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  • 21 Aug, 2019

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Spring Street (IRT Lexington Avenue Line)

Legend
to Bleecker Street
to Canal Street
Street map

Map

Station service legend
Symbol Description
Stops all times Stops all times
Stops late nights only Stops late nights only
Stops rush hours in the peak direction only Stops rush hours in the peak direction only

The Spring Street station is a local station on the IRT Lexington Avenue Line of the New York City Subway. Located at the intersection of Lafayette Street and Spring Street in SoHo and Little Italy, Manhattan, it is served by 6 trains at all times, <6> trains during weekdays in the peak direction, and 4 trains during late night hours.

The Spring 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 Spring 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's platforms were lengthened in the late 1950s.

The Spring Street station contains two side platforms and four tracks; express trains use the inner two tracks to bypass the station. The station was built with tile and mosaic decorations, which are continued along the platform extensions. The station contains exits to Spring Street at the center of each platform. The platforms are not connected to each other within fare control.

History

Construction and opening

A 1905 photo of the station's original glass ceilings, which let in natural light

Planning for a subway line in New York City dates to 1864. 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. 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. A plan was formally adopted in 1897, and legal challenges were resolved near the end of 1899. The Rapid Transit Construction Company, organized by John B. McDonald and funded by August Belmont Jr., signed Contract 1 with the Rapid Transit Commission in February 1900, in which it would construct the subway and maintain a 50-year operating lease from the opening of the line. In 1901, the firm of Heins & LaFarge was hired to design the underground stations. Belmont incorporated the Interborough Rapid Transit Company (IRT) in April 1902 to operate the subway.

The Spring Street station was constructed as part of the IRT's original line, particularly the section from Chambers Street to Great Jones Street. Construction on this section of the line began on July 10, 1900, and was awarded to Degnon-McLean Contracting Company. Two days after construction began, the contract was modified to widen the subway at Spring Street to allow for the construction of 600 feet (183 m) of a fifth track. By early 1902, the adjacent tunnel had been completed, and the buildings on either side of Lafayette Street (then known as Elm Street) were being underpinned in anticipation of the construction of the subway station itself. The stretch of Elm Street north of Spring Street was being repaved by that September, after the tunnel was completed. The Rapid Transit Commission had yet to pay McDonald for his work by January 1903, in part because sewage lines on the west side of Elm Street had not been completed.

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. The Spring 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.

Service changes and station renovations

1900s to 1930s

View of the transition between the original platform section and the platform extension

After the initial system was completed in 1908, 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).

In 1909, to address overcrowding, the New York Public Service Commission proposed lengthening the platforms at stations along the original IRT subway. 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. Platforms at local stations, such as the Spring Street station, were lengthened by between 20 and 30 feet (6.1 and 9.1 m). The northbound platform was extended to the south. Six-car local trains began operating in October 1910. 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.

In December 1922, the Transit Commission approved a $3 million project to lengthen platforms at 14 local stations along the original IRT line, including Spring 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). The commission postponed the platform-lengthening project in September 1923, at which point the cost had risen to $5.6 million. The commission again considered lengthening the IRT platforms at Spring Street in December 1927. At the end of the month, the Transit Commission requested that the IRT create plans to lengthen the platforms at Bleecker Street and three other Lexington Avenue Line stations to 480 feet (150 m). The New York City Board of Transportation drew up plans for the project, but the federal government placed an injunction against the commission's platform-lengthening decree, which remained in place for over a year. The commission approved the plans in mid-1929; the Spring Street station's southbound platform was to be extended 251 feet (77 m) to the south, while the northbound platform was to be extended 258 feet (79 m) south. The IRT refused, claiming that the city government was responsible for the work, and obtained a federal injunction to prevent the commission from forcing the IRT to lengthen the platforms. In late 1930, the commission requested that the New York Supreme Court force the IRT to lengthen platforms at the Canal Street and Spring Street stations.

1940s to present

The city government took over the IRT's operations on June 12, 1940. In late 1959, contracts were awarded to extend the platforms at Bowling Green, Wall Street, Fulton Street, Canal Street, Spring Street, Bleecker Street, Astor Place, Grand Central–42nd Street, 86th Street, and 125th Street to 525 feet (160 m). In April 1960, work began on a $3,509,000 project (equivalent to $36.1 million in 2023) to lengthen platforms at seven of these stations to accommodate ten-car trains. The northbound platforms at Canal Street, Spring Street, Bleecker Street, and Astor Place were lengthened from 225 to 525 feet (69 to 160 m); the platform extensions at these stations opened on February 19, 1962.

The station was renovated in the late 1980s. After a mosaic panel fell off the wall during 1988, the renovation was temporarily halted.

Station layout

Stairs to downtown platform
View of an entrance to the uptown platform.
Ground Street level Entrances/exits
Platform level Side platform
Northbound local ← "6" train"6" express train toward Pelham Bay Park or Parkchester (Bleecker Street)
← "4" train toward Woodlawn late nights (Bleecker Street)
Northbound express ← "4" train"5" train do not stop here
Southbound express → "4" train"5" train do not stop here →
Southbound local → "6" train"6" express train toward Brooklyn Bridge–City Hall (Canal Street) →
→ "4" train toward New Lots Avenue late nights (Canal Street) →
Side platform

Like other local stations, Spring Street has four tracks and two side platforms. The 6 stops here at all times, rush-hour and midday <6> trains stop here in the peak direction; and the 4 stops here during late nights. The two express tracks are used by the 4 and 5 trains during daytime hours. The station is between Bleecker Street to the north and Canal Street to the south. The platforms were originally 200 feet (61 m) long, like at other local stations on the original IRT, but as a result of the 1959 platform extensions, became 525 feet (160 m) long. The platform extensions are at the front ends of the original platforms: the southbound platform was extended southward and the northbound platform was extended northward. This resulted in the two platforms being offset from each other. Both platforms are slightly curved.

Spring Street had a fifth center track at the time of its opening. The track was intended as a storage siding and was 600 feet (183 m) long. This track did not last long; it was reportedly disconnected and removed in 1906, only two years after the subway opened. The trackway is now used as the location of a mechanical room.

Design

As with other stations built as part of the original IRT, 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. 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. 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.

The original decorative scheme consists of blue tile station-name tablets, light blue tile bands, a white terracotta cornice, and light blue terracotta plaques. The mosaic tiles at all original IRT stations were manufactured by the American Encaustic Tile Company, which subcontracted the installations at each station. The decorative work was performed by tile contractor Manhattan Glass Tile Company and terracotta contractor Atlantic Terra Cotta Company. The ceilings of the original platforms and fare control areas contain plaster molding. The station has small "S" cartouches with two poppies from 1904, made by Atlantic Terra Cotta, and large mosaic tablets by Heins & LaFarge, also from 1904. Other small "S" and "Spring St" mosaics are newer.

Where the platforms have been extended, the walls have green tiles and a darker green trim line with "SPRING ST" written on it in black sans serif font at regular intervals.

Exits

Spring Street has four entrances, two to each platform. The northbound entrances are at either eastern corner of Lafayette and Spring Streets, while the southbound entrances are at either western corner of the same intersection. The entrance to the southwestern corner is located within the building line at 225 Lafayette Street, a 12-story building built in 1925 for the East River Savings Bank.

This station is featured in the 2008 film Cloverfield. The scene was not filmed there, however. The station is featured in the season 3 episode, "Lo-Fi", in the television show Criminal Minds.

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. ^ "Annual Subway Ridership (2018–2023)". Metropolitan Transportation Authority. 2023. Retrieved April 20, 2024.
  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. ^ 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. Archived from the original on May 2, 2022. Retrieved December 25, 2020.
  8. ^ "The Subway's Main Line; Only Eighteen Blocks Below 104th Street Remain Unopened. Two of the Sections Are to be Finished in a Year and the Others Will Not Be Far Behindhand". The New York Times. February 2, 1902. ISSN 0362-4331. Retrieved May 25, 2023.
  9. ^ "Actual Work Commences on the Brooklyn Tunnel". The Brooklyn Daily Eagle. September 12, 1902. p. 13. Retrieved May 25, 2023.
  10. ^ "Shakes Hand at Grout: M'donald Angry Over Non-payment of Subway Claims One-hundred-and-fourth-st-station". New-York Tribune. January 9, 1903. p. 3. ISSN 1941-0646. ProQuest 571323398.
  11. ^ "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.
  12. ^ "Subway Opening To-day With Simple Ceremony – Exercises at One O'Clock – Public to be Admitted at Seven – John Hay May Be Present – Expected to Represent the Federal Government – President Roosevelt Sends Letter of Regret" (PDF). The New York Times. October 27, 1904. ISSN 0362-4331. Archived (PDF) from the original on August 30, 2021. Retrieved May 28, 2017.
  13. ^ "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.
  14. ^ Herries, William (1916). Brooklyn Daily Eagle Almanac. Brooklyn Daily Eagle. p. 119. Archived from the original on May 11, 2021. Retrieved December 25, 2020.
  15. ^ 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. Public Domain This article incorporates text from this source, which is in the public domain.{{cite web}}: CS1 maint: postscript (link)
  16. ^ 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.
  17. ^ "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.
  18. ^ "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.
  19. ^ "$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.
  20. ^ "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.
  21. ^ "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.
  22. ^ "Ready With Plans on I.R.T. Platforms; Transportation Board to Lay All Details on Lengthening Before Commission Friday". The New York Times. December 5, 1927. ISSN 0362-4331. Retrieved May 20, 2023.
  23. ^ "I. R. T. Platform Extension Plan Is Completed: City Board of Transportation to Submit Contract Forms to Transit Commission; Lengthen All Local Trains May Abandon 2 Stations Worth and 18th Sts. Show Falling Patronage; B.M.T. Has Finished Similar Work". New York Herald Tribune. December 6, 1927. p. 17. ISSN 1941-0646. ProQuest 1132104986.
  24. ^ "Order I.R.T. To Build Ten-car Platforms; Transit Commissioners Direct Company to Begin Work at Four Local Stations". The New York Times. January 1, 1928. ISSN 0362-4331. Retrieved May 20, 2023.
  25. ^ "Moves to Compel I.R.T. Improvements; Transit Board Gives Order to Road to Lengthen Two Station Platforms". The New York Times. July 7, 1929. ISSN 0362-4331. Retrieved May 20, 2023.
  26. ^ "Hedley and Menden Defend 'Keying by'; Tell Board That Enforcement of Its Order Would Cause Serious Rush-Hour Delay". The New York Times. July 11, 1929. ISSN 0362-4331. Retrieved May 26, 2023.
  27. ^ "Plans to Order I.R.T. To Get 239 New Cars; Transit Board to Demand That Equipment Be Ready in 15 Months". The New York Times. September 21, 1929. ISSN 0362-4331. Archived from the original on March 31, 2018. Retrieved May 20, 2023.
  28. ^ "Asks Writ to Make I.R.T. Buy New Cars; Transit Board Also Aims to Force Company to Abide by Its Platform-Extension Ruling". The New York Times. September 5, 1930. ISSN 0362-4331. Retrieved May 20, 2023.
  29. ^ "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.
  30. ^ "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.
  31. ^ Annual Report For The Year Ending June 30, 1959 (PDF). New York City Transit Authority. 1959. p. 9. Archived (PDF) from the original on May 11, 2021. Retrieved December 29, 2020.
  32. ^ "4 IRT Stops To Open Longer Platforms". The New York Times. February 18, 1962. ISSN 0362-4331. Archived from the original on January 8, 2021. Retrieved January 4, 2021.
  33. ^ Gordy, Molly (August 23, 1988). "Subway Station Restoration Is Year Late, Double Budget". Newsday. p. 3. ISSN 2574-5298. ProQuest 277960129.
  34. ^ "6 Subway Timetable, Effective December 17, 2023". Metropolitan Transportation Authority. Retrieved June 28, 2024.
  35. ^ "4 Subway Timetable, Effective December 4, 2022". Metropolitan Transportation Authority. Retrieved June 28, 2024.
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  37. ^ "Subway Map" (PDF). Metropolitan Transportation Authority. September 2021. Retrieved September 17, 2021.
  38. ^ Framberger, David J. (1978). "Architectural Designs for New York's First Subway" (PDF). Historic American Engineering Record. pp. 1–46 (PDF pp. 367–412). Archived (PDF) from the original on January 17, 2021. 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)
  39. ^ "Postcard: "Five track subway construction, Spring and Elm Streets, New York"". www.nycsubway.org. Archived from the original on October 26, 2018. Retrieved October 25, 2018.
  40. ^ Spring Street (IRT East Side Line) Archived May 11, 2012, at the Wayback MachineNYCSubway Retrieved August 30, 2008
  41. ^ "MTA Neighborhood Maps: Spring St (6)". Metropolitan Transportation Authority. April 2018. Archived from the original on August 29, 2021. Retrieved December 25, 2020.
  42. ^ "Office Structure is Sold by Bank; East River Takes a Lease in Lafayette St. Building-- Other Deals Are Listed". The New York Times. December 31, 1956. ISSN 0362-4331. Retrieved May 25, 2023.
  43. ^ "Cloverfield (2008)". IMDb. Archived from the original on June 27, 2018. Retrieved June 29, 2018.

Further reading

  • Stookey, Lee (1994). Subway ceramics : a history and iconography of mosaic and bas relief signs and plaques in the New York City subway system. Brattleboro, Vt: L. Stookey. ISBN 978-0-9635486-1-0. OCLC 31901471.
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