174th Street station (IRT White Plains Road Line)

174 Street   ​
New York City Subway station (rapid transit)
Station statistics
Address	East 174th Street, Southern Boulevard, & Boston Road Bronx, NY
Borough	The Bronx
Locale	Crotona Park East
Coordinates	40°50′13″N73°53′17″W / 40.837°N 73.888°W / 40.837; -73.888
Division	A (IRT) [1]
Line	IRT White Plains Road Line
Services	2   (all times) ​   5   (all times except rush hours in the peak direction and late nights)
Transit	NYCT Bus: Bx11, Bx19, Bx21
Structure	Elevated
Platforms	2 side platforms
Tracks	3
Other information
Opened	November 26, 1904;119 years ago (1904-11-26)
Opposite- direction transfer	No
Traffic
2023	1,118,781 [2]   1.9%
Rank	271 out of 423 [2]
Services Preceding station New York City Subway Following station West Farms Square–East Tremont Avenue 2   ​ 5   via East 180th Street Local Freeman Street 2   ​ 5   toward Flatbush Avenue–Brooklyn College
Location Show map of New York City Subway Show map of New York City Show map of New York
Track layout Legend to East Tremont Avenue to Freeman Street
Street map
Station service legend Symbol Description Stops all times Stops all times except rush hours in the peak direction

The 174th Street station is a local station on the IRT White Plains Road Line of the New York City Subway. Located at the intersection of 174th Street, Southern Boulevard and Boston Road in the Crotona Park East neighborhood of the Bronx, it is served by the 2 train at all times, and the 5 train at all times except late nights and rush hours in the peak direction.

History

Early history

The initial segment of the IRT White Plains Road Line opened on November 26, 1904, between 180th Street–Bronx Park and Jackson Avenue. Initially, trains on the line were served by elevated trains from the IRT Second Avenue Line and the IRT Third Avenue Line. Once the connection to the IRT Lenox Avenue Line opened on July 10, 1905, trains from the newly opened IRT subway ran via the line. ^{[3] [4] [5]}

To address overcrowding, in 1909, the New York Public Service Commission (PSC) proposed lengthening the platforms at stations along the original IRT subway. ^{[6] : 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. ^{[7] : 15} The northbound platform at the 174th Street station was extended 43 feet (13 m) to the front and 40 feet (12 m) to the rear, ^{[7] : 114} while the southbound platform was not lengthened. ^{[7] : 106} On January 23, 1911, ten-car express trains began running on the White Plains Road Line. ^{[6] : 168  [8]}

On June 18, 1915, the PSC approved a resolution approving a plan to relocate two supporting columns and one stairway at the station to accommodate the widening of 174th Street. The work, which was paid for by the borough of the Bronx, started on May 2, 1916, and was completed in August 1916. ^[9]

Later years

The New York State Transit Commission announced plans to extend the southbound platforms at seven stations on the line from Jackson Avenue to 177th Street to accommodate ten-car trains for $81,900 on August 8, 1934. The platform at 174th Street would be lengthened from 361 feet (110 m) to 489 feet (149 m). ^[10]

The city government took over the IRT's operations on June 12, 1940. ^{[11] [12]} The Bergen Avenue cutoff, which allowed Third Avenue trains to access the White Plains Road Line, was abandoned on November 5, 1946, as part of the gradual curtailment of elevated service on the IRT Third Avenue Line. ^[4] On June 13, 1949, the platform extensions at this station, as well as those on other White Plains Road Line stations between Jackson Avenue and 177th Street, opened. The platforms were lengthened to 514 feet (157 m) to allow full ten-car express trains to open their doors. Previously, the stations could only accommodate six-car local trains. ^[13]

The station was closed from July to November 2003 and was completely rehabilitated. ^[14] The station reopened on November 24, 2003, after undergoing a $12 million renovation. ^[15]

Station layout

Platform level	Side platform
	Northbound local	← toward Wakefield–241st Street (West Farms Square–East Tremont Avenue) ← toward Eastchester–Dyre Avenue (West Farms Square–East Tremont Avenue)
	Peak-direction express	← PM rush does not stop here ← AM rush does not stop here →
	Southbound local	← toward Flatbush Avenue–Brooklyn College via Seventh (Freeman Street) → ← toward Flatbush Avenue–Brooklyn College via Lexington weekdays, Bowling Green evenings/weekends (Freeman Street) →
	Side platform
Ground	Street level	Exit/entrance

Southbound platform

This elevated station, which has two side platforms and three tracks, is built on a curve, which results in large gaps between the center doors of trains and the platform. The gaps were almost wide enough to need gap fillers. By 2008, most of the station's gaps had been filled, but train announcements still warn passengers to "be careful of the gap between the platform and the train."^{[ citation needed ]}

The station has a white windscreen and black fencing. The ends of the platform are very narrow. ^[14]

The 2004 artwork here is called A Trip up the Bronx River by Daniel del Valle. It features stained glass windows on the platform windscreens and station house depicting sites along the Bronx River. ^[16]

Exits

The station does not have a mezzanine, therefore in-system transfers between the two directions are not possible. The station houses are at the same level as the platforms. The two southbound exits lead to the northwestern corner of the skewed intersection of 174th Street and Southern Boulevard. The two northbound exits are on either eastern corner of that intersection. ^[17]

References

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. "Annual Subway Ridership (2018–2023)". Metropolitan Transportation Authority. 2023. Retrieved April 20, 2024.
3. "Discuss Subway Signs in 18th St. Station" (PDF). The New York Times. November 27, 1904. ISSN   0362-4331. Archived (PDF) from the original on March 24, 2020.
4. Kahn, Alan Paul (January 1, 1973). Tracks of New York. New York: Electric Railroaders' Association.
5. "Subway Trains Running From Bronx to Battery" (PDF). The New York Times. July 10, 1905. ISSN   0362-4331. Archived (PDF) from the original on March 24, 2020. Retrieved September 4, 2016.
6. Hood, Clifton (1978). "The Impact of the IRT in New York City" (PDF). Historic American Engineering Record. pp. 146–207 (PDF pp. 147–208). Archived (PDF) from the original on January 17, 2021. Retrieved December 20, 2020. This article incorporates text from this source, which is in the public domain.
7. 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.
8. "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.
9. Report of the Public Service Commission for the First District of the State of New York For the Year Ending December 31, 1916 Vol. I. New York State Public Service Commission. 1917. p. 319.
10. "I.R.T. To Extend Stations. Platform Changes to Be Made on White Plains Line". The New York Times. August 9, 1934. ISSN   0362-4331. Archived from the original on January 8, 2021. Retrieved January 4, 2020.
11. "City Transit Unity Is Now a Reality; Title to I.R.T. Lines Passes to Municipality, Ending 19-Year Campaign". The New York Times. 1940-06-13. ISSN   0362-4331. Archived from the original on January 7, 2022. Retrieved 2022-05-14.
12. "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.
13. Report for the three and one-half years ending June 30, 1949. New York City Board of Transportation. 1949. hdl:2027/mdp.39015023094926.
14. "174 Street (2,5)". The SubwayNut. Archived from the original on April 8, 2014. Retrieved July 4, 2013.
15. Elliott, Andrea (2003-11-25). "Bronx Subway Stop Reopens to Sighs of Relief". The New York Times. ISSN   0362-4331 . Retrieved 2023-05-01.
16. "174th Street - Daniel del Valle - A Trip Up the Bronx River, 2004". web.mta.info. Metropolitan Transportation Authority. Archived from the original on August 7, 2020. Retrieved August 8, 2020.
17. "174th Street Neighborhood Map" (PDF). new.mta.info. Metropolitan Transportation Authority. April 2018. Archived (PDF) from the original on July 3, 2018. Retrieved February 28, 2019.

External links

• nycsubway.org – IRT White Plains Road Line: 174th Street
• nycsubway.org — A Trip Up The Bronx River Artwork by Daniel Del Valle (2004)
• Station Reporter — 2 Train
• Station Reporter — 5 Train
• The Subway Nut — 174th Street Pictures Archived 2020-02-23 at the Wayback Machine
• MTA's Arts For Transit — 174th Street (IRT White Plains Road Line)
• 174th Street entrance from Google Maps Street View
• Platforms from Google Maps Street View