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Central Park North–110th Street station

Coordinates: 40°47′55″N 73°57′08″W / 40.798749°N 73.952275°W / 40.798749; -73.952275
From Wikipedia, the free encyclopedia
For other uses, see 110th Street (disambiguation).

 Central Park North–110 Street
 "2" train​"3" train
New York City Subway station (rapid transit)
North end of the platform, seen in 2015
Station statistics
AddressWest 110th Street & Malcolm X Boulevard
New York, New York
BoroughManhattan
LocaleHarlem
Coordinates40°47′55″N 73°57′08″W / 40.798749°N 73.952275°W / 40.798749; -73.952275
DivisionA (IRT)[1]
LineIRT Lenox Avenue Line
Services   2 all times (all times)
​   3 all times (all times)
TransitBus transport NYCT Bus: M2, M3, M4
StructureUnderground
Platforms1 island platform
Tracks2
Other information
OpenedNovember 23, 1904; 120 years ago (1904-11-23)
Opposite-
direction
transfer		Yes
Former/other names110 St–Central Park North
Traffic
20231,598,022[2] Increase 8.3%
Rank203 out of 423[2]
Services
Preceding station New York City Subway New York City Subway Following station
116th Street
via 135th Street
 96th Street
via Franklin Avenue–Medgar Evers College
Location
Central Park North–110th Street station is located in New York City Subway
Central Park North–110th Street station
Central Park North–110th Street station is located in New York City
Central Park North–110th Street station
Central Park North–110th Street station is located in New York
Central Park North–110th Street station
Track layout

Legend
to 116th Street
to 96th Street
Street map

Map

Station service legend
Symbol Description
Stops all times Stops all times

The Central Park North–110th Street station (signed as 110 St–Central Park North on overhead signs) is a station on the IRT Lenox Avenue Line of the New York City Subway, located at the intersection of 110th Street and Lenox Avenue at the southern edge of Harlem, Manhattan. It is served by the 2 and 3 trains at all times.

The 110th Street–Central Park North station was constructed for the Interborough Rapid Transit Company (IRT) as part of the city's first subway line, which was approved in 1900. Construction on the tunnel to the south of 110th Street started on August 30, and construction on the tunnel to the north started on October 2 of the same year. The station opened on November 23, 1904. The station's platform was lengthened in 1910.

The 110th Street–Central Park North station contains one island platform and two tracks. The station was built with tile and mosaic decorations. The platform contains exits to Lenox Avenue's intersections with 110th Street and 111th Street.

History

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Construction and opening

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Planning for a subway line in New York City dates to 1864.[3]: 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.[3]: 139–140  The subway plans were drawn up by a team of engineers led by William Barclay Parsons, the Rapid Transit Commission's chief engineer. It called for a subway line from New York City Hall in Lower Manhattan to the Upper West Side, where two branches would lead north into the Bronx.[4]: 3  A plan was formally adopted in 1897, and legal challenges were resolved near the end of 1899.[3]: 148  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,[5] in which it would construct the subway and maintain a 50-year operating lease from the opening of the line.[3]: 165  In 1901, the firm of Heins & LaFarge was hired to design the underground stations.[4]: 4  Belmont incorporated the Interborough Rapid Transit Company (IRT) in April 1902 to operate the subway.[3]: 182 

The 110th Street–Central Park North station was constructed as part of the IRT's East Side Branch (now the Lenox Avenue Line). Farrell & Hopper began building the section from 110th Street to 135th Street on August 30, 1900. Farrell & Hopper started constructing the section from 103rd Street to 110th Street and Lenox Avenue on October 2, 1900.[5][6]: 252  The excavation was relatively easy because the subway was under one side of Lenox Avenue and there were no street railway tracks to work around.[6]: 252–253  At Lenox Avenue and 110th Street, a 6.5-foot (200 cm) diameter circular brick sewer, draining 124 acres (50 ha) of the west side of Manhattan, was intersected by the subway. A new sewer of equal diameter, but to a depth sufficient to pass beneath the subway was constructed on either side of the subway structure. Where the sewer passed beneath the subway, the brick sewer was replaced by three 42-inch (110 cm) diameter cast iron pipes.[6]: 240 

On November 23, 1904, the East Side Branch opened to 145th Street.[7][8] Initially, the station was served by East Side local and express trains. Local trains ran from City Hall to Lenox Avenue (145th Street). Express trains had their southern terminus at South Ferry or Atlantic Avenue and had their northern terminus at 145th Street or West Farms (180th Street).[9] Express trains to 145th Street were eliminated in 1906, and West Farms express trains operated through to Atlantic Avenue in Brooklyn.[10]

Service changes and station renovations

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To address overcrowding, in 1909, the New York Public Service Commission proposed lengthening the platforms at stations along the original IRT subway.[11]: 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.[12]: 15  The platform at the 110th Street–Central Park North station was extended 145 feet (44 m) to the north.[12]: 111  On January 23, 1911, ten-car express trains began running on the East Side Line.[11]: 168 [13]

In 1918, the Broadway–Seventh Avenue Line opened south of Times Square–42nd Street, and the original line was divided into an H-shaped system. Local trains were sent to South Ferry, while express trains used the new Clark Street Tunnel to Brooklyn.[14]

The city government took over the IRT's operations on June 12, 1940.[15][16] The IRT routes were given numbered designations with the introduction of "R-type" rolling stock. These fleet contained rollsigns with numbered designations for each service. The first such fleet, the R12, was put into service in 1948.[17] The route to White Plains Road, formerly the route to West Farms, became known as the 2, while the route to Lenox Avenue–145th Street became the 3.[18] The New York City Transit Authority (NYCTA) announced plans in 1956 to add fluorescent lights above the edges of the station's platforms.[19] In 1959, all 2 and 3 trains became express.[20] In November 1959, the Warshaw Construction Company received a contract to remove fifteen entrance/exit kiosks on IRT lines, including three at the 110th Street station: two at the 111th Street entrance and one at the 110th Street entrance. This was part of a citywide initiative to remove the kiosks, which obstructed motorists' views of pedestrians.[21]

Starting on March 2, 1998, the tunnel was reconstructed along with the cracked tunnel floor. This was done to correct a major water problem that had existed for many years due to the presence of the Harlem Creek and other underground streams, which caused extensive flooding, water damage, and seepage problems that occasionally contributed to severe service disruptions.[22][23] The project cost $82 million and was finished on October 12, 1998.[22][24] During the reconstruction, many 2 trains were rerouted via the IRT Lexington Avenue Line, while the 3 trains were rerouted to the 137th Street–City College station on the IRT Broadway–Seventh Avenue Line. Each of the two Lenox Avenue Line tracks were alternately taken out of service and supplemental shuttle bus service connecting to other lines in the area were provided for much of this time.[25][26]

Fire

[edit]

On March 27, 2020, a northbound 2 train caught fire as it entered the Central Park North–110th Street station, killing the operator, injuring at least 16 others, and severely damaging the station.[27][28] The incident was investigated as a possible arson, as several other fires had been observed in nearby stations.[29][30]

Station layout

[edit]
The entrance to the 110th Street-Central Park North station
Ground Street level Exit/entrance
Platform level Northbound ← "2" train toward Wakefield–241st Street (116th Street)
← "3" train toward Harlem–148th Street (116th Street)
Island platform
Fare control, station agent
Island platform
Southbound → "2" train toward Flatbush Avenue–Brooklyn College (96th Street) →
→ "3" train toward New Lots Avenue (Times Square–42nd Street late nights) (96th Street) →

The 110th Street–Central Park North station has two tracks and an island platform.[31] The 2 and 3 trains stop here at all times.[32][33] The station is between 96th Street to the south and 116th Street to the north.[34] The platform was originally 350 feet (110 m) long, like at other stations north of 96th Street.[4]: 4 [35]: 8  The platform is wider at its south end than at its north, where it was extended in the 1950s and the tracks curve.

This underground station is the southernmost station on the Lenox Avenue Line. South of this station, the line turns southwest under the Great Hill and North Woods of Central Park, then west under 104th Street, and then south once again at Broadway, merging with the IRT Broadway–Seventh Avenue Line to become the express tracks of that line.

Design

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As with other stations built as part of the original IRT, the station was constructed using a cut-and-cover method.[6]: 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.[35]: 9  The platform consists of 3-inch-thick (7.6 cm) concrete slabs, beneath which are drainage basins. The original platform contains circular, cast-iron Doric-style columns spaced every 15 feet (4.6 m), while the platform extensions contain I-beam columns. Additional columns beside the tracks, spaced every 5 feet (1.5 m), support the jack-arched concrete station roofs.[4]: 4 [35]: 9  There is a 1-inch (25 mm) gap between the trough wall and the track walls, which are made of 4-inch (100 mm)-thick brick covered over by a tiled finish.[35]: 9 

The original decorative scheme consisted of blue/green tile panels and green and buff tile bands.[35]: 41  The mosaic tiles at all original IRT stations were manufactured by the American Encaustic Tile Company, which subcontracted the installations at each station.[35]: 31  The decorative work was performed by tile contractor John H. Parry.[35]: 41  The station's artwork, installed during a 1998 renovation, is called Message from Malcolm by Maren Hassinger. It consists of mosaic panels on the platform and main fare control area's street stairs that depict quotes and writings by Malcolm X written in script and surrounded by mosaic borders.

Exits

[edit]

This station has two fare control areas, both of which are on platform level. The full-time one is at the south end and has a bank of four turnstiles, token booth, and double-wide staircase going up to the northwest corner of Central Park North and Malcolm X Boulevard.[36] A full height turnstile at the center of the platform leads to a staircase that goes up to the northwest corner of West 111th Street and Malcolm X Boulevard.[36]

References

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  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. ^ a b "Annual Subway Ridership (2018–2023)". Metropolitan Transportation Authority. 2023. Retrieved April 20, 2024.
  3. ^ a b c d e Walker, James Blaine (1918). Fifty Years of Rapid Transit — 1864 to 1917. New York, N.Y.: Law Printing. Retrieved November 6, 2016.
  4. ^ a b c d "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.
  5. ^ a b Report of the Board of Rapid Transit Railroad Commissioners for the City of New York For The Year Ending December 31, 1904 Accompanied By Reports of the Chief Engineer and of the Auditor. Board of Rapid Transit Railroad Commissioners. 1905. pp. 229–236.
  6. ^ a b c d 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. Public Domain This article incorporates text from this source, which is in the public domain.{{cite web}}: CS1 maint: postscript (link)
  7. ^ Report of the Public Service Commission For The First District of the State of New York For The Year Ending December 31, 1909. Albany: Public Service Commission. 1910. p. 191. Archived from the original on February 5, 2023. Retrieved January 8, 2021.
  8. ^ "East Side Subway Open — Train from 145th Street to Broadway in 9 Minutes and 40 Seconds" (PDF). The New York Times. November 23, 1904. p. 1. ISSN 0362-4331. Archived (PDF) from the original on January 23, 2022. Retrieved March 27, 2016.
  9. ^ The Merchants' Association of New York Pocket Guide to New York. Merchants' Association of New York. March 1906. pp. 19–26.
  10. ^ Brooklyn Daily Eagle Almanac. Brooklyn Daily Eagle. 1916. p. 119. Archived from the original on May 11, 2021. Retrieved January 8, 2021.
  11. ^ a b Hood, Clifton (1978). "The Impact of the IRT in New York City" (PDF). Historic American Engineering Record. pp. 146–207 (PDF pp. 147–208). Archived (PDF) from the original on January 17, 2021. Retrieved December 20, 2020. Public Domain This article incorporates text from this source, which is in the public domain.{{cite web}}: CS1 maint: postscript (link)
  12. ^ a b 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 February 5, 2023. Retrieved January 8, 2021.
  13. ^ "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.
  14. ^ "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". The New York Times. August 2, 1918. p. 1. Archived from the original on January 6, 2021. Retrieved November 6, 2016.
  15. ^ "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.
  16. ^ "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.
  17. ^ Brown, Nicole (May 17, 2019). "How did the MTA subway lines get their letter or number? NYCurious". amNewYork. Archived from the original on March 2, 2021. Retrieved January 27, 2021.
  18. ^ Friedlander, Alex; Lonto, Arthur; Raudenbush, Henry (April 1960). "A Summary of Services on the IRT Division, NYCTA" (PDF). New York Division Bulletin. 3 (1). Electric Railroaders' Association: 2. Archived from the original (PDF) on September 14, 2020. Retrieved March 28, 2021.
  19. ^ 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.
  20. ^ "Wagner Praises Modernized IRT — Mayor and Transit Authority Are Hailed as West Side Changes Take Effect". The New York Times. February 7, 1959. p. 21. ISSN 0362-4331. Archived from the original on January 1, 2018. Retrieved November 6, 2016.
  21. ^ "15 More City Kiosks Slated for Scrap". The New York Times. November 9, 1959. ISSN 0362-4331. Archived from the original on January 30, 2022. Retrieved January 30, 2022.
  22. ^ a b "New York City Transit - History and Chronology". mta.info. Metropolitan Transportation Authority. Archived from the original on March 24, 2020. Retrieved April 8, 2020.
  23. ^ Lii, Jane H. (February 28, 1998). "Tunnel Work To Cut Service On 2 Subways". The New York Times. p. B-4. ISSN 0362-4331. Archived from the original on March 28, 2020. Retrieved January 17, 2020.
  24. ^ Lueck, Thomas J. (October 13, 1998). "Beating Deadline, Normal Service Returns for the Nos. 2 and 3 Subway Lines". The New York Times. p. B-3. ISSN 0362-4331. Archived from the original on March 28, 2020. Retrieved January 17, 2020.
  25. ^ Newman, Andy (December 12, 1997). "Repairs to Lenox Ave. Tunnel To Affect Many Subway Lines". The New York Times. p. B-8. Archived from the original on March 28, 2020. Retrieved July 31, 2013.
  26. ^ "Lenox Rehab '98 2 3 Lenox Line Service Guide March 2-October 1998". thejoekorner.com. New York City Transit. 1998. Archived from the original on March 28, 2020. Retrieved November 6, 2016.
  27. ^ "One dead, at least 16 hurt in New York City subway fire". NBC News. March 27, 2020. Archived from the original on April 4, 2020. Retrieved March 27, 2020.
  28. ^ "New York: man killed and at least a dozen hurt in subway fire, officials say". The Guardian. Associated Press. March 27, 2020. ISSN 0261-3077. Archived from the original on April 5, 2020. Retrieved March 27, 2020.
  29. ^ Tracy, Thomas (March 27, 2020). "Hero MTA train operator dies trying to evacuate commuters from Harlem subway fire, at least nine others hospitalized". nydailynews.com. Archived from the original on March 29, 2020. Retrieved March 27, 2020.
  30. ^ "'Hero' Train Conductor Dead, 16 Hurt in NYC Subway Fire; Blaze Probed as Suspicious: Officials". NBC New York. March 27, 2020. Archived from the original on April 4, 2020. Retrieved March 27, 2020.
  31. ^ Dougherty, Peter (2006) [2002]. Tracks of the New York City Subway 2006 (3rd ed.). Dougherty. OCLC 49777633 – via Google Books.
  32. ^ "2 Subway Timetable, Effective June 26, 2022". Metropolitan Transportation Authority. Retrieved December 16, 2024.
  33. ^ "3 Subway Timetable, Effective June 30, 2024". Metropolitan Transportation Authority. Retrieved December 16, 2024.
  34. ^ "Subway Map" (PDF). Metropolitan Transportation Authority. September 2021. Retrieved September 17, 2021.
  35. ^ a b c d e f g Framberger, David J. (1978). "Architectural Designs for New York's First Subway" (PDF). Historic American Engineering Record. pp. 1–46 (PDF pp. 367–412). Archived (PDF) from the original on January 17, 2021. Retrieved December 20, 2020. Public Domain This article incorporates text from this source, which is in the public domain.{{cite web}}: CS1 maint: postscript (link)
  36. ^ a b "MTA Neighborhood Maps: Harlem / East Harlem" (PDF). Metropolitan Transportation Authority. 2018. Retrieved October 1, 2018.
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