both the 1 and the 9.[31][32][33]

21st century

Skylights allowing light in from the street above
Skylights allowing light in from the street above

In June 2002, the Metropolitan Transportation Authority (MTA) announced that ten subway stations citywide, including 103rd Street, 110th Street, 116th Street, 125th Street, and 231st Street on the IRT Broadway–Seventh Avenue Line, would receive renovations. As part of the project, fare control areas would be redesigned, flooring, and electrical and communication systems would be upgraded, and new lighting, public address systems and stairways would be installed. In addition, since 110th Street, 116th Street, and 125th Street had landmark status, historical elements would be replaced or restored. At the ends of the station platforms at 103rd Street, 110th Street, and 116th Street, a small section of station wall, which would look identical to the existing station walls, would be added to provide space for scrubber rooms.[34][35] Work on the ten citywide renovation projects was estimated to cost almost $146 million, and was scheduled to start later that year, and be completed in April 2004, in time for the 100th anniversary of the station's opening, and the 250th anniversary of Columbia University.[36][37]

In September 2002, Columbia University was in negotiations to provide funding for the renovation of the 110th Street station, following a similar agreement to cover a portion of the cost to renovate the 103rd Street station. As a condition of the funding allocation, the university wanted work on the project to be expedited. Residents of Morningside Heights approved of the renovation plans, but were concerned that the expedited repairs would come at the cost of damaging the stations' historic elements. A plan to renovate the station quickly while maintaining its historic elements was already completed for the 110th Street station. The MTA was expected to decide whether preservation or speed would be prioritized in the station renovation projects by the end of the year.[34]

At the 110th Street and 116th Street stations, local community activists opposed artwork that was planned to be commissioned through the MTA's Arts for Transit program. Though the proposed artwork was intended as a homage to the stations' history, the activists believed the art would damage the decorative tiling that dated from the stations' opening, and that the artwork would damage the landmark interiors of the stations.[38][39] The MTA had planned to install a small bronze subway track and train to be inlaid within the station walls surrounded by sepia-toned photographs of the neighborhood at 110th Street. In December 2002, Manhattan Community Board 7 voted in favor of the plan to include artwork from the MTA's Arts for Transit program at the 103rd Street station, which was not landmarked. Community Board 7 voted against the plan to include new artwork at the landmarked 110th Street and 116th Street stations, and the MTA dropped plans for the artwork at these stations.[38] On February 4, 2003, Community Board 7 voted in favor of renovating the 103rd Street and 110th Street stations, but against the inclusion of any new artwork in the stations, going against the board's initial vote to support the installation of artwork at 103rd Street.[35]

Due to concerns expressed by community groups, the addition of art to this station and the 116th Street station was dropped.[37][38] Between October 5 and November 17, 2003, the downtown platforms at 110th Street and 125th Street were closed to expedite work on their renovations.[40] The original interiors were listed on the National Register of Historic Places in 2004.[2] Skip-stop service ended on May 27, 2005.[41][42]

Station layout

View of the southern end of the downtown platform
View of the southern end of the downtown platform
G Street level Exit/entrance
P
Platform level
Side platform
Northbound local "1" train toward 242nd Street (116th Street–Columbia University)
Peak-direction express No regular service
Southbound local "1" train toward South Ferry (103rd Street)
Side platform
Northwestern corner street stair
Northwestern corner street stair

This station has two side platforms and three tracks, the center one being an unused express track.[43] The 1 stops here at all times.[44]

The platforms were originally 350 feet (110 m) long, as at other stations north of 96th Street,[8]: 4 [2]: 3 [45]: 8  but as a result of the 1948 platform extension, became 520 feet (160 m) long.[20] The platform extensions are at the southern ends of the original platforms.[45]: 39 

The southbound local track is technically known as BB1 and the northbound one is BB4; the BB designation is used for chaining purposes along the Broadway–Seventh Avenue Line from 96th Street to 242nd Street. Although it cannot be accessed at Cathedral Parkway–110th Street, the center track is designated as M. These designations are rarely, if ever, used in ordinary conversation.[43]

Design

Original ceramic cartouche
Original ceramic cartouche

As with other stations built as part of the original IRT, the station was constructed using a cut-and-cover method.[46]: 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.[2]: 3–4 [45]: 9  Each platform consists of 3-inch-thick (7.6 cm) concrete slabs, beneath which are drainage basins. The original platforms contain circular, cast-iron Doric-style columns spaced every 15 feet (4.6 m), while the platform extensions contain I-beam columns. Additional columns between the tracks, spaced every 5 feet (1.5 m), support the jack-arched concrete station roofs.[2]: 3–4 [8]: 4 [45]: 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.[45]: 9 

The fare control is at platform level, and there is no crossover or crossunder between the platforms. The walls along the platforms consist of a Roman brick wainscoting on the lowest part of the wall, and buff-colored mosaic tiles above. The platform walls are divided at 15-foot (4.6 m) intervals by salmon tile pilasters, or vertical bands. The pilasters are topped by blue faience plaques with the number "110", surrounded by motifs of wreaths. Green-and-white mosaic wall tablets with the name "Cathedral Parkway" are installed along the platform walls, accented by buff, pink, and red motifs.[2]: 4 [8]: 9  The design of the station, which was completed by Heins and LaFarge, were inspired by work they were doing simultaneously at other projects in Morningside Heights, including work on the Cathedral of St. John the Divine. The dark Victorian colors used in the station were taken from Charles McKim's design of Columbia University's Low Library rotunda.[38] The mosaic tiles at all original IRT stations were manufactured by the American Encaustic Tile Company, which subcontracted the installations at each station.[45]: 31  The decorative work was performed by tile contractor John H. Parry and faience contractor Grueby Faience Company.[45]: 39 

The downtown platform has two doors leading to telephone and electrical distribution rooms at its southern end, and a paneled metal door on the northern end.[2]: 4–5  The uptown platform has closets in the fare control area, which were formerly men's and women's restrooms.[2]: 5 

Exits

The only entrance to the southbound platform is at the northwest corner of 110th Street and Broadway. There are entrances to the northbound platform from both the north-eastern and south-eastern corners of 110th Street and Broadway.[47][2]: 4  The street staircases contain relatively simple, modern steel railings like those seen at most New York City Subway stations.[2]: 5  The Cathedral of St. John the Divine is one block east of the exits.[47]

References

  1. ^ "Borough of Manhattan, New York City". Government of New York City. Retrieved December 28, 2020.
  2. ^ a b c d e f g h i j k l "New York MPS 110th Street--Cathedral Parkway 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: 75313907. National Archives.
  3. ^ "Glossary". Second Avenue Subway Supplemental Draft Environmental Impact Statement (SDEIS) (PDF). 1. Metropolitan Transportation Authority. March 4, 2003. pp. 1–2. Archived from the original (PDF) on February 26, 2021. Retrieved January 1, 2021.
  4. ^ "Manhattan Bus Map" (PDF). Metropolitan Transportation Authority. July 2019. Retrieved December 1, 2020.
  5. ^ 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.
  6. ^ "Station Developers' Information". Metropolitan Transportation Authority. Retrieved June 13, 2017.
  7. ^ "Facts and Figures: Annual Subway Ridership 2014–2019". Metropolitan Transportation Authority. 2020. Retrieved May 26, 2020.
  8. ^ a b c d e f g "Interborough Rapid Transit System, Underground Interior" (PDF). New York City Landmarks Preservation Commission. October 23, 1979. Retrieved November 19, 2019.
  9. ^ 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.
  10. ^ 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.
  11. ^ a b Report of the Board of Rapid Transit Railroad Commissioners For And In The City of New York Up to December 31, 1901. Board of Rapid Transit Railroad Commissioners. 1902.
  12. ^ 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.
  13. ^ "New York City's Subway Turns 100" (PDF). The Bulletin. Electric Railroaders' Association. 47 (10). October 2004. Archived from the original (PDF) on April 3, 2018. Retrieved April 2, 2018.
  14. ^ "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.
  15. ^ Brooklyn Daily Eagle Almanac. Brooklyn Daily Eagle. 1916. p. 119.
  16. ^ "Open New Subway Lines to Traffic; Called a Triumph" (PDF). The New York Times. August 2, 1918. p. 1. ISSN 0362-4331. Retrieved October 4, 2011.
  17. ^ 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.CS1 maint: postscript (link)
  18. ^ 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.
  19. ^ "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. Retrieved April 5, 2018.
  20. ^ 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.
  21. ^ Report of the Public Service Commission for the First District of the State of New York. New York State Public Service Commission. 1913. pp. 162–163.
  22. ^ Report of the Chief Engineer. New York City Board of Estimate. 1925. p. 82.
  23. ^ Transportation, Board of (1928). Proceedings of the Board of Transportation of the City of New York. New York City Board of Transportation. p. 485.
  24. ^ 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. Retrieved July 28, 2021.
  25. ^ Brown, Nicole (May 17, 2019). "How did the MTA subway lines get their letter or number? NYCurious". amNewYork. Retrieved January 27, 2021.
  26. ^ Friedlander, Alex; Lonto, Arthur; Raudenbush, Henry (April 1960). "A Summary of Services on the IRT Division, NYCTA" (PDF). New York Division Bulletin. Electric Railroaders' Association. 3 (1): 2.
  27. ^ "Wagner Praises Modernized IRT — Mayor and Transit Authority Are Hailed as West Side Changes Take Effect". The New York Times. February 7, 1959. p. 21. Retrieved November 6, 2016.
  28. ^ "12 IRT Subway Stops Get Landmark Status". The New York Times. October 27, 1979. ISSN 0362-4331. Retrieved December 26, 2020.
  29. ^ Brozan, Nadine (June 4, 1989). "'Skip-Stop' Subway Plan Annoys No. 1 Riders". The New York Times. ISSN 0362-4331. Retrieved June 15, 2016.
  30. ^ Moore, Keith (June 10, 1988). "TA's skip-stop plan hit". New York Daily News. Retrieved November 8, 2018.
  31. ^ "#1 Riders: Your Service is Changing". New York Daily News. August 20, 1989. Retrieved November 8, 2018.
  32. ^ "Announcing 1 and 9 Skip-Stop Service on the Broadway-Seventh Avenue Line" (PDF). New York City Transit Authority. August 1989. Archived from the original (PDF) on June 26, 2020. Retrieved August 1, 2009.
  33. ^ Lorch, Donatella (August 22, 1989). "New Service For Subways On West Side". The New York Times. ISSN 0362-4331. Retrieved June 15, 2016.
  34. ^ a b Nowakowski, Xan (September 11, 2002). "Columbia Invests in Area Subway Stations". Columbia Daily Spectator. Retrieved January 5, 2021.
  35. ^ a b Homans, Charlie (February 6, 2003). "CB7 Rejects MTA's Arts For Transit Proposition". Columbia Daily Spectator. Retrieved January 5, 2021.
  36. ^ Donohue, Pete (June 11, 2002). "Renovation Is Set For 10 Subway Stations". New York Daily News. Retrieved January 8, 2018.
  37. ^ a b Angara, Harini (January 23, 2004). "116th Subway Station Gets a Face Lift". Columbia Spectator. Retrieved January 5, 2021.
  38. ^ a b c d Homans, Charlie (January 24, 2003). "Tunnel Vision: MTA, Locals Don't See Eye to Eye". Columbia Daily Spectator. Retrieved January 5, 2021.
  39. ^ Kennedy, Randy (January 10, 2003). "Plan to Renovate Stations Draws Ire". The New York Times. ISSN 0362-4331. Retrieved January 10, 2021.
  40. ^ "1 9 Downtown Trains skip 125 St. and 110 St". Columbia Daily Spectator. October 3, 2003. Retrieved January 5, 2021.
  41. ^ Chan, Sewell (May 25, 2005). "On Its Last Wheels, No. 9 Line Is Vanishing on Signs". The New York Times. ISSN 0362-4331. Retrieved August 29, 2016.
  42. ^ "Noteworthy – 9 discontinued". mta.info. Metropolitan Transportation Authority. May 7, 2005. Archived from the original on May 7, 2005. Retrieved September 18, 2016.
  43. ^ a b Dougherty, Peter (2006) [2002]. Tracks of the New York City Subway 2006 (3rd ed.). Dougherty. OCLC 49777633 – via Google Books.
  44. ^ "1 Subway Timetable, Effective September 13, 2020". Metropolitan Transportation Authority. Retrieved December 9, 2020.
  45. ^ 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.CS1 maint: postscript (link)
  46. ^ 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.CS1 maint: postscript (link)
  47. ^ a b "MTA Neighborhood Maps: Cathedral Parkway-110 Street (1)". mta.info. Metropolitan Transportation Authority. April 2018. Retrieved September 13, 2018.

External links

This page was last edited on 28 July 2021, at 20:47
Basis of this page is in Wikipedia. Text is available under the CC BY-SA 3.0 Unported License. Non-text media are available under their specified licenses. Wikipedia® is a registered trademark of the Wikimedia Foundation, Inc. WIKI 2 is an independent company and has no affiliation with Wikimedia Foundation.