18th Street station (IRT Lexington Avenue Line)

For other uses, see 18th Street.

18 Street
Former New York City Subway station
18th Street station shortly after construction
Station statistics
Address	East 18th Street & Park Avenue South New York, NY
Borough	Manhattan
Locale	Gramercy
Coordinates	40°44′13″N73°59′20″W / 40.737°N 73.989°W / 40.737; -73.989
Division	A (IRT) [1]
Line	IRT Lexington Avenue Line
Services	None (abandoned)
Structure	Underground
Platforms	2 side platforms
Tracks	4
Other information
Opened	October 27, 1904(119 years ago) (1904-10-27) [2]
Closed	November 8, 1948(75 years ago) (1948-11-08) [3]
Station succession
Next north	23rd Street
Next south	14th Street–Union Square
Location Show map of New York City Subway Show map of New York City Show map of New York
Track layout Legend to 23 St to 14 St–Union Sq
Street map

The 18th Street station was a local station on the IRT Lexington Avenue Line of the New York City Subway. It was located at the intersection of Park Avenue South and 18th Street in Gramercy, Manhattan.

The 18th 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 18th Street station started on September 12 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 November 8, 1948, as a result of a platform lengthening project at 23rd Street.

The 18th 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

Construction and opening

The station in 1904

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] in 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 18th Street station was constructed as part of the route segment from Great Jones Street to 41st Street. Construction on this section of the line began on September 12, 1900. The section from Great Jones Street to a point 100 feet (30 m) north of 33rd Street was awarded to Holbrook, Cabot & Daly Contracting Company, while the remaining section to 41st Street was done by Ira A. Shaker. ^[6] 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. ^{[4] : 186  [7]} The 18th Street station opened on October 27, 1904, as one of the original 28 stations of the New York City Subway from City Hall to 145th Street on the Broadway–Seventh Avenue Line. ^{[2] [4] : 186}

Service changes and closure

After the first subway line was completed in 1908, ^[8] 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). ^[9]

To address overcrowding, in 1909, the New York Public Service Commission proposed lengthening the platforms at stations along the original IRT subway. ^{[10] : 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. ^{[11] : 15} Platforms at local stations, such as the 18th 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. ^{[11] : 108} Six-car local trains began operating in October 1910. ^{[10] : 168} The Lexington Avenue Line opened north of Grand Central–42nd Street in 1918, and the original line was divided into an H-shaped system. All local trains were sent via the Lexington Avenue Line, running along the Pelham Line in the Bronx. ^[12]

In December 1922, the Transit Commission approved a $3 million project to lengthen platforms at 14 local stations along the original IRT line, including 18th Street and seven other stations on the Lexington Avenue Line. Platform lengths at these stations would be increased from 225 to 436 feet (69 to 133 m). ^{[13] [14]} The commission postponed the platform-lengthening project in September 1923, at which point the cost had risen to $5.6 million. ^{[15] [16]}

The closing of this station was proposed as early as 1928. ^[17] The city government took over the IRT's operations on June 12, 1940. ^{[18] [19]} The station closed on November 8, 1948. The platforms at 23rd Street had been lengthened, with entrances at 22nd Street, and the 18th Street station was close to the 14th Street–Union Square station. ^[3]

Station layout

Ground	Street level
Platform level	Side platform, not in service
	Northbound local	← do not stop here (23rd Street)
	Northbound express	← do not stop here
	Southbound express	→ do not stop here →
	Southbound local	→ do not stop here (14th Street–Union Square) →
	Side platform, not in service

Entrance area with ticket booth and control

Like other local stations, 18th Street has four tracks and two abandoned side platforms. The two local tracks, which formerly served the station, are used by the 6 train at all times, <6> trains during weekdays in the peak direction, and the 4 train during late nights. The two express tracks are used by the 4 and 5 trains during daytime hours. ^[20] The platforms were 200 feet (61 m) long, like at other local stations on the original IRT. ^{[5] : 4  [21] : 8}

As with other stations built as part of the original IRT, the station was constructed using a cut-and-cover method. ^{[22] : 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. ^{[21] : 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. ^{[5] : 4  [21] : 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. ^{[21] : 9}

The decorative scheme consisted of blue/green tile tablets, buff and violet tile bands, a violet faience cornice, and green faience plaques. ^{[21] : 34} The mosaic tiles at all original IRT stations were manufactured by the American Encaustic Tile Company, which subcontracted the installations at each station. ^{[21] : 31} The decorative work was performed by tile contractor Manhattan Glass Tile Company and faience contractor Grueby Faience Company. ^{[21] : 34} The 18th Street station is fairly well preserved, with the exception of graffiti and some litter.

See also

• Worth Street (IRT Lexington Avenue Line)
• 91st Street (IRT Broadway–Seventh Avenue Line)

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. "Our Subway Open: 150,000 Try It; Mayor McClellan Runs the First Official Train". The New York Times. October 28, 1904. p. 1. ISSN   0362-4331. Archived from the original on December 13, 2021. Retrieved April 21, 2020.
3. "IRT Station To Be Closed; East Side Subway Trains to End Stops at 18th Street". The New York Times. November 6, 1948. p. 29. ISSN   0362-4331. Archived from the original on July 23, 2018. Retrieved April 17, 2010.
4. Walker, James Blaine (1918). Fifty Years of Rapid Transit — 1864 to 1917. New York, N.Y.: Law Printing. Retrieved November 6, 2016.
5. "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.
6. 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. "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.
8. "Our First Subway Completed At Last — Opening of the Van Cortlandt Extension Finishes System Begun in 1900 — The Job Cost $60,000,000 — A Twenty-Mile Ride from Brooklyn to 242d Street for a Nickel Is Possible Now". The New York Times. August 2, 1908. p. 10. Archived from the original on December 23, 2021. Retrieved November 6, 2016.
9. Herries, William (1916). Brooklyn Daily Eagle Almanac. Brooklyn Daily Eagle. p. 119. Archived from the original on May 11, 2021. Retrieved December 24, 2020.
10. Hood, Clifton (1978). "The Impact of the IRT in New York City" (PDF). Historic American Engineering Record. pp. 146–207 (PDF pp. 147–208) This article incorporates text from this source, which is in the public domain.. Archived (PDF) from the original on January 17, 2021. Retrieved December 20, 2020.
11. 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.
12. "Open New Subway Lines to Traffic; Called a Triumph — Great H System Put in Operation Marks an Era in Railroad Construction — No Hitch in the Plans — But Public Gropes Blindly to Find the Way in Maze of New Stations — Thousands Go Astray — Leaders in City's Life Hail Accomplishment of Great Task at Meeting at the Astor" (PDF). The New York Times. August 2, 1918. p. 1. Archived (PDF) from the original on February 21, 2021. Retrieved November 6, 2016.
13. "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.
14. "$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.
15. "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.
16. "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.
17. Proceedings of the Board of Transportation of the City of New York. New York Board of Transportation. 1928. Archived from the original on May 4, 2022. Retrieved March 2, 2021.
18. "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.
19. "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.
20. Dougherty, Peter (2006) [2002]. Tracks of the New York City Subway 2006 (3rd ed.). Dougherty. OCLC   49777633 – via Google Books.
21. Framberger, David J. (1978). "Architectural Designs for New York's First Subway" (PDF). Historic American Engineering Record. pp. 1–46 (PDF pp. 367–412) This article incorporates text from this source, which is in the public domain.. Archived (PDF) from the original on January 17, 2021. Retrieved December 20, 2020.
22. Scott, Charles (1978). "Design and Construction of the IRT: Civil Engineering" (PDF). Historic American Engineering Record. pp. 208–282 (PDF pp. 209–283) This article incorporates text from this source, which is in the public domain.. Archived (PDF) from the original on January 17, 2021. Retrieved December 20, 2020.

External links

• nycsubway.org – IRT East Side Line: 18th Street
• Abandoned Stations – 18 Street
• Forgotten NY – Original 28 – NYC's First 28 Subway Stations
• Forgotten NY: Subways and Trains – Dead at 18