116-646: (Redirected from Chinatown Station ) Chinatown Station may refer to transit stations in: United States Canal Street station (New York City Subway) , a subway station that had Chinese characters meaning “Chinatown”. The characters were removed when the historical tiles were restored. Cermak–Chinatown station , an "L" station in Chicago, Illinois Chinatown station (Los Angeles Metro) , an elevated light rail station in Los Angeles, California Chinatown station (MBTA) ,
232-401: A foundation of concrete no less than 4 inches (100 mm) thick. Each platform consists of 3-inch-thick (7.6 cm) concrete slabs, beneath which are drainage basins. The platforms contain columns with white glazed tiles, spaced every 15 feet (4.6 m). Additional columns between the tracks, spaced every 5 feet (1.5 m), support the jack-arched concrete station roofs. There
348-682: A subway line in New York City dates to 1864. However, development of what would become the city's first subway line did not start until 1894, when the New York State Legislature passed the Rapid Transit Act. The subway plans were drawn up by a team of engineers led by William Barclay Parsons , the Rapid Transit Commission's chief engineer. It called for a subway line from New York City Hall in lower Manhattan to
464-606: A $ 346,000 low bid for the finishes and was 35 percent completed with the finishes by October 1916. The mainline platforms opened on January 5, 1918, when the Broadway Line was extended north to Times Square–42nd Street and south to Rector Street . From the outset, the mainline station served local trains, while the Manhattan Bridge line station began serving express trains. The Manhattan Bridge line station had begun to leak noticeably by April 1918, in large part because of
580-526: A 1995 neighborhood map, but they had been removed by 1999. At the intersection of Canal and Lafayette Streets, there were additional staircases at the northeastern corner, the northwestern corner, and the southwestern corner. The Canal Street station on the IRT Lexington Avenue Line is a local station that has four tracks and two side platforms . The 6 stops here at all times, rush-hour and midday <6> trains stop here in
696-637: A bridge over a planned line on Canal Street, was completed at the end of 1909. The station remained closed because the Chambers Street station, the terminal for the Centre Street Loop, was not complete. The BRT tunnel under Centre Street was completed by 1910, except for the section under the Manhattan Municipal Building , which contained the incomplete Chambers Street station. The tunnel remained unused for several years. In March 1913,
812-559: A connection would cause severe train congestion. The BRT wanted to connect the lines, citing the fact that it would be difficult for passengers to transfer at the Canal Street station or to reroute trains in case of emergency. By the time the Dual Contracts were signed, the plans had been modified so the Manhattan Bridge line connected to the Broadway Line; this connection was estimated to cost an additional $ 1 million. In October 1913,
928-610: A four-track line (earlier proposed as two tracks), was to connect the Brooklyn Bridge , Manhattan Bridge , and Williamsburg Bridge via Centre Street , Canal Street , and Delancey Street . An extension south from the Brooklyn Bridge under William Street to Wall Street was also part of the plan, as were several loops towards the Hudson River and a loop connecting the bridges through Brooklyn. Trains coming from Brooklyn via
1044-709: A light rail station in New Taipei, Taiwan Stadium–Chinatown station , a SkyTrain station in Vancouver, Canada Chinatown station on the CBD and South East Light Rail in Sydney, NSW, Australia Wat Mangkon MRT station , a Bangkok Mass Rapid Transit subway station in Bangkok's Chinatown known as Yaowarat [REDACTED] Topics referred to by the same term This disambiguation page lists articles about railway and public transport stations with
1160-575: A neighboring building named Fu Long Plaza, causing that building to tilt. Water main breaks also delayed the project. By mid-1999, the completion of the station's renovation had been postponed nearly three years, to November 2000. In advance of the reopening of the Manhattan Bridge's southern tracks, the Manhattan Bridge line platforms were also renovated with new lighting, tiles, and third rails. The Manhattan Bridge line platforms reopened on July 22, 2001. The complex consists of four originally separate stations joined by underground passageways. Three of
1276-643: A planned light metro station in Honolulu, Hawaii International District/Chinatown station , a below-grade light rail station in Seattle, Washington Old Town/Chinatown station , a light rail station in Portland, Oregon Lake Merritt station , a BART station near Oakland's Chinatown Worldwide Chinatown MRT station , a Mass Rapid Transit station in Singapore Rose China Town light rail station ,
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#17330926572841392-561: A spur under Canal Street. Unlike previous subway contracts that the city government had issued, the BRT was responsible only for constructing the Centre Street Loop and installing equipment, not for operating the loop. The work was split into five sections; the Canal Street station was built as part of the two sections of the line that ran under Centre Street. The city began receiving bids for these sections in March 1907. The Degnon Construction Company
1508-612: A subway station in Boston, Massachusetts Chinatown station (Muni Metro) , an underground light rail station in San Francisco, California Chinatown station (SEPTA) , a subway station in Philadelphia, Pennsylvania Gallery Place station (formerly named Gallery Place–Chinatown station), a metro station near Chinatown in Washington, DC Hōlau station , also known as Chinatown station,
1624-712: A third through track (previously the center two tracks stub-ended at Canal Street), which was equipped with reverse signaling. The consolidation of the Bowery and Canal Street stations was intended to enhance customer security while consolidating passengers onto what used to be the southbound platforms. The project was completed in May 2005, seven months behind its scheduled completion. The project cost $ 36 million. Weekend service terminated at Canal Street between September 30, 1990, and January 1994. Weekend service terminated at Chambers Street until June 2015; during that time, Broad Street and
1740-608: A typical express station, except that the inner tracks dead-ended at bumper blocks at the south end with a platform-level connection joining the southern ends of the two platforms. After a reconfiguration of the Nassau Street Line in 2004, the eastern (former "northbound") platforms were abandoned and the platform-level connection was removed, allowing the former southbound express track to continue south. The westernmost (former "southbound") platform remains in operation and both tracks provide through service; southbound traffic using
1856-586: Is a New York City Subway station complex. It is located in the neighborhoods of Chinatown and SoHo in Manhattan and is shared by the BMT Broadway Line , the IRT Lexington Avenue Line , and the BMT Nassau Street Line . It is served by the 6 , J , N , and Q trains at all times; the R train at all times except late nights; the W train during weekdays; the <6> train during weekdays in
1972-754: Is a rapid transit line of the B Division of the New York City Subway system in Manhattan . At its northern end, the line is a westward continuation of the BMT Jamaica Line in Brooklyn after the Jamaica Line crosses the Williamsburg Bridge into Manhattan. The Nassau Street Line continues south to a junction with the BMT Broadway Line just before the Montague Street Tunnel , after which
2088-427: 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. During the late 1910s, contractors waterproofed the station, placing a 5 in-thick (13 cm) layer of brick and a 6 in-thick (15 cm) layer of concrete under the trackbeds. Retaining walls of brick and asphalt concrete were built on either side of
2204-472: Is a staircase from the Nassau Street Line to the southwestern corner of Centre Street and Canal Street. The Manhattan Bridge branch platforms' exits are also used by the Lexington Avenue Line platforms. Three staircases from the northbound Lexington Avenue Line platform lead to the eastern corners of Lafayette Street and Canal Street, with one to the northeast corner and two to the southeast corner. From
2320-432: Is at the northwestern corner. None of the other platforms in the complex are ADA-accessible. There are a number of closed exits in the Canal Street complex. One such exit led to a building at the northeastern corner of Canal Street and Centre Street; during the 1996 renovation, this became an emergency exit. Two stairs at the southeastern corner of the same intersection (serving only the northbound platform) are shown in
2436-732: Is now the Eastern Parkway Line in Brooklyn. The BRT proposed the next year to construct a line across Canal Street and the Manhattan Bridge to connect with the Brighton Beach Line . The BRT submitted a proposal to the Commission, dated March 2, 1911, to operate the Tri-borough system (but under Church Street instead of Greenwich Street), as well as a branch along Broadway, Seventh Avenue, and 59th Street from Ninth Street north and east to
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#17330926572842552-571: The Broadway Line . When the line was completed, Culver Line trains began operating on the loop; previously, elevated Culver Line trains from Coney Island ran only as far as Ninth Avenue , where transfers were made to West End subway trains. The new line provided an additional ten percent capacity compared with existing service through DeKalb Avenue . Service on the Jamaica Line was extended to operate to this station. The station at Wall Street
2668-805: The Broadway–Seventh Avenue Line . After the first subway line was completed in 1908, the station was served by local trains along both the West Side (now the Broadway–Seventh Avenue Line to Van Cortlandt Park–242nd Street ) and East Side (now the Lenox Avenue Line ). West Side local trains had their southern terminus at City Hall during rush hours and South Ferry at other times, and had their northern terminus at 242nd Street. East Side local trains ran from City Hall to Lenox Avenue (145th Street) . To address overcrowding, in 1909,
2784-475: The Dual Contracts , adopted on March 4, 1913. The BRT was authorized to construct a line under Broadway with a station at Canal Street, as well as a line under Canal Street with a station at Broadway. The development of the BRT stations resulted in increased real-estate values in the area. Also as part of the Dual Contracts, the Lexington Avenue Line opened north of Grand Central–42nd Street in 1918, and
2900-537: The MTA Arts & Design program. The art installation contains motifs inspired by Chinese characters . The platforms are decorated with teapots resembling the Chinese characters for "good life", while the mezzanine has symbols that variously resemble the characters for "Asia", "cycle", or "quality". Lee's art covers some of the station's original mosaics. BMT Nassau Street Line The BMT Nassau Street Line
3016-653: The Manhattan Bridge , and two tracks would continue north and east to the Williamsburg Bridge . By 1904, the route had been widened to four tracks from the Brooklyn Bridge to the Williamsburg Bridge. The Centre Street Loop (later the Nassau Street Line) was approved on January 25, 1907, as a four-track line. The route was to connect the Brooklyn Bridge, Manhattan Bridge, and Williamsburg Bridge via Centre Street , Canal Street , and Delancey Street , with
3132-475: The Manhattan Municipal Building ) that June. The line was assigned to a proposed Tri-borough system in early 1908 and to the Brooklyn Rapid Transit Company (BRT) in the Dual Contracts , adopted on March 4, 1913. Unlike previous subway contracts that the city government had issued, the BRT was responsible only for constructing the Centre Street Loop and installing equipment, not for operating
3248-459: The Montague Street Tunnel stop at the mainline platforms, while express trains traveling to and from Brooklyn via the Manhattan Bridge stop at the Bridge Line platforms. The original mosaics at the Broadway Line stations depicted the canal that had run through the area, as seen in a 1796 sketch. The mosaics appeared to also depict the house of U.S. vice president Aaron Burr , who lived near
3364-489: The New York City Board of Transportation received bids for the lengthening of platforms at nine stations on the Broadway Line, including the mainline station at Canal Street, to accommodate eight-car trains. Edwards & Flood submitted a low bid of $ 101,775 for the project. The BMT platform-lengthening project was completed in 1927, bringing the length of the platforms to 535 feet (163 m). The commission ordered
3480-577: The New York Public Service Commission proposed lengthening the platforms at stations along the original IRT subway. As part of a modification to the IRT's construction contracts made on January 18, 1910, the company was to lengthen station platforms to accommodate ten-car express and six-car local trains. In addition to $ 1.5 million (equivalent to $ 49.1 million in 2023) spent on platform lengthening, $ 500,000 (equivalent to $ 16.4 million in 2023)
3596-598: The Queensboro Bridge . The Canal Street subway was to merge with the Broadway Line instead of continuing to the Hudson River. The Canal Street tunnel was originally supposed to be a separate line passing under the Broadway Line station and extend further westward. At the time, the Public Service Commission did not plan to build a track connection between the Canal Street and Broadway lines, saying that such
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3712-585: The Upper West Side , where two branches would lead north into the Bronx . A plan was formally adopted in 1897, and all legal conflicts concerning the route alignment were resolved near the end of 1899. 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, in which it would construct
3828-439: The Z stops here during rush hours in the peak direction. The station is between Bowery to the north and Chambers Street to the south. During the late 1910s, contractors waterproofed the station, placing a layer of brick and a 6 in-thick (15 cm) layer of concrete under the trackbeds. Lead plates were installed under the trackbeds where they crossed over the Bridge Line platforms. Formerly, Canal Street resembled
3944-789: The BMT Nassau Street Line. The trunk line's bullets are colored brown: After the original lines of the Interborough Rapid Transit Company (IRT) opened, the city began planning new lines. Two of these were extensions of that system, to Downtown Brooklyn and Van Cortlandt Park , but the other two – the Centre Street Loop subway (or Brooklyn Loop subway ) and Fourth Avenue subway (in Brooklyn) – were separate lines for which construction had not progressed as far. The Centre Street Loop, approved on January 25, 1907 as
4060-610: The BMT agreed to complete the Canarsie Line to reduce overcrowding at Canal Street. Canarsie Line trains finally began running directly to Brooklyn in 1928, by which the BMT was issuing 38,000 transfers per day at Canal Street during rush hours. The addition of direct Brooklyn service on the Canarsie Line reduced overcrowding at the Canal Street station, and the passageway at Canal Street was reopened in August 1928. The city government took over
4176-411: The BMT claimed that the city's failure to complete the line was overburdening other BMT lines. By January 1925, the BMT was asking its passengers to pressure Hylan into approving the remainder of the Nassau Street Line. Work did not commence until after James Walker succeeded Hylan as mayor at the end of 1925. The city government agreed to build the Nassau Street Line in May 1927, after the BMT sued
4292-474: The BMT planned to place the northbound platform above the southbound platform due to the street's narrowness, and the other at the intersection at Broad and Wall Streets, where both platforms would be on the same level. However, mayor John Hylan refused to act during his final two years in office. 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. Meanwhile,
4408-650: The BMT to install additional signs at the Canal Street BMT stations in mid-1930. Meanwhile, the commission again considered lengthening the IRT platforms at Canal Street in December 1927. The platforms would be extended southward, in the direction of the Worth Street station , where the platforms would not be lengthened. At the end of the month, the Transit Commission requested that the IRT create plans to lengthen
4524-600: The BMT's operations on June 1, 1940, and the IRT's operations on June 12, 1940. The New York City Board of Transportation issued a $ 1.992 million contract in April 1947 to extend the southbound IRT platforms at Canal Street and Worth Street to fit ten-car trains. The work was finished the next year. In late 1959, contracts were awarded to extend the platforms at Bowling Green , Wall Street , Fulton Street , Canal Street, Spring Street , Bleecker Street , Astor Place , Grand Central–42nd Street , 86th Street , and 125th Street on
4640-525: The Bridge Line platforms, underneath the Lexington Avenue Line station, and new roof girders were built to carry the Lexington Avenue Line above the Bridge Line. The original decorative scheme consisted of blue/green tile station-name tablets, green tile bands, a buff terracotta cornice, and green terracotta plaques. The mosaic tiles at all original IRT stations were manufactured by the American Encaustic Tile Company, which subcontracted
4756-679: The Broadway–Lexington Avenue line were announced in 1909; the plans tentatively called for an express station at Canal Street in Lower Manhattan. Two segments of the Broadway Line around Canal Street were placed under contract early in 1912. The contract for Section 2, between Murray Street and Canal Street, was awarded to the Degnon Contracting Company that January. Two months later, the contract for Section 2A, which stretched between Canal and Howard Streets and included
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4872-462: The Canal Street station, was awarded to the O'Rourke Engineering Construction Company. Section 2A was twelve percent completed by early 1913. Work on section 2 was further advanced, being 60 percent done by June of that year. The design of the Broadway mainline's station was changed midway through construction when the track connection to the Manhattan Bridge line was added. In the original plan for
4988-500: The Canal Street station. The BRT also employed staff members on the platforms at all times to direct traffic. In June 1920, the BRT began requiring passengers to exit the station if they wished to transfer between the Nassau Street and Broadway lines during rush hours. Passengers were issued transfer tickets from the Nassau Street Line to the Broadway Line in the morning and vice versa in the afternoon. To further alleviate crowding,
5104-517: The IRT Lexington Avenue Line to 525 feet (160 m). The next April, work began on a $ 3,509,000 project (equivalent to $ 36.1 million in 2023) to lengthen platforms at seven of these stations to accommodate ten-car trains. The northbound platforms at Canal Street, Spring Street, Bleecker Street, and Astor Place were lengthened from 225 to 525 feet (69 to 160 m); the platform extensions at these stations opened on February 19, 1962. In
5220-659: The J/Z platforms at Fulton Street were two of the few New York City Subway stations that lacked full-time service. On June 14, 2015, weekend J service was extended back to Broad Street ; this was proposed in July 2014 to improve weekend service between Lower Manhattan and Brooklyn. In 2024, as part of a program to upgrade the signaling of the New York City Subway , the MTA proposed installing communications-based train control (CBTC) on
5336-509: The Lexington Avenue Line platforms compliant with the Americans with Disabilities Act of 1990 (ADA). The project was originally supposed to be complete in December 1997. The MTA hosted tours of the station during the renovation, selling tickets to members of the public who wished to see the work in detail. During the renovation, in October 1995, workers accidentally drilled into the foundation of
5452-489: The Manhattan Bridge, also running into Chambers Street, were placed in service on June 22, 1915. Under Contract 4 of the Dual Contracts, the BRT (later reorganized as the Brooklyn–Manhattan Transit Corporation or BMT) was to operate the Nassau Street Line. The southern portion of the line remained incomplete for several years, and the BRT brought a $ 30 million suit against the city for not building
5568-497: The Manhattan and Williamsburg Bridges would be able to head back to that borough via the Brooklyn Bridge as well as the Montague Street Tunnel at the south end of the Centre Street Loop, and vice versa. All trains would pass through a large central station with four tracks and five platforms at Chambers Street , just north of the Brooklyn Bridge. Construction contracts for the main line in Manhattan were awarded in early 1907, though
5684-424: The Montague Street Tunnel. As actually built for the 1931 opening south of Chambers Street, the two outer tracks ran south to the tunnel, while the two inner tracks continued several blocks in a lower level stub tunnel to allow trains to reverse direction. A major change to the Nassau Street Line occurred on November 27, 1967, when the extensive Chrystie Street reroutes resulted in the discontinuation of service over
5800-409: The New York Municipal Corporation ultimately had to pay the contractor an additional $ 412,000 for the connection. The commission was soliciting bids for a tunnel that diverged from the Broadway mainline, extending east under Canal Street to the Manhattan Bridge, by February 1914. Due to the swampy character of the area, caused by the presence of the former Collect Pond, the commission considered building
5916-405: The Public Service Commission authorized the BRT to lay tracks, install signals, and operate the loop. The Nassau Street Line platforms opened on August 4, 1913, providing service to northern Brooklyn via the Williamsburg Bridge. The IRT unsuccessfully proposed constructing a two-track subway line along Canal Street in 1908, which would have crossed the Manhattan Bridge and connected with what
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#17330926572846032-409: The Public Service Commission ordered the BRT's parent company, the New York Municipal Corporation, to pay the Underpinning and Foundation Company about $ 12,000 for work related to the construction of the connection between the Canal Street and Broadway lines. At the time, the Underpinning and Foundation Company was constructing the section of the Broadway Line from Howard Street north to Bleecker Street;
6148-426: The Rapid Transit Commission awarded a contract to the Wagner Engineering Company for the installation of navigational signs at the Canal Street station and several other major subway stations. The IRT platforms received blue-and-white signs, while the BMT platforms received red-white-and-green navigational signs. That December, the commission approved a $ 3 million project to lengthen platforms at 14 local stations along
6264-488: The Transit Commission requested in mid-1922 that plans be drawn up for a new entrance at the southwest corner of Centre and Walker Streets. In addition, the Broadway Association asked that a station be built on the Broadway Line between Canal Street and City Hall due to the unusually long distance between the two stops. By 1924, BMT officials said that, if anyone were to be killed because of congestion at Canal Street, mayor John Francis Hylan would be to blame. The next year,
6380-415: The active IRT Lexington Avenue Line . An area filled with quicksand with water, which used to belong to a spring, was found between John Street and Broad Street . Construction was done at night so as to not disturb workers in the Financial District . The project was 80 percent complete by April 1930, and Charles Meads & Co. was awarded a $ 252,000 contract to install the Fulton Street station's finishes
6496-563: The canal along what is now Broadway. The platforms feature mosaics containing Chinese characters, reflecting the station's location in Chinatown. The symbols on the red wall plaques mean "money" and "luck" and the "Canal Street" name tablet has characters that read "China" and "Town". The platform walls also feature the names "Canal Street" and "Chinatown" in Chinese ( Chinese : 堅尼街華埠 ; pinyin : Jiān ní jiē huá bù ). The station has an art installation entitled Empress Voyage February 22, 1794 by Bing Lee, installed in 1998 as part of
6612-443: The center tracks of the mainline station were abandoned, as they would feed into the unused lower-level platforms at City Hall. The Broadway Line south of 14th Street was substantially complete by February 1916. The same month, the Public Service Commission began accepting bids for the installation of finishes at seven stations on the Broadway Line from Rector Street to 14th Street, including Canal Street. D. C. Gerber submitted
6728-448: The city began planning new lines. A proposed Tri-borough system was adopted in early 1908, combining the Broadway–Lexington Avenue and Nassau Street lines; a Canal Street subway from the Fourth Avenue Subway in Brooklyn via the Manhattan Bridge to the Hudson River ; and several other lines in Brooklyn. The lines were assigned to the Brooklyn Rapid Transit Company (BRT; after 1923, the Brooklyn–Manhattan Transit Corporation or BMT ) in
6844-429: The city for $ 30 million. 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. The BOT received bids for the construction of the line that July, but it rejected every bid the next month because of concerns over the lowest bidder's ability to complete the work. That September, contractors again submitted bids to the BOT; some bidders offered to build
6960-450: The city had not yet selected an operator for the line. The work was divided into five sections: two under Centre Street and three under other streets or buildings. The city began receiving bids for the sections under Centre Street in March 1907. The city received bids for the sections between Centre Street and Bowery (under Kenmare Street), between Bowery and Norfolk Street (under Delancey Street), and between Pearl Street and Park Row (under
7076-439: The complex became a major transfer hub for the BRT lines, but the different platforms were only connected via a narrow passageway. Overcrowding was exacerbated by the fact that the station was the only place where Centre Street Line passengers could transfer to a BRT train to Midtown Manhattan ; the convoluted layout of staircases and passageways; and the lack of directional signs. By 1918, local civic groups were advocating for
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#17330926572847192-492: The controls of a train of D-type Triplex cars from Chambers Street to Broad Street. This completed what was known as the Nassau Street Loop . 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. The completion of the line relieved congestion on several BMT lines to southern Brooklyn, which previously had to operate to Midtown Manhattan using
7308-413: The day at all times, equating to about 10 million U.S. gallons (38,000,000 L; 8,300,000 imp gal) every twenty-four hours. Workers then excavated sand and gravel from the site. In addition, the IRT station settled about 2.5 inches (64 mm) when the Manhattan Bridge line station was excavated. Only a third of the project had been finished by mid-1915. The Manhattan Bridge line
7424-430: The end of the station that had a narrow platform, which was used by train crews to cross between trains on the center tracks. In 2004, this opening was sealed with new tiling as the eastern platform was in the process of being closed. South of this station there are unused stub tracks that lead from Chambers Street and used to connect to the southern tracks of the Manhattan Bridge . These tracks were disconnected with
7540-464: The entire Canal Street complex. Work on the renovation began in May 1994, at which point it was supposed to cost $ 44 million. To minimize disruption to the surrounding neighborhood, workers only conducted excavations at night. The work included modifications to staircases, re-tiling for the walls, new tiling on the floors, upgrading the station's lights and the public address system, installing new lighting, and installing two elevators. The elevators made
7656-412: The entire line, while others only offered to construct the segments of the line to the north or south of Liberty Street . 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, while Moranti and Raymond were hired to build the portion to
7772-460: The excavation clear of water while the work proceeded. By late 1903, the street surface above the station had been restored and repaved. The subway was nearly complete, but the IRT Powerhouse and the system's electrical substations were still under construction, delaying the system's opening. The Canal Street station opened on October 27, 1904, as one of the original 28 stations of the New York City Subway from City Hall to 145th Street on
7888-420: The former southbound "local" track and northbound traffic using the former southbound "express" track. The former northbound local track is now used only for non-revenue moves, train storage and emergencies while the northbound express stub track was removed. The former northbound "local" track merges with the former southbound "express" track (now the northbound track) south of the station. One stair descends from
8004-485: The four run in a north–south direction, crossing at Broadway (Broadway mainline), Lafayette Street (Lexington Avenue Line), and Centre Street (Nassau Street Line). The Manhattan Bridge line platforms are directly underneath Canal Street itself, extending west–east. The Bridge line platforms serve as transfer passageways between all other lines. The station serves multiple neighborhoods, including Chinatown , Little Italy , SoHo , and Tribeca . Some relative depths of
8120-529: The ground was sturdier than expected, consisting of "good, coarse gravel", and they discovered tree trunks and human bones, as well as artifacts such as coins, silverware, keys, and steel tools. In addition, the ground was still muddy enough that workers had to pump out water. With the IRT's construction, the sewer was redirected east into the East River. The new brick sewer was circular and measured 5.5 ft (1.7 m) across, expanding to 6.5 ft (2.0 m) at Chatham Square . Pumps were used to keep
8236-437: The high amount of groundwater in the area. Although the station had been built with a waterproof asphalt-and-brick membrane, there were still large amounts of groundwater in the area, and pressure from the groundwater had caused the membrane to crack. The leaks became so severe that up to 150 U.S. gallons (570 L; 120 imp gal) per minute leaked into the station. In late 1918, the Underpinning and Foundation Company
8352-411: The inner two of which are not in use. The Broadway express station, under Canal Street , has two side platforms and two tracks, running at a lower level than the other three sets of platforms. The Lexington Avenue Line platforms contain elevators from the street, which make it compliant with the Americans with Disabilities Act of 1990 , but the other platforms are not wheelchair-accessible. Planning for
8468-627: The installations at each station. The terracotta plaques depict a small house next to a bridge above a creek. The decorative work was performed by tile contractor Manhattan Glass Tile Company and terracotta contractor Atlantic Terra Cotta Company . The ceilings of the original platforms and fare control areas contain plaster molding. The newer portion has 1950s green tile at the end of the platforms. There are also Independent Subway System (IND)-type "To Canal Street" signs. New lights were installed. Non-original name tables and small "C" mosaics exist. There are two fare control areas adjacent to each of
8584-587: The late 1960s, New York City Transit extended both sets of Broadway Line platforms to accommodate ten-car trains. The NYCTA also covered the elaborate mosaic tile walls with 8-by-16-inch (20 by 41 cm) white cinderblock tiles at 16 local stations on the Broadway and Fourth Avenue lines, including both the Broadway mainline and Manhattan Bridge line platforms at Canal Street. The station agents' booths at Canal Street and Centre Street, and at Canal Street and Broadway, were closed in 1976 to save money. These booths were reopened part-time in 1978. On January 16, 1978,
8700-488: The line before January 1, 1917. Most of the BMT's Dual Contracts lines were completed by 1924, except for the Nassau Street Line. BMT chairman Gerhard Dahl was persistent at 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. At the time, the BMT was planning to construct two stations on the Nassau Street Line: one at Fulton Street, where
8816-489: The line began on July 10, 1900, and was awarded to Degnon-McLean Contracting Company. Near Canal Street the subway passed through a drainage sewer (the namesake of Canal Street), which had drained the old Collect Pond and continued west to the Hudson River. Because engineers had expected to find quicksand near the pond's site, contractors waited to construct the section between Pearl and Canal Streets; work on this segment had not even begun by early 1902. Workers found that
8932-489: The line reenters Brooklyn. Although the tracks merge into the Broadway Line south of Broad Street , there has been no regular service south of the Broad Street station since June 25, 2010. While the line is officially recognized as the Nassau Street Line, it only serves one station on Nassau Street: Fulton Street . The line is served at all times by the J train. The Z provides supplemental rush hour service, operating in
9048-476: The line using either the cut-and-cover method or using deep-bore tunneling. The Underpinning and Foundation Company submitted a low bid of $ 1.822 million for a cut-and-cover tunnel in May 1914, and the company was selected to build the station two months later. Work on the Manhattan Bridge line proceeded slowly, in part because of the high water table of the area, which required the contractor to pump out millions of gallons of groundwater every day. Although
9164-420: The loop. As a result, although the loop was almost completed by late 1908, there was no operator for the route at the time. Furthermore, the BRT did not originally want to operate the loop. The BRT began operating through a short piece of subway, coming off the Williamsburg Bridge under Delancey Street to Essex Street , on September 16, 1908. The BRT tunnel under Centre Street was completed by 1910, except for
9280-418: The next month. The plans for that station had been changed so that the southbound platform was above the northbound platform. The total construction cost was $ 10.072 million 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. The Nassau Street Loop opened at 3 p.m. on May 29, 1931, when Mayor Jimmy Walker took
9396-557: The old canal along Canal Street had been infilled, the ground still contained significant amounts of water; the Manhattan Bridge line was to be built within the bottom of the old Collect Pond, about 35 feet (11 m) below the water level of the former pond. The Sun wrote that "the solution of the problem is in a way as great as those" that the builders of the Panama Canal had faced. About 6,000 to 7,000 U.S. gallons (23,000 to 26,000 L) of water had to be pumped out every minute of
9512-536: The opening of the Chrystie Street Connection in 1967 and now end at bumper blocks. The four platforms of the Canal Street station are located on two levels and are depicted as the same station on the New York City Subway map , but have two distinct station codes and were built as separate stations. Both are part of the BMT Broadway Line . Local trains traveling to Lower Manhattan and to Brooklyn via
9628-485: The opening of the BRT's Canarsie Line (which had a transfer to the Broadway Line at Union Square) to alleviate congestion at Canal Street; the Public Service Commission was obligated to open that line as part of the Dual Contracts. The Broadway Board of Trade called the station "a menace to life and limb". In response, in February 1918, the Public Service Commission announced in February 1918 that it would build two exit stairways and have some Centre Street Loop trains skip
9744-503: The original 28 stations of the New York City Subway. The other three stations were built for the Brooklyn Rapid Transit Company (BRT; later the Brooklyn–Manhattan Transit Corporation , or BMT) as part of the Dual Contracts . The Nassau Street Line station opened on August 4, 1913; the Broadway Line express station opened on September 4, 1917; and the Broadway Line local station opened on January 5, 1918. The IRT and BMT stations were connected in 1978. Several modifications have been made over
9860-496: The original IRT line, including Canal Street and seven other stations on the Lexington Avenue Line. Platform lengths at these stations would be increased from 225 to 436 feet (69 to 133 m). The commission postponed the platform-lengthening project in September 1923, at which point the cost had risen to $ 5.6 million. The mainline Broadway Line station's platforms originally could only fit six 67-foot-long (20 m) cars. In 1926,
9976-421: The original IRT, but, as a result of the 1959 platform extensions, became 525 feet (160 m) long. The platform extensions are at the north ends of the original platforms. As with other stations built as part of the original IRT, the station was constructed using a cut-and-cover method. The tunnel is covered by a U-shaped trough that contains utility pipes and wires. The bottom of this trough contains
10092-453: The original line was divided into an H-shaped system. All local trains were sent via the Lexington Avenue Line, running along the Pelham Line in the Bronx . As early as 1902, Parsons had devised plans for a subway line under Centre Street in Lower Manhattan. The line would have had four tracks from the Brooklyn Bridge north to Canal Street; from there, two tracks would split eastward to
10208-527: The peak direction. The M service has historically served the Nassau Street Line, but since 2010, the M has been rerouted via the Chrystie Street Connection to run on the IND Sixth Avenue Line , as a replacement for the V , which was discontinued due to financial shortfalls. The M continues to serve one Nassau Street Line station: the Essex Street station. The following services use part or all of
10324-439: The peak direction; and the 4 stops here during late nights. The two express tracks are used by the 4 and 5 trains during daytime hours. The station is between Spring Street to the north and Brooklyn Bridge–City Hall to the south. When the subway opened, the next local stop to the south was Worth Street ; that station closed in 1962. The platforms were originally 200 feet (61 m) long, like at other local stations on
10440-465: The peak direction; the Z train during rush hours in the peak direction; and the 4 train during late nights. The complex comprises four stations, all named Canal Street; the Broadway Line's local and express tracks stop at separate sets of platforms. The Lexington Avenue Line platforms were built for the Interborough Rapid Transit Company (IRT), and was a local station on the city's first subway line . That station opened on October 27, 1904, as one of
10556-451: The platforms at Canal Street and three other Lexington Avenue Line stations to 480 feet (150 m). The New York City Board of Transportation drew up plans for the project, but the federal government placed an injunction against the commission's platform-lengthening decree, which remained in place for over a year. The commission approved the plans in mid-1929; the Canal Street station's platforms were to be extended 256 feet (78 m) to
10672-423: The platforms. From each fare control area, exit stairways ascend to the corners of Lafayette and Canal streets; the northern fare-control area also lead to a single elevator that ascends to street level. The southbound platform's exits are on the western corners of that intersection, while the northbound platform's exits are on the eastern corners. In addition, a passageway leads from each of the two platforms (between
10788-490: The project encountered difficulties such as quicksand. When the construction contracts were awarded, work had been projected to be completed in 39 months. By early 1929, sixty percent of the work had been finished. 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. Construction had to be done 20 feet below
10904-469: The reconfiguration of the Nassau Street Line between Canal Street and Essex Street took place. As part of the plan, northbound trains were rerouted via the second track from the west, and the former northbound platforms at Canal Street and Bowery were closed. The second track from the east was removed. Work on the project started in 2001. This change took effect on September 20, 2004. The reconfiguration provided additional operational flexibility by providing
11020-531: The same name. If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Chinatown_station&oldid=1226968639 " Category : Station disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Canal Street station (New York City Subway) [REDACTED] The Canal Street station
11136-480: The section under the Municipal Building, which contained the incomplete Chambers Street station. The tunnel remained unused for several years. In March 1913, the Public Service Commission authorized the BRT to lay tracks, install signals, and operate the loop. The Centre Street Loop was opened to Chambers Street on August 4, 1913, with temporary operation at first on the two west tracks. The south tracks on
11252-431: The sides of the tunnel. The wall between the two inner tracks had a thick concrete wall, with openings at infrequent intervals, where train crews could step aside when a train approached. To the north and south of the stations, the wall between the two western tracks, as well as the wall between the two eastern tracks, have openings at frequent intervals. There was an opening in the center wall about 50 feet (15 m) from
11368-465: The south for $ 5.7 million. 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 tunnelling shields. 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
11484-586: The south tracks of the Manhattan Bridge into Chambers Street, as those tracks were now directly connected to the upper level (Broadway) Canal Street station. This ended all "loop" service, which had most recently seen rush hour "specials" on both the Brighton and 4th Avenue lines operating via both the Manhattan Bridge and Montague Street tunnel in single directions. As part of the Metropolitan Transportation Authority's 2000–2004 Capital Program,
11600-472: The south. The IRT refused, claiming that the city government was responsible for the work, and obtained a federal injunction to prevent the commission from forcing the IRT to lengthen the platforms. In late 1930, the commission requested that the New York Supreme Court force the IRT to lengthen platforms at the Canal Street and Spring Street stations. After the BRT stations at Canal Street opened,
11716-416: The southbound Lexington Avenue Line platform there are staircases to the western corners of Lafayette Street and Canal Street. Two elevators at the intersection of Canal and Lafayette Streets make the Lexington Avenue Line station accessible as part of the Americans with Disabilities Act of 1990 (ADA). The northbound platform's elevator is at the northeastern corner, while the southbound platform's elevator
11832-405: The station, the mainline's center tracks were to have continued up Broadway, fed by traffic from Brooklyn and the Montague Street Tunnel . Local service was to have terminated at the upper level of the Broadway Line's City Hall station , with express service using City Hall's upper level. The new plan favored local service via City Hall's upper level and express service via the Manhattan Bridge ;
11948-408: The stations in the Canal Street complex are as follows: The complex has a total of 13 staircase entrances and two separate elevator entrances for the Lexington Avenue Line's platforms. From the Broadway mainline platforms, there are two staircases to each of the northwestern, southeastern, and southwestern corners. There is also a staircase to the northeastern corner of Broadway and Canal Street. There
12064-427: The subway and maintain a 50-year operating lease from the opening of the line. In 1901, the firm of Heins & LaFarge was hired to design the underground stations. Belmont incorporated the Interborough Rapid Transit Company (IRT) in April 1902 to operate the subway. The Canal Street station was constructed as part of the route segment from Chambers Street to Great Jones Street. Construction on this section of
12180-409: The transfer between the Lexington Avenue Line and the BMT platforms was placed inside fare control. The free transfer was intended to encourage increased ridership. Previously, the BMT stations were all connected with each other, but people transferring between the BMT and IRT had to pay a second fare. With the exception of three months in 1990, train service to the Manhattan Bridge line's platforms
12296-460: The two fare-control areas), where they descend to a cross-passage above the BMT Bridge Line platforms. From each cross-passage, a stair leads down to either BMT Bridge Line platform. The Canal Street station on the BMT Nassau Street Line has three tracks and two island platforms , but only the western island platform is accessible to passengers. The J stops here at all times and
12412-492: The western island platform to each of the Bridge Line's side platforms. Another stair ascends from the island platform to a mezzanine, which in turn leads to a station exit on Centre Street. Within the tunnels north and south of the station, each of the BMT Nassau Street Line's four tracks is separated by a concrete wall, rather than by columns, as in older IRT tunnels. These walls were intended to improve ventilation, as air would be pushed forward by passing trains, rather than to
12528-464: The years, including a full renovation between 1999 and 2004. The Lexington Avenue Line station, under Lafayette Street , has two side platforms and four tracks; express trains use the inner two tracks to bypass the station. The Nassau Street Line station, under Centre Street , has two island platforms and three tracks, but only one platform and two tracks are in use. The Broadway local station, under Broadway , has two side platforms and four tracks,
12644-408: Was hired to grout the station for $ 20,000 to stop the leaks. To allow workers to repair the station, the BRT operated a shuttle service from Canal Street to Pacific Street on a single track during late nights. The work was completed by April 1919, after which the leaks almost completely stopped. As a side effect of the grouting work, the settlement of the IRT station was corrected. In 1922,
12760-488: Was hired to build section 9-0-2, from Canal Street north to Broome Street , while the Cranford Company was hired to build section 9-0-3, from Canal Street south to Pearl Street . The line had to be built through the former site of Collect Pond, which still had high amounts of groundwater. Contractors drained the groundwater, causing a huge crack in a nearby courthouse building. The Centre Street Loop station, including
12876-427: Was installed on the northbound track, after Brodsky won an MTA Arts for Transit design competition. It consisted of a large waterproof tub filled with water, with Venetian canal boats floating inside. In April 1993, the New York State Legislature agreed to give the MTA $ 9.6 billion for capital improvements. Some of the funds would be used to renovate nearly one hundred New York City Subway stations, including
12992-458: Was less than half completed by January 1916, and it was 80 percent finished by that October. The Manhattan Bridge line platforms opened on September 4, 1917, as part of the first section of the Broadway Line from Canal Street to 14th Street–Union Square . The New York Public Service Commission also adopted plans for what was known as the Broadway–Lexington Avenue route (later the Broadway mainline) on December 31, 1907. A list of stations on
13108-531: Was named "Broad Street" to distinguish it from the already-open Wall Street stations on the Lexington Avenue Line and Seventh Avenue Line . Plans for the Chambers Street area changed several times during construction, always including a never-completed connection to the Brooklyn Bridge tracks. By 1910, only the west two tracks were to rise onto the bridge, and the east two were to continue south to
13224-408: Was spent on building additional entrances and exits. It was anticipated that these improvements would increase capacity by 25 percent. Platforms at local stations, such as the Canal Street station, were lengthened by between 20 and 30 feet (6.1 and 9.1 m). Both platforms were extended to the north and south. Six-car local trains began operating in October 1910. After the original IRT opened,
13340-492: Was supposed to have allowed train service while work on the bridge was not being done, but on December 27, 1990, the discovery of missing steel plates and corrosion that threatened the bridge's integrity halted this service. During the 1990s, garbage accumulated on the unused spur tracks, and the ceiling and tiles developed water damage. In 1997, a temporary art exhibit known as the Canal Street Canal by Alexander Brodsky
13456-411: Was suspended from 1988 to 2001 while the Manhattan Bridge's southern pair of subway tracks was rebuilt. The platforms remained open for passengers transferring between the other routes, since they were the only connections between the other platforms in the complex. Service between Manhattan and Brooklyn was redirected to the mainline platforms and used the Montague Street Tunnel . The three-month period
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