Fulton Street station (New York City Subway)

This article is about the station complex in Manhattan. For the renovation of that complex, see Fulton Center. For the station on the IND Crosstown Line, see Fulton Street (IND Crosstown Line).

The Fulton Street station is a major New York City Subway station complex in Lower Manhattan. It consists of four linked stations on the IND Eighth Avenue Line, the IRT Lexington Avenue Line, the BMT Nassau Street Line and the IRT Broadway–Seventh Avenue Line. The complex is served by the 2, 4, A, and J trains at all times. The 3, 5, and C trains stop here at all times except late nights, and the Z stops during rush hours in the peak direction.

Fulton Street  ​​​​​​​
New York City Subway station complex
Turnstiles in the Fulton Center building, one of the station's entrances
Station statistics
Address	Fulton Street between Broadway & Nassau Street New York, New York
Borough	Manhattan
Locale	Financial District
Coordinates	40°42′37″N 74°00′28″W
Division	A (IRT), B (BMT, IND)[1]
Line	IND Eighth Avenue Line    IRT Broadway–Seventh Avenue Line    IRT Lexington Avenue Line    BMT Nassau Street Line
Services	2  (all times) ​   3  (all except late nights)​    4  (all times) ​   5  (all except late nights)​    A  (all times) ​   C  (all except late nights)​    J  (all times) ​   Z  (rush hours, peak direction)
Transit	NYCT Bus: M55, SIM1, SIM2, SIM4, SIM4X, SIM32, SIM34, X27, X28 At Chambers Street–World Trade Center/Park Place/Cortlandt Street via Fulton Center:    2  (all times) ​   3  (all except late nights)​    A  (all times) ​   C  (all except late nights) ​   E  (all times)​ ​   N  (late nights) ​   R  (all except late nights) ​   W  (weekdays only)
Structure	Underground
Levels	3 (Eighth Avenue Line platforms intersect the other 3 lines; Nassau Street platforms are on 2 levels)
Other information
Opened	Transfer between IND Eighth Avenue Line, BMT Nassau Street, and IRT Broadway–Seventh Avenue Line: July 1, 1948; 76 years ago (1948-07-01)[2] Transfer to IRT Lexington Avenue Line: August 25, 1950; 74 years ago (1950-08-25)[3]
Accessible	ADA-accessible
Traffic
2023	17,887,203[4]  19.5%
Rank	5 out of 423[4]
Location Show map of New York City Subway Show map of New York City Show map of New York
Street map
Station service legend Symbol Description Stops all times except late nights Stops all times Stops rush hours in the peak direction only

The Lexington Avenue Line station was built for the Interborough Rapid Transit Company (IRT) as part of the city's first subway line, and opened on January 16, 1905. The Broadway–Seventh Avenue Line station, built for the IRT as part of the Dual Contracts, opened on July 1, 1918. The Brooklyn–Manhattan Transit Corporation (BMT)'s Nassau Street Line station was also built under the Dual Contracts and opened on May 29, 1931. The Independent Subway System (IND)'s Eighth Avenue Line station, originally known as the Broadway–Nassau Street station, was the latest in the complex to be completed, opening on February 1, 1933. Several modifications have been made to the stations over the years, and they were connected within a single fare control area in 1948. The station was renovated during the 2000s and early 2010s, becoming part of the Fulton Center complex, which opened in 2014.

The Lexington Avenue, Nassau Street, and Broadway–Seventh Avenue Line stations run north–south under Broadway, Nassau Street, and William Street respectively. The Eighth Avenue Line station is underneath Fulton Street, running west–east between Broadway and Nassau Streets. The Lexington Avenue and Nassau Street Line stations both have two tracks and two side platforms, while the Broadway–Seventh Avenue and Eighth Avenue Line stations both have two tracks and one island platform. The complex is connected to the nearby Chambers Street–World Trade Center/Park Place/Cortlandt Street station complex and the World Trade Center Transportation Hub through the Dey Street Passageway, which is outside of the station's fare control area. The station was the fifth busiest in the system in 2019 with 27,715,365 passengers.^[5]

History

First subway

Construction and opening

Planning for a subway line in New York City dates to 1864.^[6]: 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.^{[6]: 139–161} The subway plans were drawn up by a team of engineers led by William Barclay Parsons, the Rapid Transit Commission's chief engineer.^[7]: 3 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,^[8] in which it would construct the subway and maintain a 50-year operating lease from the opening of the line.^[6]: 165 In 1901, the firm of Heins & LaFarge was hired to design the underground stations.^[7]: 4 Belmont incorporated the Interborough Rapid Transit Company (IRT) in April 1902 to operate the subway.^{[6]: 162–191}

Several days after Contract 1 was signed, the Board of Rapid Transit Railroad Commissioners instructed Parsons to evaluate the feasibility of extending the subway south to South Ferry, and then to Brooklyn. On January 24, 1901, the Board adopted a route that would extend the subway from City Hall to the Long Island Rail Road (LIRR)'s Flatbush Avenue terminal station (now known as Atlantic Terminal) in Brooklyn, via the Joralemon Street Tunnel under the East River.^{[9]: 83–84 [10]: 260–261} Contract 2, which gave the IRT a 35-year lease, was executed between the commission and the Rapid Transit Construction Company on September 11, 1902. Construction began at State Street in Manhattan on November 8, 1902.^{[6]: 162–191} The section of the Contract 2 subway tunnel under the southernmost section of Broadway, between Battery Park and City Hall, was awarded to Degnon-McLean Contracting Company.^[11] By the beginning of January 1905, the station was nearly complete, but heavy snow delayed the installation of the entrances.^[12]

The IRT Lexington Avenue Line station opened on January 16, 1905, as part of a one-stop southward extension from Brooklyn Bridge, the previous southernmost express station on the original IRT line. Only the northbound platform (on the eastern side of the station) was in use initially.^[13][14] The station was to serve express trains, and thus the platforms were designed to accommodate eight cars.^[12] The platforms had entrances at Fulton and Dey Streets, with three token booths at each end, to alleviate overcrowding.^[15] The Rapid Transit Commission had not approved the station's opening; in considering whether to permit the station's operation, the commission found that advertising agents Ward & Gow had installed slot machines in the Fulton Street station just before it opened. The commission ordered the machines' removal on January 19, saying that the machines violated a ban on advertising in subway stations.^[16][17] The southbound platform opened on June 12, 1905, when the subway was extended one stop south to Wall Street.^[18][19] The station's completion resulted in increased real-estate values in the area.^[20] The slot machines were reinstalled in May 1906, following a legal dispute over whether the slot machines should be allowed.^[21]

Early modifications

The Fulton Street station of the Lexington Avenue Line was the first station in the complex to be built.

To address overcrowding, in 1909, the New York Public Service Commission proposed lengthening the platforms at stations along the original IRT subway.^[22]: 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.^[23]: 15 The northbound platform at the Fulton Street station was extended 150 feet (46 m) to the south, while the southbound platform was extended 135 feet (41 m) to the south. The northbound platform extension required underpinning adjacent buildings, while the southbound platform extension was largely in the basements of adjacent properties and involved extensive reconstruction of these buildings.^[23]: 117 On January 23, 1911, ten-car express trains began running on the East Side Line, and the next day, ten-car express trains began running on the West Side Line.^{[22]: 168 [24]} Staircases from the southbound platform to 195 Broadway, at the northwest corner of Broadway and Dey Street, opened in 1916.^[25]

Dual Contracts expansion

After the original IRT opened, the city began planning new lines. In April 1912, the New York Public Service Commission gave the Brooklyn Rapid Transit Company (BRT) the right to operate the proposed Clark Street Tunnel under the East River, between Old Slip in Lower Manhattan and Clark Street in Downtown Brooklyn.^[26][27] The next month, the Old Slip–Clark Street route was assigned to the IRT instead; the plans called for a station at Fulton Street.^[28][29] The BRT was allowed to extend its Centre Street Line south to a new Montague Street Tunnel. Both this extension and the IRT's Clark Street Tunnel were to have stations at Fulton Street in Lower Manhattan.^[30] These routes were finalized in the Dual Contracts between the government of New York City, the BRT, and the IRT, which were signed in 1913.^[31]

Broadway–Seventh Avenue Line

The Fulton Street station of the Broadway–Seventh Avenue Line was the second station in the complex to be built.

As part of the Dual Contracts, the New York City Public Service Commission planned to split the original IRT system into three segments: two north-south lines, carrying through trains over the Lexington Avenue and Broadway–Seventh Avenue Lines, and an east–west shuttle under 42nd Street. This would form a roughly H-shaped system.^[31] The Dual Contracts entailed building the IRT Broadway–Seventh Avenue Line south of Times Square–42nd Street.^[32][33] South of the Chambers Street station, the line was to split into two branches, one of which would travel under Park Place and William Street to the Clark Street Tunnel in Brooklyn. The Brooklyn branch was to have a station at William and Fulton Streets.^[34] Before the Dual Contracts were signed, many business owners on William Street had opposed the construction of a subway line there, claiming that the subway's construction could damage buildings^[35] because the street was only 40 feet (12 m) wide.^[36][37] The New York Supreme Court, Appellate Division, approved the William Street subway in February 1913.^[38][39] The William Street subway was to be a two-track line; the Public Service Commission originally planned to place one track above the other but, by July 1914, had decided to build both tracks on one level.^[40] The tunnel was to measure 29 feet (8.8 m) wide, except the stations on Fulton Street and Wall Street, which were to measure 40 feet (12 m) wide.^[37]

The Public Service Commission began soliciting bids for the William Street portion of the line in September 1914.^[41][42] Smith, Hauser, & McIsaac submitted a low bid of $2.254 million (equivalent to $69 million in 2023).^[42] The awarding of the contract was delayed by a dispute over whether gas mains should be carried on temporary overpasses above the tunnel's excavation site.^[43][44] Another dispute arose over the locations of subway entrances. The Fulton Street station was supposed to have entrances along the sidewalk on William Street,^[45] but local business and civic groups argued that the subway entrances, despite being only 6.5 feet (2.0 m) wide, would occupy much of the 9-foot-wide (2.7 m) sidewalk.^[46][47] By March 1916, two business owners on the street had agreed to add subway entrances in their buildings to the Fulton Street station.^[48][49] Prior to the start of construction, the city government agreed to pay for any damage caused by the project.^[50] The contractors underpinned every building along the tunnel because most of the buildings had shallow foundations that extended only to a shallow layer of quicksand, rather than to the bedrock below.^[36][37] Discussions of the station's exits continued through early 1918.^[51]

The line was nearly completed by late 1917, but the signals and station finishes were incomplete due to World War I–related material shortages.^[52][53] The Broadway–Seventh Avenue Line's Fulton Street station opened on July 1, 1918, and was initially served by a shuttle between Chambers Street and Wall Street on the line's Brooklyn branch.^[54] On August 1, 1918, the new "H" system was implemented, joining the two halves of the Broadway–Seventh Avenue Line and sending all West Side trains south from Times Square; through trains on the Brooklyn branch began operating to Upper Manhattan and the Bronx. The Lexington Avenue Line also opened north of Grand Central–42nd Street, and all services at the original station on Broadway were sent through that line.^[55][56]

Nassau Street Line

The Fulton Street station of the Nassau Street Line was the third station in the complex to be built.

Also as part of the Dual Contracts, the BRT (after 1923, the Brooklyn–Manhattan Transit Corporation or BMT^[57]) was assigned to construct and operate the Nassau Street Line.^[58] Most of the BMT's Dual Contracts lines were completed by 1924, except for the Nassau Street Line.^[58] BMT chairman Gerhard Dahl was persistent in requesting that the city build the line, saying in 1923 that the BMT was willing to operate the line as soon as the city completed it.^[59] At the time, the BMT was planning to construct two stations on the Nassau Street Line, including one at Fulton Street, where the BMT planned to place the northbound platform above the southbound platform due to the street's narrowness.^[60] However, mayor John Hylan refused to act during his final two years in office.^[58] New York City Board of Transportation (BOT) chairman John H. Delaney believed that the line was unnecessary because both of its planned stations would be extremely close to existing subway stations.^[61] Meanwhile, the BMT claimed that the city's failure to complete the line was overburdening other BMT lines.^[62] By January 1925, the BMT was asking its passengers to pressure Hylan into approving the remainder of the Nassau Street Line.^[63] Work did not commence until after James Walker succeeded Hylan as mayor at the end of 1925.^[58]

The city government agreed to build the Nassau Street Line in May 1927,^[64] after the BMT sued the city for $30 million (equivalent to $526 million in 2023).^[64][65] At the time, the city wanted to take over the BMT's lines but could not do so until all Dual Contracts lines were completed.^[65] The BOT received bids for the construction of the line that July,^[66] but it rejected every bid the next month because of concerns over the lowest bidder's ability to complete the work.^[65][67] That September, contractors again submitted bids to the BOT; some bidders offered to build the entire line, while others only offered to construct the segments of the line to the north or south of Liberty Street.^[66] The BOT awarded construction contracts for the line's construction two months later. The Marcus Contracting Company was hired to build the portion north of Liberty Street, including the Fulton Street station, for $4.7 million (equivalent to $82 million in 2023). Moranti and Raymond were hired to build the portion to the south for $5.7 million (equivalent to $100 million in 2023).^[68][69] The New York City Board of Estimate approved the contracts in January 1928, allowing the builders to construct the line using the cut-and-cover method, despite merchants' requests that the line be constructed using tunneling shields.^[70]

When the construction contracts were awarded, work had been projected to be completed in 39 months.^[58] The line was constructed 20 feet (6.1 m) below the active IRT Lexington Avenue Line, next to buildings along the narrow Nassau Street, and the project encountered difficulties such as quicksand.^[58][71] Nassau Street is only 34 feet (10 m) wide, and the subway floor was only 20 feet (6.1 m) below building foundations. As a result, 89 buildings had to be underpinned to ensure that they would stay on their foundations.^[58] Construction was done at night so as to not disturb workers in the Financial District.^[58][72] By early 1929, sixty percent of the work had been finished.^[58][73] The project was 80 percent complete by April 1930,^[74][72] and Charles Meads & Co. was awarded a $252,000 contract to install the Fulton Street station's finishes the next month.^[75][76] The plans had been changed so that the southbound platform was above the northbound platform.^[72][75][76] Later that year, a federal judge ruled that the city government did not have to pay the BMT $30 million in damages for failing to construct the Nassau Street Line.^[77] The total construction cost was $10.072 million (equivalent to $225 million in 2023)^[71][78] for 0.9 miles (1.4 km) of new tunnels, or $2,068 per foot ($6,780/m), which was three times the normal cost of construction at the time.^[58]

The Nassau Street Loop opened on May 29, 1931.^[79][80][81] The loop ran from the line's previous terminus at Chambers Street, running through the Fulton Street and Broad Street stations before merging with the Montague Street Tunnel to Brooklyn.^[82] The completion of the line relieved congestion on several BMT lines to southern Brooklyn, which previously had to operate to Midtown Manhattan using the Broadway Line.^[83] The BMT's Fulton Street station was originally served by trains from the Jamaica Line and the Culver Line.^[84][85]

IND expansion

The Fulton Street station of the Eighth Avenue Line was the last station in the complex to be built.

Mayor Hylan's original plans for the Independent Subway System (IND), proposed in 1922, included building over 100 miles (160 km) of new lines and taking over nearly 100 miles (160 km) of existing lines, which would compete with the IRT and BMT.^[86] On December 9, 1924, the BOT gave preliminary approval for the construction of the IND Eighth Avenue Line.^[87] This line consisted of a corridor connecting Inwood, Manhattan, to Downtown Brooklyn, running largely under Eighth Avenue but also paralleling Greenwich Avenue and Sixth Avenue in Lower Manhattan.^[87][88] The BOT announced a list of stations on the new line in February 1928, with a station under Fulton Street at Broadway in Manhattan.^[89] Work on the line had commenced in 1925,^[90] and the main section of the Eighth Avenue Line, from Chambers Street north to 207th Street, was opened to the public on September 10, 1932.^[91][92]

The Broadway/Nassau Street station was part of a three-stop extension of the IND Eighth Avenue Line from Chambers Street in Lower Manhattan to Jay Street–Borough Hall in Downtown Brooklyn.^[93][94] The station, under Fulton Street between Broadway and William Street, would be the southernmost IND station in Manhattan.^[95] The two-track extension was to connect the quadruple-tracked main portion of the Eighth Avenue Line with the proposed Culver and Fulton Street lines in Brooklyn.^[95] The Mason-Hangar Company received a $22.28 million contract for the construction of this segment in May 1927 (equivalent to $391 million in 2023),^[96][97] and construction of the extension began in June 1928.^[94] The IND's Brooklyn extension was 82 percent completed by December 1930.^[98] Although most work on the line had been finished by December 1932, city controller Charles W. Berry then requested $1.57 million for the line's completion (equivalent to $35 million in 2023).^[99]

The Cranberry Street Tunnel, extending the express tracks east under Fulton Street to Jay Street, was opened for the morning rush hour on February 1, 1933, with a stop at Broadway/Nassau Street.^[100][101] The Broadway/Nassau station was initially served by express trains during the daytime on weekdays and Saturdays; local trains only served the station when express trains were not operating.^[102] It had ten entrances from the street,^[103] as well as direct connections to the IRT and BMT stations at Fulton Street.^[102][104] The opening of the Broadway/Nassau station eliminated an "outstanding drawback" to Upper Manhattan residents' usage of the Eighth Avenue Line, as the IND previously did not have a direct connection to Manhattan's Financial District.^[104] On the other hand, the station's convoluted layout confused some riders when it opened.^[100]

20th-century improvements

1940s to 1960s

Detail of the tilework in the Lexington Avenue Line station

The city government took over the BMT's operations on June 1, 1940,^[105][106] and the IRT's operations on June 12, 1940.^[107][108] Transfer passageways between the four stations were placed inside fare control on July 1, 1948. The rearrangement of turnstiles allowed free transfers in the existing passageways between the Eighth Avenue, Nassau Street, and Broadway–Seventh Avenue platforms. Passengers transferring to and from the Lexington Avenue Line had to receive a paper transfer.^[2][109] On August 25, 1950, the railings of the Lexington Avenue and Eighth Avenue Line stations were rearranged to allow direct transfers, and the paper transfers were discontinued.^[3]

The New York City Transit Authority (NYCTA), the BOT's successor, announced plans in 1956 to add fluorescent lights to the Fulton Street station.^[110] The NYCTA also asked the city government in 1958 to provide $66,700 for a moving walkway connecting the IND and IRT platforms at Fulton Street.^[111][112] The moving walkway, measuring 105 feet (32 m) long, would have been the first in the New York City Subway system.^[112][113] The NYCTA publicly announced plans for the moving walkway in August 1960; the agency's chairman Charles L. Patterson claimed that the moving walkway would ease congestion in the passageways between each platforms.^[113]

In late 1959, contracts were awarded to extend the platforms at Fulton Street on the Lexington Avenue Line, as well as nine others on the same line,^[a] to 525 feet (160 m) to accommodate ten-car trains.^[114] Work on the platform extension at Fulton Street began in April 1960 and was still underway two years later.^[115] The platform-lengthening project was substantially completed by November 1965.^[116] During the 1964–1965 fiscal year, the platforms at Fulton Street on the Broadway–Seventh Avenue Line, along with those at four other stations on the line, were lengthened to 525 feet (160 m) to accommodate a ten-car train of 51-foot IRT cars.^[117]

1970s to 1990s

A passageway from the Lexington Avenue Line station to the World Trade Center was completed in 1977.^[118] Late the next year, the MTA announced that it would modernize the Broadway–Nassau/Fulton Street station. The improvements included new finishes on the walls and floors; acoustical, signage, and lighting improvements; replacement of old mechanical equipment; and new handrails.^[119] In 1979, the New York City Landmarks Preservation Commission designated the space within the boundaries of the original IRT Lexington Avenue Line station, excluding expansions made after 1904, as a city landmark.^[7] The station was designated along with eleven others on the original IRT.^[7][120] By that time, the Lexington Avenue Line station was one of the 69 most deteriorated stations in the subway system.^[121] The Urban Mass Transportation Administration gave a $66 million grant to the New York City Transit Authority. Part of the grant was to be used for the renovation of several subway stations, including Fulton Street's IRT platforms, in 1982.^[122] The MTA attempted to replicate the original design of the Lexington Avenue Line platforms, even obtaining marble wainscoting from a Georgia quarry.^[123] The renovation, designed by Lee Harris Pomeroy, was finished in 1987.^{[124]: 6.15} In addition, to speed up passenger flow, dozens of platform conductors were assigned to direct crowds on the Lexington Avenue Line platforms during the late 1980s.^[125]

During the early 1990s, the MTA removed some advertisements from the Lexington Avenue Line platforms to reduce what an MTA spokesman described as "the perception of chaos".^[126] The MTA also removed three of the station's high entry-exit turnstiles to increase passenger flow.^[127] The New York State Legislature agreed to give the MTA $9.6 billion for capital improvements in April 1993. Some of the funds would be used to renovate nearly one hundred New York City Subway stations,^[128][129] including the BMT platforms at Fulton Street and the IND platform at Broadway–Nassau Street.^[130] In 1994, amid a funding shortfall, the administration of mayor Rudy Giuliani proposed delaying the IND station's renovation.^[131][132] That October, the MTA announced it had indefinitely postponed plans for renovating the IND's Broadway–Nassau Street station.^[133][134] Ultimately, the BMT and IND platforms were both renovated during the 1990s.^[135]: 10 Additionally, in January 1994, Automated Fare Collection turnstiles went into service at the Broadway–Nassau/Fulton Street station, making it one of the first stations in the system to receive these turnstiles.^[136]

In late 1996, as part of a pilot program to reduce overcrowding, the MTA placed orange decals on the Lexington Avenue Line platforms with the words "Step Aside" and employed platform attendants during rush hours.^[137] Additionally, to reduce dwell times, the MTA started enforcing a policy that required conductors to close their doors after 45 seconds.^[138] This trial was shortly expanded to other stations.^[139] These policies reduced dwell times by about six seconds per train, allowing the MTA to operate an extra train during rush hours.^[140]

21st-century renovation

Fulton Center plans and IRT renovation

After several pieces of transit infrastructure in Lower Manhattan were destroyed or severely damaged during the September 11, 2001, attacks, officials proposed a $7 billion redesign of transit in the neighborhood.^{[124]: S.5 [141]} Plans for a massive transit hub in Lower Manhattan, which was to incorporate the Fulton Street station, were first announced in January 2002.^[142][143] At the time, a Straphangers Campaign survey had ranked the station as one of the worst in the system;^[144] the complex was extremely hard to navigate because its four stations were built by different companies at different times.^[145][146] By April 2003, the MTA had released preliminary plans for a $750 million transit hub at Fulton Street, connecting six subway stations and constructing a new head house and the Dey Street Passageway.^[145] That December, the Federal Transit Administration allocated $750 million to the Fulton Street Transit Center (later the Fulton Center).^[147] The project was to include a domed station building at Fulton Street and Broadway.^[148][149] The transit center was to be financed using money from the September 11 recovery fund.^[150]

By May 2006, the budget for Fulton Center had grown, and the project had been delayed.^[151] Further delays and costs were incurred in February 2007.^[152] The MTA downsized the original plans for the transit center due to cost overruns,^[153][154] and the agency partially funded the project using 2009 federal stimulus money.^{[155][156][157]} Despite delays with the Fulton Center project, the MTA began renovating the IRT platforms.^[158] The rehabilitation of the Seventh Avenue Line platform started in 2005^[159] and was completed by November 2006.^[160] The Lexington Avenue Line station at the western end of the complex began refurbishment in 2008. Historical features, such as the tiling, were preserved.^[161]

Fulton Center approval

Further information: Fulton Center § Construction

East mezzanine

Before reconstruction

After reconstruction

In January 2009, the MTA received $497 million in additional stimulus money, bringing the total cost of the Fulton Street Transit Center to $1.4 billion.^{[155][161][162]} By then, a reporter for The New York Times wrote that the station's ramps, passageways, and stairs were so confusing that "The Fulton Street subway station might be a good spot for M. C. Escher to set up an easel, if the surrealist artist were still alive and sketching."^[163] This intricate system of ramps was replaced by two new mezzanines.^[135]: 11 Work on the IND mezzanine commenced in January 2010; the reconstruction of the transfer mezzanine over the Fulton Street IND platform resulted in traffic flow changes.^[164] The Eighth Avenue Line station adopted the "Fulton Street" name in December 2010 to become unified with the other platforms in the station complex.^[165] The eastern mezzanine and parts of the western mezzanine had opened by 2011,^[166]: 44 and the western mezzanine was completed by 2012.^[167]: 2

New entrances were also opened as part of the project.^[158] In October 2012, a new entrance on Dey Street opened for the Dey Street underpass to Cortlandt Street, and an ADA-accessible elevator was installed for the southbound Lexington Avenue Line platform.^[168] The Fulton Building, at the southeast corner of Broadway and Fulton Street, was also built as part of the project; work on that building lasted for another two years.^[169][170] The Fulton Center project was completed with the opening of the Fulton Building in November 2014, and the entire complex was made ADA-accessible.^[158][171] In 2024, following several violent incidents in the subway system, the city government installed scanners in the Fulton Street station as part of a pilot program to detect weapons.^[172]

Station layout

Ground	Street level	Exits/entrances Elevators located: on the southwest corner of Dey Street and Broadway for southbound ​ trains only. Out-of-system accessible transfer available to ​​ trains at World Trade Center/Cortlandt Street. inside the Fulton Center Main Building for northbound ​ trains only. on the northeast corner of Nassau and Fulton Streets for ​ ​ trains. on the southwest corner of William and Fulton Streets for ​ ​ trains. All other platforms accessible by first using ​ platform.
Basement 1	Mezzanine	Fare control, station agents, connections and retail at Fulton Center
	Northbound Seventh	← toward Wakefield–241st Street (Park Place) ← toward Harlem–148th Street (Park Place)
	Island platform
	Southbound Seventh	→ toward Flatbush Avenue–Brooklyn College (Wall Street) → → toward New Lots Avenue (Wall Street) →
	Side platform
	Southbound Nassau	→ toward Broad Street (Terminus) → → AM rush toward Broad Street (Terminus) →
	Side platform
	Northbound Lexington	← toward Woodlawn (Brooklyn Bridge–City Hall) ← toward Eastchester–Dyre Avenue or Nereid Avenue (Brooklyn Bridge–City Hall)
	Southbound Lexington	→ toward Crown Heights–Utica Avenue (New Lots Avenue late nights) (Wall Street) → → toward Flatbush Avenue–Brooklyn College weekdays, Bowling Green evenings/weekends (Wall Street) →
	Side platform
Basement 2	Eastern mezzanine	Connections between services
	Northbound Nassau	← toward Jamaica Center–Parsons/Archer (Chambers Street) ← PM rush toward Jamaica Center–Parsons/Archer (Chambers Street)
	Side platform
	Western mezzanine	Connections and Fulton Center retail
Basement 3	Northbound Eighth	← toward Inwood–207th Street (Chambers Street) ← toward 168th Street (Chambers Street)
	Island platform
	Southbound Eighth	→ toward Far Rockaway–Mott Avenue, Ozone Park–Lefferts Boulevard or Rockaway Park–Beach 116th Street (High Street) → → toward Euclid Avenue (High Street) →

The station consists of three levels; all of the platforms, except for the IND Eighth Avenue Line platform, are oriented roughly on a north–south axis. Most transfers are made through the IND platform, which runs east–west three stories below ground level, beneath the other three stations. The stacked-staggered configuration of the BMT Nassau Street Line platforms splits the IND mezzanine levels into halves. The eastern half stretches from Nassau Street to William Street, from the southbound Nassau Street Line platform to the Broadway–Seventh Avenue Line platform. Similarly, the western half of the mezzanine stretches from Nassau Street to Broadway, from the northbound Nassau Street Line to the Lexington Avenue Line platforms. Transferring passengers have to use the third-basement-level IND platform to navigate between both halves of the mezzanine, since the Nassau Street Line's platforms bisect the mezzanine on both the first and second basement levels.^[135]: 11

Originally, a network of passageways and ramps loosely connected the various lines with each other, causing congestion during peak hours.^{[135]: 11 [163]} The transfer mezzanine, also known as the IND mezzanine, was built as part of the Fulton Center project in the 2010s. This mezzanine replaced these ramps and made several adjacent entrances redundant.^[164]

Fulton St to Cortlandt St subway cross-section

Greenwich St	WTC Transportation Hub (Oculus) / Westfield Shops	Church St		Broadway	Fulton Center / Westfield Shops		Nassau St		William St
1		R / W		4 / 5			J / Z south		mezzanine
underpass		underpass	Dey Street Passageway	underpass		mezzanine	J / Z north	mezzanine	2 / 3
mezzanine					← A / C →
PATH

This box:

• view
• talk
• edit

v t e Lower Manhattan transit
Legend
Franklin Street Brooklyn Bridge–City Hall ​ ( ) ​​ Chambers Street Chambers Street ​ ​ ( ) Chambers Street–WTC City Hall ​ ​ Park Place WTC Cortlandt Cortlandt Street ​ (  HOB   NWK ) World Trade Center Fulton Street ​​​​​​​ Rector Street Rector Street ​ ​ Wall Street Wall Street ​ ​ Bowling Green Broad Street ( ​) ( ) South Ferry/Whitehall Street Whitehall Terminal South Ferry loops

Artwork

The "Sky Reflector-Net", as seen from the center of the Fulton Building

There are various artworks at the Fulton Street station. The Sky Reflector-Net, atop the Fulton Center building at the southeast corner of Fulton Street and Broadway, was installed in 2014 and commissioned as part of the MTA Arts & Design program.^[173] The Sky Reflector-Net uses hundreds of aluminum mirrors to provide natural sunlight from a 53 ft (16 m) skylight to an underground area as much as four stories deep.^[174][175] The complex also features digital signage with art, which is displayed as part of the MTA's Digital Art program.^[176][177]

The connection from the Broadway–Seventh Avenue Line platform to the Eighth Avenue Line platform contains the artwork Marine Grill Murals, salvaged from the Marine Grill restaurant in the Hotel McAlpin at Herald Square.^[178] The six murals in the station are part of a set of glazed terracotta mosaics created by Fred Dana Marsh in 1912 for the Marine Grill and were discarded in 1990 when the Marine Grill was demolished.^[178][179] The murals were subsequently salvaged from a dumpster.^[179] Each mural measures 8 feet 2 inches (2.49 m) tall by 11 feet 7 inches (3.53 m) wide and is shaped like a lunette. Of the 16 original murals, 12 depicted two sets of six related scenes, while the other four depicted separate motifs.^[180] The New York Landmarks Conservancy preserved six of the murals, which were reinstalled at the Fulton Street station in 2001 for $200,000.^[179]

Prior to the Fulton Center project, the mezzanine above the IND platform showcased an artwork by Nancy Holt, Astral Grating, which was installed in 1987 in conjunction with Lee Harris Pomeroy Architects.^[181] The artwork consisted of light fixtures on the ceiling, made of welded steel.^[181][182] The light fixtures signified five constellations, namely Aries, Auriga, Canis Major, Cygnus, and Piscis Austrinus. The work was uninstalled and placed in storage when Fulton Center was built.^[182] Astral Grating was the first artwork created by a female artist to be installed in the subway system through the MTA Arts & Design program.^[183]

Exits

Due to the highly fragmented nature of the Fulton Street station, most of its entrances are only signed as serving certain routes, even though all exits technically provide access to all routes.^[184] Prior to the completion of Fulton Center, many of the station's entrances had been constructed piecemeal within various buildings, and these entrances were not easily visible from the street.^[135]: 8 The entire station complex is ADA-accessible via a series of elevators between the platforms and mezzanines.^[185] The Fulton Street station is close to several attractions such as St. Paul's Chapel and the World Trade Center.^[184]

On Broadway, five entrances are signed as serving the Eighth Avenue Line and southbound Lexington Avenue Line platforms (the A, ​C, 4, and ​5 trains). At Broadway and Fulton Street, two stairs go up to the northwestern corner and one goes to 195 Broadway near the southwestern corner. One stair each goes up to the northwestern corner of Broadway's intersections with Dey and Cortlandt Streets. Additionally, one entrance, a stair at the northeast corner of Maiden Lane and Broadway at the southern end of the Lexington Avenue Line station, is signed as serving the Eighth Avenue Line and northbound Lexington Avenue Line platforms.^[186] The entrances on Broadway originally had cast-iron hoods with leaf patterns;^[187] similar hoods still exist at the Wall Street/Broadway and Borough Hall stations.^[188]: 10 The original entrances at the northwest and northeast corners of Fulton Street and Broadway were replaced in 1933 when the IND station opened.^[189] Prior to the completion of Fulton Center, there was no access from ground level to the southern ends of the Lexington Avenue Line platforms.^[135]: 10

Four Broadway entrances are signed as providing access to several routes in the complex. There is a stair and elevator at the southwest corner of Dey Street and Broadway; they are signed as providing access to all services except the northbound Lexington Avenue Line platform, and are also signed as an entrance as the separate Cortlandt Street station on the R and ​W trains.^[186] The two stations are connected outside of fare control via the Dey Street Passageway, which measures 300 feet (91 m) long by 29 feet (8.8 m) wide^[190] and opened in May 2016.^[191][192] Two entrances are signed as serving all routes in the complex, as well as the R and ​W trains at Cortlandt Street: the Fulton Center building at the southeast corner of Fulton Street and Broadway, as well as an entrance through the Corbin Building on John Street east of Broadway. The Fulton Center building has stairs, escalators, and elevators,^[186] while the Corbin Building contains escalators.^[193]

Seven entrances are signed as serving the Eighth Avenue Line and Broadway–Seventh Avenue Line platforms (the A, ​C, 2, and ​3 trains). At Fulton and William Streets are five entrances: two stairs to the northeastern corner, one to the southeastern corner, and one stair and one elevator to the southwestern corner. There are also two part-time entrances inside the office building at 110 William Street; one is on William Street and the other is on John Street.^[194] When the Broadway–Seventh Avenue Line station was built in 1918, it had been designed to allow a subway entrance to be built inside any building on William Street between Ann Street to the north and John Street to the south.^[51] As such, there was formerly an entrance in a building on the east side of William Street south of Ann Street.^[195] Another exit, at the northeast corner of William and Fulton Streets, was removed before 1930.^[196]

Six entrances are signed as serving the Eighth Avenue Line platform and either of the Nassau Street Line platforms (the A, ​C, J, and ​Z trains). Four stairs, one each on either eastern corner of Nassau and Fulton Streets and on either eastern corner of John and Nassau Streets, serve the Eighth Avenue Line and northbound Nassau Street Line platforms. The John and Nassau Streets entrances are open only during rush hours. Two stairs, one on either western corner of Nassau and Fulton Streets, serve the Eighth Avenue Line and northbound Nassau Street Line platforms.^[197] There were originally also two stairs from the northbound Nassau Street Line platform to the southwest corner of John and Nassau Streets and one stair to the northwest corner of the same intersection.^{[72][75][76][198]: 2758} From the north end of the Nassau Street Line station was an exit to Ann Street, as well as a passageway that led north to stairs on the northeast and southeast corners of Nassau and Beekman Streets.^[72][75][76] The exit to Ann Street connected the southbound platform with a structure known as the Hilton Building,^[72][76] where there were two stairs.^{[75][198]: 2758} The John Street and Beekman Street exits closed around 1988,^[199] while the Ann Street exit had closed by 1992.^[200]: E.3

Entrances to the Fulton Street station

Entrance within Royal Building

Entrance at William Street and Fulton Street

33 Maiden Lane

195 Broadway

Dey Street stair

IRT Broadway–Seventh Avenue Line platform

Fulton Street  ​
New York City Subway station (rapid transit)
Platform view, facing north
Station statistics
Division	A (IRT)[1]
Line	IRT Broadway–Seventh Avenue Line
Services	2  (all times) ​   3  (all except late nights)
Platforms	1 island platform
Tracks	2
Other information
Opened	July 1, 1918; 106 years ago (1918-07-01)[54]
Accessible	ADA-accessible
Opposite- direction transfer	Yes
Services Preceding station New York City Subway Following station Park Place 2  ​3  via 135th Street Wall Street 2  ​3  via Franklin Avenue–Medgar Evers College
Track layout Legend to Park Place to Wall Street
Station service legend Symbol Description Stops all times except late nights Stops all times Stops weekdays during the day Stops weekdays and weekday late nights

The Fulton Street station on the IRT Broadway–Seventh Avenue Line has two tracks and one island platform.^[201] It is situated underneath William Street between John Street to the south and Ann Street to the north.^[184] The 2 train stops here at all times,^[202] while the 3 train stops here at all times except late nights.^[203] The station is between Park Place to the north and Wall Street to the south.^[204]

The platform is 525 feet (160 m) long.^[117] It has a relatively narrow width of 13.5 feet (4.1 m),^[198]: 206 causing congestion during rush hours.^[135]: 11 The station has two mezzanines, separated at Fulton Street. The north mezzanine is open at all times, while the south mezzanine is open part-time.^[184] Prior to the construction of Fulton Center, the mezzanine had low ceilings and several bends, which caused congestion.^[135]: 11 Brooklyn-bound trains use track K2, while uptown trains use track K3; these designations come from track chaining and are not used by the public.^[201]

Gallery

• 
  Northbound R142 2 train departing
• 
  Mosaic name tablet

BMT Nassau Street Line platforms

Fulton Street  ​
New York City Subway station (rapid transit)
Broad Street-bound platform
Station statistics
Division	B (BMT)[1]
Line	BMT Nassau Street Line
Services	J  (all times) ​   Z  (rush hours, peak direction)
Levels	2
Platforms	2 side platforms (1 on each level)
Tracks	2 (1 on each level)
Other information
Opened	May 29, 1931; 93 years ago (1931-05-29)[80]
Accessible	ADA-accessible
Opposite- direction transfer	Yes
Services Preceding station New York City Subway Following station Chambers Street J  ​Z  toward Jamaica Center–Parsons/Archer Broad Street J  ​Z  Terminus
Track layout Legend to Chambers Street Superimposed tracks (Left track above right) to Broad Street Upper level Lower level
Station service legend Symbol Description Stops all times Stops rush hours in the peak direction only

The Fulton Street station on the BMT Nassau Street Line has two tracks and two side platforms in a split platform configuration, with downtown trains on the upper level and uptown trains on the lower level.^[75] It is situated underneath Nassau Street between John Street to the south and Ann Street to the north.^[184] The J train stops here at all times, while the Z train stops here during rush hours in the peak direction.^[205] The station is between Chambers Street to the north and Broad Street to the south.^[204]

The platforms measure 535 feet (163 m) long.^[72] The northbound platform is about 14.5 feet (4.4 m) wide, while the southbound platform ranges from 14 to 17.7 feet (4.3 to 5.4 m) wide.^{[198]: 2757} The station is constructed on two levels because of the extreme narrowness of Nassau Street, which forced contractors to avoid buildings' foundations while they constructed the station,^[61][72] as well as a curve at Fulton Street.^[71][76] Nassau Street is only 40 feet (12 m) wide at this point, so both levels' western and eastern walls are right next to the foundations of adjacent buildings.^[72] Since the platforms on both levels are to the left of the tracks, the most direct entrances are on the left side of each platform. Northbound trains are more directly accessed via entrances on the west side of Nassau Street, and southbound trains are more directly accessed via entrances on the east side of Nassau Street.^[75][76] The IND platform passes underneath both levels of this station; the two platforms are connected to each other and to the other stations in the complex via the IND platform.^[75][76]

The walls of the Nassau Street Line station were originally decorated with orange tile bands, similar to those used at IND stations.^[206][207] By the 1990s, the walls had been redecorated with Greek key bands, as well as mosaics with the letter "F" and the station's name.^[208]

Gallery

• 
  Northbound R160 J train arriving
• 
  Full-name and "F" mosaics below trim line

IRT Lexington Avenue Line platforms

Fulton Street  ​
New York City Subway station (rapid transit)
Southbound R142 4 train at the station
Station statistics
Division	A (IRT)[1]
Line	IRT Lexington Avenue Line
Services	4  (all times) ​   5  (all except late nights)
Platforms	2 side platforms
Tracks	2
Other information
Opened	January 16, 1905; 119 years ago (1905-01-16)[13]
Accessible	ADA-accessible
Opposite- direction transfer	Yes
Services Preceding station New York City Subway Following station Brooklyn Bridge–City Hall 4  ​5  via 138th Street–Grand Concourse Wall Street 4  ​5  via Franklin Avenue–Medgar Evers College
Track layout Legend to Brooklyn Bridge–City Hall to Wall Street
Station service legend Symbol Description Stops all times except late nights Stops all times
New York City Landmark
Designated	October 23, 1979[7]
Reference no.	1096

The Fulton Street station on the IRT Lexington Avenue Line has two tracks and two side platforms.^[201] It is situated underneath Broadway between Cortlandt Street to the south and Fulton Street to the north.^[184] The 4 train stops here at all times,^[209] while the 5 train stops here at all times except late nights.^[210] The station is between Brooklyn Bridge–City Hall to the north and Wall Street to the south.^[204] The platforms were originally 350 feet (110 m) long, like at other Contract 2 stations,^[7]: 4 but were lengthened during the 1959 expansion of the station.^[114]

As with other stations built as part of the original IRT, the station was constructed using a cut-and-cover method.^[10]: 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.^[211]: 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 away from the platform edge, spaced every 15 feet (4.6 m), while the platform extensions contain I-beam columns near the platform edge. Additional columns between the tracks, spaced every 5 feet (1.5 m), support the jack-arched concrete station roofs.^{[7]: 4 [211]: 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.^[211]: 9 The platform widths range from 7.5 to 19.3 feet (2.3 to 5.9 m).^[198]: 524

There are fare control areas at platform level. The walls along the platforms near the fare control areas consist of a pink marble wainscoting on the lowest part of the wall, with bronze air vents along the wainscoting, and white glass tiles above. The platform walls are divided at 15-foot (4.6 m) intervals by pink marble pilasters, or vertical bands. In the original portion of the station, each pilaster is topped by blue-and-green tile plaques, which contain the letter "F" surrounded by a buff-yellow and blue-green Greek key carving.^[7]: 7 Above these "F" plaques are faience mosaics that depict the Clermont, the steamboat built by Robert Fulton.^[212][213] These mosaics are topped by blue faience swags and are connected by a faience cornice with scrolled and foliate detail. This decorative design is extended to the fare control areas adjacent to the original portions of the station. White-on-blue tile plaques with the words "Fulton Street" and floral motifs are also placed on the walls.^[7]: 7 On the northern end of the southbound platform, a 75-foot-long (23 m) granite wall separates it from the basement of 195 Broadway. Within the granite wall are bronze sliding gates and a long window separated by bronze mullions. The sliding gates used to provide access to the station before being replaced by turnstiles.^[214]

IND Eighth Avenue Line platform

Fulton Street  ​
New York City Subway station (rapid transit)
Southbound R211A A train departing
Station statistics
Division	B (IND)[1]
Line	IND Eighth Avenue Line
Services	A  (all times) ​   C  (all except late nights)
Platforms	1 island platform
Tracks	2
Other information
Opened	February 1, 1933; 91 years ago (1933-02-01)[93]
Accessible	ADA-accessible
Opposite- direction transfer	Yes
Former/other names	Broadway–Nassau Street
Services Preceding station New York City Subway Following station Chambers Street A  ​C  via Canal Street High Street A  ​C  via Hoyt–Schermerhorn Streets
Former services Preceding station New York City Subway Following station Chambers Street toward 21st Street–Queensbridge JFK Express Jay Street–Borough Hall toward Howard Beach–JFK Airport
Track layout Legend to Chambers Street to High Street
Station service legend Symbol Description Stops all times except late nights Stops all times

The Fulton Street station (formerly the Broadway–Nassau Street station) on the IND Eighth Avenue Line has two tracks and one island platform.^[201] It is situated underneath Fulton Street between Broadway to the west and William Street to the east.^[184] The A train stops here at all times,^[215] while the C train stops here at all times except late nights.^[216] The station is between Chambers Street to the north and High Street to the south.^[204]

The platform is about 22 feet (6.7 m) wide throughout the length of the station.^{[198]: 1211} The Fulton Street station has curved walls, with a purple tile band and wall tiles reading "FULTON".^[217] An alternating pattern of "BWAY" and "NASSAU" was the original tiling.^[218] The purple tile band is part of a color-coded tile system used throughout the IND.^[219] The tile colors were designed to facilitate navigation for travelers going away from Lower Manhattan. The purple tiles at the Fulton Street station were also used at the Chambers Street station to the north and the High Street station to the south. The tiles change color at Canal Street to the north and Jay Street to the south.^[206][207] According to a document detailing the IND's color-coding scheme, the Broadway–Nassau Street station's tile band was only two tiles high (as was the case at local stations), rather than three tiles high (as at express stations).^[206]

The mezzanine is split in half by the BMT Nassau Street line directly above. Therefore, the IND platform is also used by passengers transferring between from IRT Lexington and northbound BMT Nassau trains to IRT Seventh Avenue and southbound BMT Nassau trains.^[135]: 11

Gallery

• 
  Tile caption below trim line
• 
  One of three elevators from the IND platform

Ridership

The Fulton Street station has historically ranked among the New York City Subway's ten busiest stations.^[220] The Fulton Street station recorded 19.502 million entries in 1963, which had declined to 15.805 million in 1973.^[221]

During the 2000s, an estimated 225,000 people either entered, exited, or transferred at the station on an average day.^[135]: 6 By 2011, the Fulton Street station was the 11th-busiest in the system;^[220] at the time, an average of 63,203 riders entered the station every weekday.^[222] In 2019, the station had 27,715,365 boardings, making it the fifth most-used station in the 423-station system. This amounted to an average of 94,607 passengers per weekday.^[5] Due to the COVID-19 pandemic in New York City, ridership dropped drastically in 2020, with only 8,855,302 passengers entering the station that year. However, it was still the system's fifth most-used station.^[223][224]

Notes

1. Bowling Green, Wall Street, Canal Street, Spring Street, Bleecker Street, Astor Place, Grand Central–42nd Street, 86th Street, and 125th Street^[114]

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. "Transfer Points Under Higher Fare; Board of Transportation Lists Stations and Intersections for Combined Rides". The New York Times. June 30, 1948. p. 19. ISSN 0362-4331. Archived from the original on June 25, 2020. Retrieved April 21, 2020.
3. "Subway Transfer Made Easier". The New York Times. August 25, 1950. ISSN 0362-4331. Archived from the original on May 2, 2022. Retrieved December 30, 2020.
4. "Annual Subway Ridership (2018–2023)". Metropolitan Transportation Authority. 2023. Retrieved April 20, 2024.
5. "Annual Subway Ridership (2018–2023)". Metropolitan Transportation Authority. 2023. Retrieved April 20, 2024.
6. Walker, James Blaine (1918). Fifty Years of Rapid Transit — 1864 to 1917. New York, N.Y.: Law Printing. Retrieved November 6, 2016.
7. "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.
8. 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.
9. 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 30, 2020.
10. Scott, Charles (1978). "Design and Construction of the IRT: Civil Engineering" (PDF). Historic American Engineering Record. pp. 208–282 (PDF pp. 209–283). 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.
11. "A New Method of Tunneling Under Broadway, New York". Engineering Record. Vol. 48, no. 17. October 24, 1903. pp. 492–494. Archived from the original on May 2, 2022. Retrieved December 30, 2020.
12. "Subway Runs to Fulton Street on Wednesday; Express Trains Only at First – Locals Later On". The New York Times. January 7, 1905. ISSN 0362-4331. Archived from the original on June 4, 2023. Retrieved June 4, 2023.
13. "Subway at Fulton Street Busy" (PDF). The New York Times. January 17, 1905. ISSN 0362-4331. Archived (PDF) from the original on July 7, 2021. Retrieved May 6, 2023.
14. "Fulton-st. Station Open". New-York Tribune. January 16, 1905. p. 3. ISSN 1941-0646. ProQuest 571612079.
15. "Fulton St. Trains Monday; New Style of Subway Platform Will Be Tried There". The New York Times. January 14, 1905. ISSN 0362-4331. Archived from the original on May 10, 2022. Retrieved May 6, 2023.
16. "Out Go Slot Machines: an Engineer Arrested Interborough Took Fulton-st. Station Without a Permit". New-York Tribune. January 20, 1905. p. 1. ISSN 1941-0646. ProQuest 571615106.
17. "Throws Slot Machines Out at Fulton Street; Ward & Gow Have No Rights in Lower Broadway Subway". The New York Times. January 20, 1905. ISSN 0362-4331. Archived from the original on August 13, 2023. Retrieved May 6, 2023.
18. "Subway Trains Run Again This Morning; Through Service Promised for the rush-Hour Crowds. Tunnel Pumped out at Last; Big Water Main That Burst Was an Old One, Pressed Into Service Again After a Five-Hour Watch" (PDF). The New York Times. ISSN 0362-4331. Archived (PDF) from the original on December 17, 2021. Retrieved September 18, 2016.
19. "Subway to Wall St. Open in Ten Days; And All the Way to the Bronx by July 1. Whole Road Ready in August As to the Air Therein, William Barclay Parsons Says It Is Pure and Can't Be Bettered" (PDF). The New York Times. ISSN 0362-4331. Archived (PDF) from the original on July 7, 2021. Retrieved September 18, 2016.
20. "Fulton St. Real Estate Up; Property Benefited by the Subway Station". The New York Times. December 25, 1905. ISSN 0362-4331. Archived from the original on March 7, 2018. Retrieved May 6, 2023.
21. "More Slot Machines Slip Into the Subway; Put Into Downtown Stations at Midnight by Somebody". The New York Times. May 7, 1906. ISSN 0362-4331. Archived from the original on May 7, 2023. Retrieved May 6, 2023.
22. 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.
23. 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 8, 2021.
24. "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.
25. New York (State). Legislature. Senate (1917). Documents of the Senate of the State of New York. pp. 317, 320. Archived from the original on January 23, 2021. Retrieved January 6, 2021.
26. "Fix Tunnel Routes for New Subways; One for B.R.T. Across Broadway, Through Beaver to Old Slip, and Under River". The New York Times. April 27, 1912. ISSN 0362-4331. Archived from the original on August 13, 2023. Retrieved May 5, 2023.
27. "Lay Out New Subway: P. S. C. Gives B. R. T. Tunnel From Old Slip to Clark Street Sent to Estimate Board Work on Lexington Avenue Line, Below 41st Street, Ordered Suspended for a Time". New-York Tribune. April 27, 1912. p. 6. ISSN 1941-0646. ProQuest 574907612.
28. "Dual Subway Routes Fixed; Service Commission and McAneny Committee Agree, Satisfying Interboro and B.R.T." The New York Times. May 15, 1912. ISSN 0362-4331. Archived from the original on August 13, 2023. Retrieved May 6, 2023.
29. "Subway Agreement Finally Reached: Both Interborough and B. R. T. Said to Be Satisfied With Conferrees' Solution of Problem". New-York Tribune. May 15, 1912. p. 1. ISSN 1941-0646. ProQuest 97294038.
30. "Pick Out Stations for Dual Subway; Sept. 12 and 13 Set for Public Hearings on Locations Favored by Service Board". The New York Times. August 15, 1912. ISSN 0362-4331. Archived from the original on May 7, 2023. Retrieved May 6, 2023.
31. "Money Set Aside for New Subways; Board of Estimate Approves City Contracts to be Signed To-day with Interboro and B.R.T." (PDF). The New York Times. March 19, 1913. ISSN 0362-4331. Archived (PDF) from the original on July 7, 2021. Retrieved November 10, 2017.
32. "Three New Links of the Dual Subway System Opened, Including a Shuttle Service from Times Square to Thirty-Fourth Street — Service on the Jerome Avenue Branch From 149th Street North to About 225th Street Began Yesterday Afternoon — The Event Celebrated by Bronx Citizens and Property Owners — The Seventh Avenue Connection Opened This Morning" (PDF). The New York Times. June 3, 1917. p. 1. ISSN 0362-4331. Archived (PDF) from the original on July 7, 2021. Retrieved November 6, 2016.
33. "Annual report. 1916-1917". HathiTrust. Interborough Rapid Transit Company. December 12, 2013. p. 22. Archived from the original on March 18, 2020. Retrieved September 5, 2016.
34. Whitney, Travis H. (March 10, 1918). "The Seventh and Lexington Avenue Subways Will Revive Dormant Sections — Change in Operation That Will Transform Original Four-Tracked Subway Into Two Four-Tracked Systems and Double Present Capacity of the Interborough" (PDF). The New York Times. p. 12. ISSN 0362-4331. Archived (PDF) from the original on December 12, 2019. Retrieved August 26, 2016.
35. "William St. Fights Subway Plan There; Property Owners Declare That Excavating Will Damage and Perhaps Ruin Buildings". The New York Times. July 19, 1912. ISSN 0362-4331. Archived from the original on August 13, 2023. Retrieved May 6, 2023.
36. Engineering News-record. McGraw-Hill Publishing Company. 1916. Archived from the original on August 13, 2023. Retrieved May 6, 2023.
37. "Subway Quicksand Will Cost $600,000; Tall Buildings in Narrow William St. Must Be Held Up While Digging Goes On". The New York Times. November 27, 1914. ISSN 0362-4331. Archived from the original on August 13, 2023. Retrieved May 6, 2023.
38. "Citizens in Force Demand Subways; Gov. Sulzer Told by Speaker of Many Associations That Delay Will Harm City". The New York Times. February 1, 1913. ISSN 0362-4331. Archived from the original on May 7, 2023. Retrieved May 6, 2023.
39. "William Street Route Approved by Court: Appellate Division Authorizes Extension Despite Property Owners' Objections". New-York Tribune. February 1, 1913. p. 2. ISSN 1941-0646. ProQuest 575057514.
40. "Protects Property in William Street; Public Service Board Drafts Subway Contract with Safeguards Incorporated". The New York Times. July 22, 1914. ISSN 0362-4331. Archived from the original on August 13, 2023. Retrieved May 6, 2023.
41. "Subway Bids Opened". New-York Tribune. September 16, 1914. p. 6. ISSN 1941-0646. ProQuest 575294036.
42. "William St. Subway Bids; Smith, Hauser & McIsaac Lowest, with Proposal of $2,254,860". The New York Times. September 16, 1914. ISSN 0362-4331. Archived from the original on August 13, 2023. Retrieved May 6, 2023.
43. "Fights Mains on Trestles; Real Estate Man Says Broadway Property Depreciated". The New York Times. November 21, 1914. ISSN 0362-4331. Archived from the original on August 13, 2023. Retrieved May 6, 2023.
44. "Objects to Gas Mains on Trestles: Committee of Brokers Does Not Want Property Values Affected". New-York Tribune. November 22, 1914. p. C2. ISSN 1941-0646. ProQuest 575330801.
45. "William St. Subway Problem". New-York Tribune. May 2, 1915. p. C6. ISSN 1941-0646. ProQuest 575380384.
46. "Subway Entrances; Hearing on William and Nassau Streets Matter This Week". The New York Times. June 20, 1915. ISSN 0362-4331. Archived from the original on September 29, 2020. Retrieved May 6, 2023.
47. "Hearing on Subway Exits in Streets: William Street Plan to Be Discussed on Next Wednesday". New-York Tribune. June 20, 1915. p. C6. ISSN 1941-0646. ProQuest 575436068.
48. "William Street Subway.: Problem of Proper Exits and Entrances Gradually Nearing Solution". The New York Times. March 5, 1916. p. XX6. ISSN 0362-4331. ProQuest 97988649.
49. "William Street Subway Exits: Seek to Find Solution of Problem at Conferences to Be Held". New-York Tribune. March 12, 1916. p. B10. ISSN 1941-0646. ProQuest 575543133.
50. "City Must Pay for Damages to Realty". The New York Times. February 25, 1917. ISSN 0362-4331. Archived from the original on August 13, 2023. Retrieved May 6, 2023.
51. "William Street Problem; Conference Regarding Subway Entrances and Exits". The New York Times. March 17, 1918. ISSN 0362-4331. Archived from the original on September 21, 2020. Retrieved May 7, 2023.
52. "Interboro Service Put Off Till March; Chairman Straus Sees No Hope for Early Opening of Seventh and Lexington Av. Lines". The New York Times. December 5, 1917. ISSN 0362-4331. Archived from the original on October 22, 2022. Retrieved May 6, 2023.
53. "Operation of New Subways Delayed: Opening of 7th and Lexington Ave. Lines Deferred to March by War". New-York Tribune. December 5, 1917. p. 16. ISSN 1941-0646. ProQuest 575790318.
54. "Open New Subway to Regular Traffic — First Train on Seventh Avenue Line Carries Mayor and Other Officials — To Serve Lower West Side — Whitney Predicts an Awakening of the District — New Extensions of Elevated Railroad Service" (PDF). The New York Times. July 2, 1918. p. 11. ISSN 0362-4331. Archived (PDF) from the original on May 30, 2020. Retrieved November 6, 2016.
55. "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. ISSN 0362-4331. Archived (PDF) from the original on February 21, 2021. Retrieved November 6, 2016.
56. "New 'H' System Brings Worst Subway Jam: Thousands Lost at Times Square Station as the Routes Are Changed Many Carried Far From Their Homes Shuttle Service Failure at 42d Street Adds Greatly to Confusion". New-York Tribune. August 2, 1918. p. 1. ISSN 1941-0646. ProQuest 575946310.
57. State of New York Transit Commission Third Annual Report for the Calendar Year 1923. New York State Transit Commission. 1924. p. 501. Archived from the original on May 30, 2023. Retrieved May 30, 2023.
58. Linder, Bernard (February 2016). "Contract 4 Subway Controversy". The Bulletin. Vol. 59, no. 2. Electric Railroaders' Association. Archived from the original on August 16, 2016. Retrieved July 28, 2016.
59. "Agree to Extension of 14th St. Subway; B.M.T. Relinquishes Demand for Elevated Structure Specified in Contract". The New York Times. December 19, 1923. ISSN 0362-4331. Archived from the original on August 13, 2023. Retrieved May 7, 2023.
60. "Nassau St. Subway Plan Nearly Ready; Southern End Completed, but Northern Section Involves a More Difficult Problem". The New York Times. March 3, 1923. ISSN 0362-4331. Archived from the original on August 13, 2023. Retrieved May 7, 2023.
61. Young, James C. (June 12, 1927). "Nassau Loop Builders Face a Difficult Task; The Half-Mile of Subway in the Heart of New York's Financial District Raises Construction Problems Never Before Encountered". The New York Times. ISSN 0362-4331. Archived from the original on August 13, 2023. Retrieved May 7, 2023.
62. "B.M.T. Plans Work to Cost $2,000,000; Directors Approve Program of Improvements to Be Made This Year". The New York Times. May 20, 1925. ISSN 0362-4331. Archived from the original on August 13, 2023. Retrieved May 7, 2023.
63. "B.M.T. Asks Public to Make Hylan Act; Offers $15,000,000; Starts Campaign to Force Construction of the Nassau Street Subway". The New York Times. April 6, 1925. ISSN 0362-4331. Archived from the original on May 7, 2023. Retrieved May 7, 2023.
64. "City Will Build Nassau St. Tube; Forced to Yield; Link for the B.M.T., Less Than a Mile in Length, Will Cost $13,000,000". The New York Times. May 28, 1927. ISSN 0362-4331. Archived from the original on May 7, 2023. Retrieved May 7, 2023.
65. Moscow, Warren (August 21, 1927). "Nassau Street Subway Again Proves Nuisance As Board Rejects Bids". The Brooklyn Citizen. pp. 1, 4. Archived from the original on May 7, 2023. Retrieved May 7, 2023.
66. "$9,986,997 Low Bid for Nassau Subway; Board Tabulates Figures of 17 Contractors in Second Competition for the Work". The New York Times. September 25, 1927. ISSN 0362-4331. Archived from the original on August 13, 2023. Retrieved May 7, 2023.
67. "All Bids Rejected on Nassau Subway; Transportation Board Orders New Figures – Delays Start of Work Three Months". The New York Times. August 21, 1927. ISSN 0362-4331. Archived from the original on May 7, 2023. Retrieved May 7, 2023.
68. "Awards Contracts for Nassau St. Links; Board Lets Out Work on Two Subway Sections for $10,458,034". The New York Times. November 24, 1927. ISSN 0362-4331. Archived from the original on May 7, 2023. Retrieved May 7, 2023.
69. "Board Awards Nassau Street Tube Contracts". The Standard Union. November 23, 1927. p. 3. Archived from the original on May 7, 2023. Retrieved May 7, 2023.
70. "Approves Open Cut for Nassau St. Link; Estimate Board Overrules the Pleas for Tunnel Method of Subway Construction". The New York Times. January 27, 1928. ISSN 0362-4331. Archived from the original on May 7, 2023. Retrieved May 7, 2023.
71. "Nassau St. Subway To Open On May 30; Its Construction an Engineering Feat Because Many Buildings Had to Be Underpinned. Cost $10,072,000 To Build It Will Link B.M.T.'s Centre Street Loop With Tunnel Under East River. 14th St. Extension Ready Connection With Eighth Avenue Line Will Go Into Operation on the Same Day". The New York Times. May 10, 1931. ISSN 0362-4331. Archived from the original on July 26, 2018. Retrieved July 28, 2016.
72. "Bids Asked for B.-M.T. Subway in Manhattan". The Brooklyn Citizen. April 20, 1930. p. 3. Archived from the original on May 10, 2023. Retrieved May 10, 2023 – via Newspapers.com.
73. "Engineers Study Nassau St. Loop; 200 Spend 3 Hours in Subway of B.M.T. System Watching All Phases of Work". The New York Times. January 20, 1929. ISSN 0362-4331. Archived from the original on May 7, 2023. Retrieved May 7, 2023.
74. "New B.M.T. Link is 80% Complete; Nassau-Broad St. Tracks to Be Finished by Autumn, Transit Board Says". The New York Times. April 20, 1930. ISSN 0362-4331. Archived from the original on May 7, 2023. Retrieved May 7, 2023.
75. "Station of 3 Levels for Nassau St. Tube; Transit Board Reveals Plans for Fulton St. Stop, Requiring Structure 40 Feet Wide". The New York Times. May 25, 1930. ISSN 0362-4331. Archived from the original on August 13, 2023. Retrieved May 7, 2023.
76. "Nassau Street Subway to Link Several Routes: Fulton St. Station of New B. M. T. Extension Will Be Busy Transfer Junction $252,192 Contract 'Let Connection With the I. R. T. West Side Line Planned Something Novel in Subway Station". New York Herald Tribune. May 25, 1930. p. 7. ISSN 1941-0646. ProQuest 1113639010.
77. "B.M.T. Loses to City in $30,000,000 Suit; Court Rules in 8-Year-Old Action New York Is Not Liable for Building Delay". The New York Times. August 2, 1930. ISSN 0362-4331. Archived from the original on May 14, 2023. Retrieved May 14, 2023.
78. "Mayor Inspects New Nassau St. Subway Today: City Officials To Be Guests of B.M.T. in Tour of Links That Open Tomorrow". New York Herald Tribune. May 29, 1931. p. 21. ISSN 1941-0646. ProQuest 1114186438.
79. Cunningham, Joseph; DeHart, Leonard O. (January 1, 1993). A History of the New York City Subway System. J. Schmidt, R. Giglio, and K. Lang. Archived from the original on May 2, 2022. Retrieved December 30, 2020.
80. "Mayor Drives Train In New Subway Link; The Mayor Becomes A Motorman". The New York Times. May 30, 1931. ISSN 0362-4331. Archived from the original on December 17, 2021. Retrieved July 28, 2016.
81. "Walker Operates First Train in Nassau St. Loop: Tests Out Whistle Before Sudden Stop for Which Instructor Takes Blame New B. M. T. System Link Other Officials at Opening of $10,000,000 Subway Nassau Street Subway Is Formally Opened". New York Herald Tribune. May 30, 1931. p. 3. ISSN 1941-0646. ProQuest 1114103146.
82. Derrick, Peter (April 1, 2002). Tunneling to the Future: The Story of the Great Subway Expansion That Saved New York. NYU Press. ISBN 9780814719541. Archived from the original on May 22, 2020. Retrieved December 30, 2020.
83. "Nassau-Broad Subway Route Opens May 30: 14th St. Link of B. M. T. Line From 6th to 8th Aves. Also To Be Finished Then Both Cost $13,630,313 City Labored Three Years on Engineering Projects". New York Herald Tribune. May 10, 1931. p. 2. ISSN 1941-0646. ProQuest 1114181918.
84. "Nassau St. Service Outlined By B.M.T.; Loop to Be Used for Direct Connection From Brooklyn and Jamaica to Manhattan". The New York Times. May 21, 1931. ISSN 0362-4331. Archived from the original on June 14, 2018. Retrieved July 28, 2016.
85. "B.M.T. Provides Through Service On Culver Line: Additional Trains on Nassau St. Loop and 14th St. Extension Run May 30". New York Herald Tribune. May 21, 1931. p. 43. ISSN 1941-0646. ProQuest 1114100391.
86. "Plans Now Ready to Start Subways". The New York Times. March 12, 1924. p. 1. ISSN 0362-4331. Archived from the original on June 28, 2019. Retrieved August 1, 2019.
87. "Hylan Subway Plan Links Four Boroughs at $450,000,000 Cost". The New York Times. December 10, 1924. p. 1. ISSN 0362-4331. Archived from the original on June 14, 2018. Retrieved June 29, 2018.
88. Raskin, Joseph B. (2013). The Routes Not Taken: A Trip Through New York City's Unbuilt Subway System. New York, New York: Fordham University Press. doi:10.5422/fordham/9780823253692.001.0001. ISBN 978-0-82325-369-2.
89. "Express and Local Stations For New Eighth Avenue Line". New York Herald Tribune. February 5, 1928. p. B1. ISSN 1941-0646. ProQuest 1113431477.
90. "Will Break Ground Today for New Uptown Subway". The New York Times. March 14, 1925. p. 15. ISSN 0362-4331. Archived from the original on June 14, 2018. Retrieved June 29, 2018.
91. "Gay Midnight Crowd Rides First Trains in New Subway". The New York Times. September 10, 1932. p. 1. ISSN 0362-4331. Archived from the original on September 12, 2012. Retrieved June 29, 2018.
92. Sebring, Lewis B. (September 10, 1932). "Midnight Jam Opens City's New Subway: Turnstiles Click Into Action at 12:01 A. M. as Throngs Battle for Places in 'First' Trains Boy, 7, Leads Rush At 42d St. Station City at Last Hails 8th Ave. Line After 7-Year Wait; Cars Bigger, Clean Transit Commissioner Officially Opening New Subway at Midnight". New York Herald Tribune. p. 1. ISSN 1941-0646. ProQuest 1114839882.
93. "City Opens Subway to Brooklyn Today". The New York Times. February 1, 1933. p. 19. ISSN 0362-4331. Archived from the original on June 26, 2018. Retrieved June 29, 2018.
94. Whitman, Hamilton (March 16, 1930). "The Sandhogs: Men of Courage, Energy and Skill". The Brooklyn Daily Eagle. p. 89. Archived from the original on June 17, 2023. Retrieved June 17, 2023.
95. "Fulton Street Tube Will Link Subway Transit: Chief Engineer Explains New Subway Construction and Its Significance in City's Sub-Surface Travel". The New York Herald, New York Tribune. May 30, 1926. p. C2. ISSN 1941-0646. ProQuest 1113601174.
96. "City May Act Without B.M.T. To Unify Lines: 'Freeze-Out' in Negotiations and Recapturing Routes of Dahl Company Believed One of Plans Considered". New York Herald Tribune. May 29, 1927. p. 9. ISSN 1941-0646. ProQuest 1131194666.
97. "Awards $22,282,309 Subway Contract; Board Accepts Mason-Hanger Company's Bid for the Fulton Street Route". The New York Times. May 29, 1927. ISSN 0362-4331. Archived from the original on May 7, 2023. Retrieved May 7, 2023.
98. "Finish Structure of 8th Av. Subway; Contractors Now Doing Work on Tracks, Signals, Lighting and Stations". The New York Times. December 19, 1930. ISSN 0362-4331. Archived from the original on February 12, 2023. Retrieved May 7, 2023.
99. "Berry Acts to Pay for Subway Work; Announces Registering of 40 Contracts Involving Total of $5,137,914". The New York Times. December 16, 1932. ISSN 0362-4331. Archived from the original on May 7, 2023. Retrieved May 7, 2023.
100. "Subway Link Opens; Traffic Increases; Sharp Gains in Wall Street Section Mark First Day of New Service to Brooklyn". The New York Times. February 2, 1933. ISSN 0362-4331. Archived from the original on May 7, 2023. Retrieved May 7, 2023.
101. "New Boro Tube Traffic is Light". The Brooklyn Daily Eagle. February 1, 1933. pp. 1, 3. Archived from the original on May 7, 2023. Retrieved May 7, 2023.
102. "New Subway Link Opens Wednesday; Independent Line Will Offer Express Service to Borough Hall in Brooklyn". The New York Times. January 29, 1933. ISSN 0362-4331. Archived from the original on December 16, 2022. Retrieved December 16, 2022.
103. "Brooklyn Line Of City Subway To Open Today: 1st Train Leaves Borough Hall at 6:12 A.M. on Way Beneath the East River Two New Stations Ready Track Phones Enable Motormen to Call for Help 8th Ave. Subway Train Invading Brooklyn". New York Herald Tribune. February 1, 1933. p. 12. ISSN 1941-0646. ProQuest 1222085885.
104. "8th Av. Subway Taps Brooklyn On Wednesday: New City System to Run Its Trains From Manhattan to Borough Hall To Cut Operating Time Expresses to Make Complete Trips in 37 Minutes". New York Herald Tribune. January 29, 1933. p. 20. ISSN 1941-0646. ProQuest 1114618529.
105. "B.M.T. Lines Pass to City Ownership; $175,000,000 Deal Completed at City Hall Ceremony-- Mayor 'Motorman No. 1'". The New York Times. June 2, 1940. ISSN 0362-4331. Archived from the original on July 19, 2021. Retrieved May 14, 2022.
106. "City Takes Over B. M. T. System; Mayor Skippers Midnight Train". New York Herald Tribune. June 2, 1940. p. 1. ProQuest 1243059209.
107. "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.
108. "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.
109. "List of Free and Pay Transfer Points". New York Herald Tribune. June 30, 1948. p. 12. ISSN 1941-0646. ProQuest 1327387636.
110. Katz, Ralph (January 27, 1956). "Subway Stations to Get New Lights; $3,750,000 to Be Spent on Fluorescents for I.R.T. and B.M.T. Transfer Points". The New York Times. ISSN 0362-4331. Archived from the original on May 11, 2023. Retrieved May 8, 2023.
111. Levey, Stanley (July 9, 1958). "171 Million Sought For City's Transit". The New York Times. ISSN 0362-4331. Archived from the original on May 8, 2023. Retrieved May 8, 2023.
112. Bedolis, Robert A. (July 9, 1958). "T. A. Asks 170 Million From City: For Improving Subways, Buses". New York Herald Tribune. p. 10. ISSN 1941-0646. ProQuest 1327015355.
113. Robinson, Layhmond (August 24, 1960). "Subway Planning Moving Sidewalk; Belt Would Replace a Ramp Joining 2 Busy Stations in Financial District". The New York Times. ISSN 0362-4331. Archived from the original on May 8, 2023. Retrieved May 8, 2023.
114. 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 28, 2020.
115. "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 May 8, 2023.
116. New York City Transit Authority (1968). Minutes and Proceedings. p. 152. Archived from the original on May 2, 2022. Retrieved January 26, 2021.
117. Annual Report 1964–1965. New York City Transit Authority. 1965.
118. Horsley, Carter B. (March 20, 1977). "With Spring, Downtown Starts to Stir". The New York Times. ISSN 0362-4331. Archived from the original on May 8, 2023. Retrieved May 8, 2023.
119. Edmonds, Richard (December 7, 1978). "Subway beautification has green light". New York Daily News. p. 583. ISSN 2692-1251. Archived from the original on May 25, 2023. Retrieved May 25, 2023.
120. "12 IRT Subway Stops Get Landmark Status". The New York Times. October 27, 1979. ISSN 0362-4331. Archived from the original on March 9, 2018. Retrieved December 26, 2020.
121. Gargan, Edward A. (June 11, 1981). "Agency Lists Its 69 Most Deteriorated Subway Stations". The New York Times. ISSN 0362-4331. Archived from the original on March 31, 2019. Retrieved May 8, 2023.
122. "Federal Funds Awarded To Fix Subway Stations". The New York Times. September 5, 1982. ISSN 0362-4331. Archived from the original on July 7, 2022. Retrieved July 7, 2022.
123. Levine, Richard (March 30, 1987). "Saving the Subway's Last Mosaics". The New York Times. ISSN 0362-4331. Archived from the original on March 27, 2020. Retrieved May 6, 2023.
124. Port Authority of New York and New Jersey (2007). Permanent WTC PATH Terminal: Environmental Impact Statement. United States Department of Transportation; Federal Transit Administration. Archived from the original on October 7, 2021. Retrieved December 30, 2020.
125. Dwyer, Jim (August 31, 1986). "In the Subways TA to Try Its 'stuff' on Subway Riders". Newsday. p. 2. ISSN 2574-5298. ProQuest 285347546.
126. Gray, Christopher (June 17, 1990). "Streetscapes: IRT Stations; Underground Art the Way It Was Meant to Look". The New York Times. ISSN 0362-4331. Archived from the original on May 15, 2022. Retrieved May 9, 2023.
127. Henican, Ellis (February 16, 1992). "In the Subways Ta Will Spike Iron Maidens". Newsday. p. 18. ISSN 2574-5298. ProQuest 1237383241.
128. Benenson, Joel (April 1, 1993). "Albany deal to save the $1.25 fare". New York Daily News. p. 1059. Archived from the original on April 28, 2023. Retrieved April 28, 2023.
129. Faison, Seth (April 3, 1993). "$9.6 Billion Package for M.T.A. Is Crucial to its Rebuilding Plans". The New York Times. ISSN 0362-4331. Archived from the original on April 28, 2023. Retrieved April 28, 2023.
130. "Stop the Fussing". Newsday. May 28, 1993. p. 56. Archived from the original on May 3, 2023. Retrieved April 28, 2023.
131. Rein, Lisa (May 24, 1994). "Citing cuts, TA derails Main St. rehab". New York Daily News. p. 683. Archived from the original on July 11, 2022. Retrieved July 11, 2022.
132. Sachar, Emily (February 6, 1994). "The Giuliani Budget; No Free Ride for Rudy Faces wrath of Albany on subway cuts". Newsday. p. 19. ProQuest 278734171.
133. McKinley, James C. Jr. (October 15, 1994). "City to Delay Subway Work At 6 Stations". The New York Times. ISSN 0362-4331. Archived from the original on July 5, 2022. Retrieved July 4, 2022.
134. Kalikow, Peter (October 27, 1994). "The Coliseum Could Lay a Golden Egg". Newsday. pp. 44, 48. Archived from the original on August 13, 2023. Retrieved May 31, 2023.
135. "Chapter 1: Purpose and Need". Fulton Street Transit Center, Final Environmental Impact Statement and Section 4(f) Evaluation (PDF). Metropolitan Transportation Authority. Archived (PDF) from the original on September 9, 2015. Retrieved January 3, 2015.
136. Foderaro, Lisa W. (January 6, 1994). "Fare Cards Make Debut In Subways". The New York Times. ISSN 0362-4331. Archived from the original on December 21, 2022. Retrieved May 9, 2023.
137. Perez-Pena, Richard (November 12, 1996). "Transit Agency Urges Platform Etiquette to Speed Subways". The New York Times. ISSN 0362-4331. Archived from the original on November 24, 2022. Retrieved November 24, 2022.
138. Swarns, Rachel L. (November 24, 1996). "As Subway Doors Close Faster, Green Urges Additional Sensors". The New York Times. ISSN 0362-4331. Archived from the original on November 24, 2022. Retrieved November 24, 2022.
139. Pierre-Pierre, Garry (February 5, 1997). "Subway Plan: Let People Off Before Trying To Board Car". The New York Times. ISSN 0362-4331. Archived from the original on November 24, 2022. Retrieved November 24, 2022.
140. Kennedy, Randy (February 20, 2001). "Tunnel Vision; Trying to Close Door on Stubbornness". The New York Times. ISSN 0362-4331. Archived from the original on January 26, 2021. Retrieved May 31, 2023.
141. Wyatt, Edward; Kennedy, Randy (April 20, 2002). "$7.3 Billion Vision To Rebuild Transit Near Ground Zero". The New York Times. ISSN 0362-4331. Archived from the original on February 4, 2018. Retrieved February 3, 2018.
142. Kennedy, Randy (January 23, 2002). "Transit Plan Would Connect Dots Downtown". The New York Times. ISSN 0362-4331. Archived from the original on February 26, 2018. Retrieved February 24, 2018.
143. Donohue, Pete; Gittrich, Greg (January 8, 2002). "Big transit ideas downtown PATH, subway links, store concourse eyed". New York Daily News. p. 7. ISSN 2692-1251. ProQuest 305672193.
144. Donohue, Pete (April 1, 2002). "51st & Lex Gets Riders Most Vexed Worst in Subway Poll". New York Daily News. p. 8. ISSN 2692-1251. ProQuest 305728875.
145. Collins, Glenn (April 28, 2003). "A Distant Urban Past Is Just a Local Stop; Rails and History Meet at Fulton St". The New York Times. ISSN 0362-4331. Archived from the original on February 26, 2018. Retrieved February 24, 2018.
146. Haughney, Christine (November 24, 2003). "Five on track for Fulton St. project". Crain's New York Business. Vol. 19, no. 47. p. 4. ProQuest 219204996.
147. Dunlap, David W. (December 4, 2003). "$2.85 Billion for 3 Transit Sites, With Strings". The New York Times. ISSN 0362-4331. Archived from the original on February 26, 2018. Retrieved February 24, 2018.
148. Chung, Jen (May 26, 2004). "Fulton Street Transit Center Design Unveiled". Gothamist. Retrieved August 14, 2023.
149. Dunlap, David W. (May 26, 2004). "A Shimmering Facet for Lower Manhattan". The New York Times. ISSN 0362-4331. Retrieved August 14, 2023.
150. Chamberlain, Lisa (May 22, 2005). "The Underground Economy: Subway Retailing". The New York Times. ISSN 0362-4331. Archived from the original on February 26, 2018. Retrieved February 24, 2018.
151. Lueck, Thomas J. (May 23, 2006). "Over Budget, Fulton Street Transit Hub Faces a Redesign". The New York Times. ISSN 0362-4331. Archived from the original on December 31, 2017. Retrieved February 25, 2018.
152. Neuman, William; Dunlap, David W. (January 8, 2007). "Planners Clash Over Transit Hub, and Riders Win". The New York Times. ISSN 0362-4331. Archived from the original on February 26, 2018. Retrieved February 25, 2018.
153. Pogrebin, Robin (April 10, 2008). "Proposal Would Relocate Ground Zero Arts Center to Transit Hub". The New York Times. ISSN 0362-4331. Archived from the original on February 26, 2018. Retrieved February 26, 2018.
154. Shapiro, Julie (March 13, 2008). "Some sort of building will rise at Fulton, M.T.A. says". DOWNTOWN EXPRESS | The Newspaper of Lower Manhattan. Archived from the original on January 8, 2017. Retrieved February 26, 2018.
155. Neuman, William (2009). "M.T.A. Planning to Spend Stimulus on Fulton St. Hub". The New York Times. ISSN 0362-4331. Archived from the original on February 26, 2018. Retrieved February 26, 2018.
156. "Fulton Center". MTA. Archived from the original on February 19, 2014. Retrieved February 23, 2014.
157. "Fulton Street Transit Center | No. 7 Subway Extension". Therealdeal.com. March 25, 2014. Archived from the original on April 29, 2014. Retrieved May 1, 2014.
158. Yee, Vivian (November 9, 2014). "Out of Dust and Debris, a New Jewel Rises". The New York Times. ISSN 0362-4331. Archived from the original on October 28, 2021. Retrieved December 30, 2020.
159. Chan, Sewell (June 29, 2005). "M.T.A. Scales Back Lower Manhattan Transit Complex, Citing Cost". The New York Times. ISSN 0362-4331. Archived from the original on February 26, 2018. Retrieved February 25, 2018.
160. "Construction Update | Construction Schedule". Archived from the original on April 8, 2014.
161. "Project Updates: Fulton Center". Lower Manhattan Development Corp. May 2009. Archived from the original on August 16, 2006.
162. "Back on Track: Fulton Transit Center" (PDF). MTA. June 9, 2009. Archived from the original (PDF) on April 8, 2014.
163. Hughes, C. J. (January 31, 2009). "Taking the Adventure Out of Fulton St. Station". The New York Times. ISSN 0362-4331. Archived from the original on May 8, 2023. Retrieved May 8, 2023.
164. "Fulton Street Transit Center Construction Update and Service Changes January 9–11 and January 16–17" (Press release). New York Metropolitan Transportation Authority. January 7, 2010. Archived from the original on January 25, 2010. Retrieved February 7, 2010.
165. "Fulton Street Transit Center: Construction Update and Subway Service Changes". mta.info. Metropolitan Transportation Authority. December 2010. Archived from the original on December 17, 2010. Retrieved December 28, 2020.
166. "Fulton Street Transit Center – Community Board 1 Quarterly Construction Update" (PDF). Metropolitan Transportation Authority. February 13, 2012. Archived (PDF) from the original on February 23, 2018. Retrieved February 21, 2018.
167. "Fulton Street Transit Center – Community Board 1 Quarterly Construction Update" (PDF). Metropolitan Transportation Authority. October 2012. Archived (PDF) from the original on February 28, 2018. Retrieved October 2, 2016.
168. "New Dey Street Entrance Opened". mta.info. Metropolitan Transportation Authority. Archived from the original on April 28, 2019. Retrieved July 4, 2016.
169. Donohue, Pete (October 27, 2014). "Fulton Center subway hub to open in November". NY Daily News. Archived from the original on November 22, 2020. Retrieved October 28, 2014.
170. Plagianos, Irene (October 27, 2014). "Fulton Transit Hub Will Finally Open on Nov. 10, MTA Says". DNAinfo New York. Archived from the original on October 30, 2014. Retrieved October 28, 2014.
171. "Fulton Center reopens after 13 years". New York Daily News. November 10, 2014. Archived from the original on May 8, 2023. Retrieved May 8, 2023.
172. "NYC subway gun scanner pilot program unveiled by Mayor Eric Adams and NYPD Commissioner Edward Caban". ABC7 New York. March 28, 2024. Retrieved March 29, 2024.
173. Dunlap, David W. (June 17, 2015). "This Solstice, Skylight at Fulton Center Hub Will Get Its Day in the Sun". The New York Times. ISSN 0362-4331. Archived from the original on May 8, 2023. Retrieved May 8, 2023.
174. Solomon, Benjamin; Li, Shirley (June 25, 2014). "NY's Subway Will Soon See Daylight for the First Time Ever". Wired. Archived from the original on February 17, 2015. Retrieved February 16, 2015.
175. Cassidy, Robert (May 19, 2016). "NYC subway station lights the way for 300,000 riders a day". Building Design + Construction. Archived from the original on May 8, 2023. Retrieved May 8, 2023.
176. "Digital Art". Metropolitan Transportation Authority. Archived from the original on May 8, 2023. Retrieved May 8, 2023.
177. Beete, Paulette (July 30, 2015). "Spotlight on MTA Arts and Design". National Endowment for the Arts. Archived from the original on May 8, 2023. Retrieved May 8, 2023.
178. Bloodworth, Sandra (2014). New York's Underground Art Museum: MTA Arts and Design. Monacelli Press. p. 216. ISBN 978-1-58093-403-9. Archived from the original on April 30, 2022. Retrieved April 30, 2022.
179. Dunlap, David W. (April 29, 2001). "Postings: Rescued McAlpin Hotel Murals From 1912 Find a Home in the Subway; For Terra Cotta, Terra Firma". The New York Times. ISSN 0362-4331. Archived from the original on April 30, 2022. Retrieved April 30, 2022.
180. Slesin, Suzanne (June 28, 1990). "Current; Ghosts Of Bygone Glory". The New York Times. ISSN 0362-4331. Archived from the original on April 30, 2022. Retrieved April 30, 2022.
181. "Astral Grating: Lee Harris Pomeroy Architects, Nancy Holt and MTA Arts & Design". CultureNOW. November 24, 2022. Archived from the original on November 24, 2022. Retrieved November 24, 2022.
182. "Astral Grating". MTA. Archived from the original on November 24, 2022. Retrieved November 24, 2022.
183. Yakas, Ben (March 30, 2023). "Bringing the cosmos underground: celebrating public art created by women for the NYC subway". Gothamist. Archived from the original on May 4, 2023. Retrieved May 8, 2023.
184. "MTA Neighborhood Maps: Lower Manhattan". Metropolitan Transportation Authority. 2015. Archived from the original on August 29, 2021. Retrieved August 16, 2016.
185. "MTA Accessible Stations". MTA. May 20, 2022. Archived from the original on December 10, 2021. Retrieved July 5, 2022.
186. "MTA Neighborhood Maps: Fulton St (4)(5)". Metropolitan Transportation Authority. 2018. Archived from the original on November 8, 2020. Retrieved December 19, 2020.
187. "Shelters for Subway Stairs". Railway Age Gazette. Vol. 48, no. 10b. March 16, 1910. p. 630. ProQuest 572082004.
188. "New York MPS Wall Street 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: 75313935. National Archives.
189. Proceedings of the Board of Transportation of the City of New York. New York City Board of Transportation. 1932. pp. 128–129. Archived from the original on August 13, 2023. Retrieved May 28, 2023.
190. "Dey St. Concourse Structural Box-New York, N.Y." Engineering News Record. December 16, 2009. Archived from the original on May 8, 2023. Retrieved May 8, 2023.
191. Plagianos, Irene (May 25, 2016). "Passage Linking Fulton Center to WTC Transit Hub Opening Thursday". DNAinfo New York. Archived from the original on May 13, 2023. Retrieved May 8, 2023.
192. Warerkar, Tanay (May 26, 2016). "Passageway Connecting WTC Hub and Fulton Center Finally Opens". Curbed NY. Archived from the original on May 8, 2023. Retrieved May 8, 2023.
193. Dunlap, David W. (June 2, 2013). "Spared Demolition, an 1889 Building Gets a Second Life". City Room. Archived from the original on January 26, 2021. Retrieved August 5, 2020.
194. "MTA Neighborhood Maps: Fulton St (2)(3)". Metropolitan Transportation Authority. 2018. Archived from the original on August 29, 2021. Retrieved December 19, 2020.
195. Minutes of the Board of Estimate and Apportionment of The City of New York From September 1, 1918, To October 31, 1918. Vol. IV. New York City Board of Estimate. 1918. pp. 3524, 3543–3547. Archived from the original on August 13, 2023. Retrieved August 2, 2022.
196. Proceedings of the Transit Commission, State of New York. New York State Transit Commission. 1930. p. 310.
197. "MTA Neighborhood Maps: Fulton St (J)(Z)". Metropolitan Transportation Authority. 2018. Archived from the original on August 29, 2021. Retrieved December 19, 2020.
198. Stv Inc. (February 2020). "New York City Transit System-wide Platform Screen Door Feasibility Study Summary of Conclusions". Metropolitan Transportation Authority. Retrieved January 28, 2022.
199. New York City Transit Authority Committee Agenda March 1988. New York City Transit Authority. March 18, 1988. pp. H-51–59.
200. Transit Authority Committee Agenda November 1991. New York City Transit Authority. November 15, 1991. p. E.3.
201. Dougherty, Peter (2020). Tracks of the New York City Subway 2020 (16th ed.). Dougherty. OCLC 1056711733.
202. "2 Subway Timetable, Effective June 26, 2022". Metropolitan Transportation Authority. Retrieved June 28, 2024.
203. "3 Subway Timetable, Effective June 30, 2024". Metropolitan Transportation Authority. Retrieved June 28, 2024.
204. "Subway Map" (PDF). Metropolitan Transportation Authority. September 2021. Retrieved September 17, 2021.
205. "J/Z Subway Timetable, Effective June 30, 2024". Metropolitan Transportation Authority. Retrieved June 28, 2024.
206. Carlson, Jen (February 18, 2016). "Map: These Color Tiles In The Subway System Used To Mean Something". Gothamist. Archived from the original on May 10, 2023. Retrieved May 10, 2023.
207. Gleason, Will (February 18, 2016). "The hidden meaning behind the New York subway's colored tiles". Time Out New York. Archived from the original on May 10, 2023. Retrieved May 10, 2023.
208. Whitehorne, Wayne (October 31, 1997). Showing Image 1389. nycsubway.org (image). Retrieved May 10, 2023.
209. "4 Subway Timetable, Effective December 4, 2022". Metropolitan Transportation Authority. Retrieved June 28, 2024.
210. "5 Subway Timetable, Effective June 30, 2024". Metropolitan Transportation Authority. Retrieved June 28, 2024.
211. 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. This article incorporates text from this source, which is in the public domain.
212. Benjamin, Philip (May 25, 1957). "IND Motorman-Archaeologist Traces Origins of IRT Wall Art; What Means the Art in the IRT? Every Little Picture Has a Meaning All Its Own". The New York Times. ISSN 0362-4331. Archived from the original on May 8, 2023. Retrieved May 8, 2023.
213. Molinelli, Don (September 12, 1961). "Mosaics in Subways Are Deep Stuff". Daily News. p. 26. Archived from the original on May 8, 2023. Retrieved May 8, 2023.
214. "American Telephone and Telegraph Building" (PDF). New York City Landmarks Preservation Commission. July 25, 2006. p. 14. Archived (PDF) from the original on December 27, 2016. Retrieved December 30, 2020.
215. "A Subway Timetable, Effective December 17, 2023". Metropolitan Transportation Authority. Retrieved June 28, 2024.
216. "C Subway Timetable, Effective December 17, 2023". Metropolitan Transportation Authority. Retrieved June 28, 2024.
217. Rosenfeld, Robbie (December 10, 2010). Showing Image 116078. nycsubway.org (image). Retrieved May 10, 2023.
218. David M. (February 19, 2009). Showing Image 98431. nycsubway.org (image). Retrieved May 10, 2023.
219. "Tile Colors a Guide in the New Subway; Decoration Scheme Changes at Each Express Stop to Tell Riders Where They Are". The New York Times. August 22, 1932. ISSN 0362-4331. Archived from the original on July 1, 2022. Retrieved July 1, 2022.
220. Grynbaum, Michael M. (June 7, 2011). "Main St. Stop in Flushing Joins List of Subway's Busiest". City Room. Archived from the original on May 3, 2023. Retrieved May 2, 2023.
221. Burks, Edward C. (November 26, 1973). "Use of Lexington Ave. IRT, Busiest Line in City, Drops". The New York Times. ISSN 0362-4331. Archived from the original on May 9, 2023. Retrieved May 8, 2023.
222. "New York City's Busiest Subway Stations". The Wall Street Journal. April 20, 2015. ISSN 0099-9660. Archived from the original on May 8, 2023. Retrieved May 8, 2023.
223. "Subway and bus ridership for 2020". MTA. August 31, 2020. Archived from the original on October 31, 2021. Retrieved July 8, 2022.
224. Gannon, Devin (May 18, 2020). "In 2020, NYC subway saw a billion fewer total trips than year prior". 6sqft. Archived from the original on June 30, 2022. Retrieved July 8, 2022.

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.

External links

• nycsubway.org – IRT East Side Line: Fulton Street
• nycsubway.org – IRT West Side Line: Fulton Street
• nycsubway.org – BMT Nassau St./Jamaica Line: Fulton Street
• nycsubway.org – IND 8th Avenue: Broadway/Nassau Street
• nycsubway.org — Marine Grill Murals, 1913 Artwork by Fred Dana Marsh (2000)
• nycsubway.org — Astral Grating Artwork by Nancy Holt (1987)
• MTA's Arts For Transit — Fulton Street/William Street