Fulton Street is a busy street located in Lower Manhattan in New York City . Located in the Financial District , a few blocks north of Wall Street , it runs from West Street at the site of the World Trade Center to South Street , terminating in front of the South Street Seaport . The westernmost two blocks and the easternmost block are pedestrian streets .
115-469: [REDACTED] Fulton Center is a subway and retail complex centered at the intersection of Fulton Street and Broadway in Lower Manhattan , New York City . The complex was built as part of a $ 1.4 billion project by the Metropolitan Transportation Authority (MTA), a public agency of the state of New York , to rehabilitate the New York City Subway 's Fulton Street station . The work involved constructing new underground passageways and access points into
230-645: A Beaux-Arts architectural feel with many buildings dating back to the Gilded Age or shortly thereafter. The early 19th-century buildings on the south side of the easternmost block are called Schermerhorn Row and are collectively listed on the National Register of Historic Places . Regular cricket matches were held near the present Fulton Market in 1780 when the British Army-based itself in Manhattan during
345-507: A "Z" system (as seen on a map) to an H-shaped system. One trunk would run via the new Lexington Avenue Line down Park Avenue, and the other trunk would run via the new Seventh Avenue Line up Broadway. It was predicted that the subway extension would lead to the growth of the Upper East Side and the Bronx . The rest of the line, north to 125th Street, opened on July 17, 1918. However, until
460-469: A 65-story skyscraper. The MTA mandated that the developers pay for station improvements at Grand Central to allow for the building's construction. In 2015, SL Green, the developer, gave $ 220 million toward the building's construction, of which two-thirds of the money would be used for station redesign; this marked the largest private investment to date to the New York City Subway system. As part of
575-518: A combined cost overrun of $ 1 billion. To remedy the overrun, plans for the Fulton Center's main building had to be downsized: instead of being a 114-foot-high (35 m) structure with a large dome, the headhouse would now be a simple stainless-steel building with a smaller dome. The project, excluding the main building, was now expected to cost $ 903 million. The main building would cost another $ 250 million, if built. The cost overruns were attributed to
690-550: A free transfer between the Cortlandt–Church Street station and the E train at the World Trade Center station; however, this plan was removed due to cost overruns . By June 2017, the connection was again slated to be built and the passageway opened with newly rearranged turnstiles. The connection opened on December 29, 2017, after a reconfiguration of the respective stations' fare areas. A separate transfer to
805-549: A new entrance on the southeast corner of Maiden Lane and Broadway . Like the John Street entrance, it served chiefly the northbound platform of the Lexington Avenue Line. That month, construction began on creating an analogous entrance on Cortlandt Street, just across the street from Broadway, for the southbound platform. These entrances allowed for the temporary closure of the John Street entrance (northbound platform) and
920-583: A new exit was provided at Reade Street and Lafayette Street and a new passageway under Reade Street was built connecting to the Chambers Street station on the BMT Nassau Street Line. At the center of the enlarged platforms, a new overhead passage was built, providing more direct access to the Municipal Building . The platform extensions allowed the old platform extensions at the southern end of
1035-460: A plan to open various stages of the Fulton Center project. Much of the below-ground connections, such as the IND mezzanine, were to begin construction first. The project rehabilitated two of the four stations in the original station complex. An intricate system of ramps was replaced by two new mezzanines, and new entrances were opened. The Fulton Center project involved three station rehabilitation projects:
1150-728: Is a stub . You can help Misplaced Pages by expanding it . IRT Lexington Avenue Line The IRT Lexington Avenue Line (also known as the IRT East Side Line and the IRT Lexington–Fourth Avenue Line ) is one of the lines of the A Division of the New York City Subway , stretching from Lower Manhattan north to 125th Street in East Harlem . The line is served by the 4 , 5 , 6 , and <6> trains. The line
1265-502: Is more than the total riderships of the transit systems of Chicago (772,900 weekday passengers), Boston (569,200 weekday passengers), and San Francisco (452,600 weekday passengers). The line spurred the construction of the parallel Second Avenue Subway , which opened in 2017, to relieve congestion on the Lexington Avenue line. Four stations along this line have been abandoned. When platforms were lengthened to fit ten cars, it
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#17330854209391380-646: Is now the BMT Broadway Line at Ninth Street and Broadway . Contracts awarded on July 21, 1911, included Section 6 between 26th Street and 40th Street ; at the time, the IRT had withdrawn from the talks, and the Brooklyn Rapid Transit Company (BRT) was to operate on Lexington Avenue. The IRT submitted an offer for what became its portion of the Dual Contracts on February 27, 1912, and construction
1495-766: Is still possible via an out-of-system transfer through the WTC Transportation Hub. According to the MTA's Final Environmental Impact Statement, the Dey Street Passageway is intended to provide a seamless connection from the Fulton Center to the WTC Transportation Hub and Brookfield Place (formerly the World Financial Center) without the need to cross Church Street and Broadway, both of which are busy traffic arteries in Lower Manhattan. By keeping it outside of
1610-475: Is within walking distance of Bowling Green , and is right next to the corresponding station on the Broadway–Seventh Avenue line . Services that use the Lexington Avenue Line are colored forest green. The following services use part or all of the line: The Lexington Avenue Line begins in lower Manhattan at the inner loop of the abandoned South Ferry station. North of the station is a merge with
1725-590: The 1 train at WTC Cortlandt , outside the fare controls of either the Cortlandt–Church/World Trade Center or Fulton Street stations, was opened on September 8, 2018. In February 2024, media sources reported that Westfield was trying to terminate its lease at the Fulton Center ten years early. Westfield cited increasing crime as a reason for its decision. In response, the MTA filed a federal lawsuit to prevent Westfield from breaking its lease. Fulton Street (Manhattan) The street has
1840-432: The 14th Street–Union Square station killed five riders and injured 215 others in the worst accident on the system since the 1928 Times Square derailment . As a result of the crash, new safety protocols were put in place and there was a partial implementation of automation of the New York City Subway . The Metropolitan Transportation Authority announced in 2024 that it would begin installing 5G cellular equipment on
1955-540: The American Revolution . The street itself was originally broken up into two parts, divided at Broadway . The eastern half was Fair Street and the western half was Partition Street. In 1816, both streets were named Fulton, in honor of Robert Fulton , an engineer who became famous for his invention of the steamship in 1809. East River ferries connected this street to Fulton Street in Brooklyn, at Brooklyn Ferry at
2070-552: The Federal Transit Administration refused to fund the cost overruns associated with the Fulton Center. However, the MTA used 2009 federal stimulus money to help fund the project. 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. As part of an exhibit on the city's major public construction projects,
2185-513: The Fulton Center main building , or the Fulton Building (opened 2014). Originally, a network of passageways and ramps loosely connected the various lines with each other, causing congestion during peak hours. The transfer mezzanine, also known as the IND mezzanine, replaced these ramps and made several adjacent entrances redundant. In January 2010, reconstruction of the transfer mezzanine over
2300-751: The Fulton Street subway station. The Fulton Center renovation project for the station was completed in November 2014. No bus route runs on Fulton Street. The two routes intersecting with the street are the M15 and M15 SBS at Pearl/Water Streets, and the M55 at Church Street uptown or Broadway downtown. 40°42′36″N 74°00′26″W / 40.71000°N 74.00722°W / 40.71000; -74.00722 This article relating to roads and streets in New York City
2415-581: The Hotel McAlpin , both which were originally found in the original transfer passageway, were relocated to the new 135 William Street entrance. An additional entrance at 129 Fulton Street provides an elevator connecting to the Nassau Street Line platform and the Eighth Avenue Line mezzanine. To allow for advanced Eighth Avenue Line Mezzanine work and the construction of a permanent underpass under
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#17330854209392530-519: The IRT 42nd Street Shuttle was formed along the old connection between the sides. Due to the shape of the system, it was referred to as the "H system". The first section of the IRT Pelham Line also opened to Third Avenue–138th Street on August 1, 1918. The cost of the extension from Grand Central was $ 58 million. The construction and opening of the Lexington Avenue Line north of Grand Central resulted in
2645-429: The New York City Subway at Grand Central–42nd Street . The improvements include an underground connection between Grand Central Terminal and One Vanderbilt; new mezzanines and exits for the subway station; and three new stairways to each of the Lexington Avenue Line platforms. This would directly result in additional capacity for the subway station, with 4,000 to 6,000 more subway passengers per hour being able to use
2760-524: The United States Congress that the project could cost as much as $ 7.3 billion; at the time, president George W. Bush had pledged only $ 1.8 billion for transit improvements in Lower Manhattan. The Port Authority ultimately decided to put the PATH terminal near Greenwich Street, two blocks west. The MTA's project to connect the different subway stations at Broadway–Nassau/Fulton Street was approved, despite
2875-796: The West Side Highway . The most important of these projects was the Port Authority of New York and New Jersey 's proposed terminal for PATH trains at the World Trade Center site, which was destroyed when the World Trade Center collapsed . A preliminary plan for the new terminal included situating it under Church Street , near the site of the former Hudson Terminal and close to the Metropolitan Transportation Authority (MTA)'s Broadway–Nassau/Fulton Street station. The new terminal would also contain direct connections to
2990-604: The Westfield World Trade Center shopping mall. Retail stores are featured on concourse level "C2" (the same level as the IND Mezzanine), concourse level "C1M" (the same level as the Lexington Avenue Line platforms), and the ground floor. In addition, the MTA presentation at the stakeholders' meeting in October 2011 indicates the plausible presence for market cafes on the ground floor, "destination restaurants and bars" on
3105-688: The World Trade Center , the Westfield World Trade Center mall, PATH station , and observation deck, and provides connections to the Chambers Street–World Trade Center/Park Place/Cortlandt Street ( 2 , 3 , A , C , E , N , R , and W ) and WTC Cortlandt ( 1 ) stations, as well as the PATH 's World Trade Center station. Westfield Corporation operates
3220-581: The 1990s before being damaged during the September 11 attacks. The renovations of the Eighth Avenue Line platforms, served by the A and C trains, and the Nassau Street Line platforms, served by the J and Z trains, had been completed in the 1990s. The first completed project of the Fulton Center, the rehabilitation of the Seventh Avenue Line platform, started in 2005. The narrowness of this platform required
3335-498: The Broadway Line station. Two high speed escalators were added to connect the local and express platforms. Two additional high speed escalators were built to connect the local platforms with the new mezzanine. As part of the plan, the local platforms were extended to accommodate 10-car trains. In addition, new entrances and booths were added to the 59th Street ends of the northbound and southbound sides. The project cost $ 6.5 million and
3450-514: The Bronx . In August 2013, parts of the street were excavated in order to install water mains, but while they were digging, construction workers uncovered over 100 empty liquor bottles from the 18th century used as part of landfill to extend the street to the East River . Fulton Street is served by the 2 , 3 , 4 , 5 , A , C , J , and Z trains at
3565-523: The Corbin Building reopened in December 2012. For upper floors, an interstitial structure was built for the height of the building, between the original building and the Fulton Center. This interstitial structure allows the Corbin Building to be made compliant to modern building regulations. A new freight elevator, as well as two passenger elevators, were installed in the interstitial building. Additionally,
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3680-492: The Cortlandt–Church Streets and World Trade Center stations was dropped from the plans, but was later restored using MTA funds before being dropped and restored again. The passageway underneath Dey Street was narrowed from 40 to 29 feet (12 to 9 m). The MTA deleted the main building from the plan to reduce costs. In March 2008, the MTA announced that it would spend $ 295 million on an as-yet-undetermined structure at
3795-581: The Dey Street Headhouse, across Dey Street, when it opened in late September 2012. At the 129 Fulton Street site and the 150 William Street site are permanent entrances that provide access to the southbound J and Z trains and the 2 and 3 trains, respectively. There is elevator access at the 129 Fulton Street site. Other entrances include the Dey Street Passageway headhouse building (opened 2012) and
3910-547: The East Side, increased crowding is expected on the Lexington Avenue Line, underscoring the need for the Second Avenue Subway. Crowding on the line is so bad that riders are routinely stranded on the platform, having to wait for multiple trains to pass before being able to board. Trains on the line are at over 100% of capacity. In June and July 2017, The New York Times found that during an average weekday, 10% to 15% of
4025-544: The Financial District. Construction started in 2007, and on January 1, 2017, the first phase, between Lexington Avenue–63rd Street and 96th Street opened. Within a few months of the line's opening, crowding on the Lexington Avenue Line stations on the Upper East Side was somewhat reduced. East Side Access , completed in 2023, brought Long Island Rail Road service into Grand Central. With more people coming onto
4140-407: The Fulton Center and the Dey Street Passageway, and also served a crossunder for the two platforms. The Dey Street Passageway headhouse opened on October 8, 2012. It serves as an entrance for the southbound Lexington Avenue Line trains, and as the main access point for the long-anticipated Dey Street Passageway . The main building for the Fulton Center project, referred to as the Fulton Building by
4255-608: The Fulton Street IND platform resulted in traffic flow changes. The transfer passageway leading to the Broadway–Seventh Avenue Line platform at Fulton Street had previously been modified. Effectively, all transfers were made through the IND platform, serving the Eighth Avenue Line. 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
4370-457: The Fulton Street Transit Center's funding was secure because the project was financed using money from the September 11 recovery fund. After funding for the transit center had been secured, the project's environmental impact statement was released in 2004. That year, a group of architecture firms, including Nicholas Grimshaw & Partners and Lee Harris Pomeroy Associates , were hired to design
4485-448: The Fulton Street Transit Center. The project was still undergoing revisions as of mid-2005, and was to be completed by October 2005. Construction was set to begin later that year. Funding problems began in June 2005, when the original plans were cut back. The projected cost of the Fulton Street Transit Center had grown by $ 75 million, to $ 825 million. The design had been delayed to May 2006, and
4600-522: The Fulton Street complex and the two Cortlandt Street stations. From the Fulton Street complex, signs within the passageway indicate the presence of the E , R and W trains (the other services in the Chambers/Park/Cortlandt complex, the A , C , 2 and 3 trains, are already accessible through the Fulton Street station). The connection
4715-562: The Lexington Avenue Line north of the Grand Central–42nd Street station in mid-2025. The Second Avenue Elevated fully closed on June 13, 1942. Because of the elevated line's closure, as well as a corresponding increase in the East Side population, crowding on the Lexington Avenue Line increased. The Manhattan section of the Third Avenue Elevated , the only other elevated line in the area, closed on May 13, 1955, and
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4830-435: The Lexington Avenue Line to shift slightly eastward to Lexington Avenue ; its Grand Central–42nd Street station is located on the diagonal between Park and Lexington. Just south of Grand Central, a single non-revenue track connects the IRT 42nd Street Shuttle to the southbound local track; this was part of the original IRT subway alignment. Under Lexington Avenue, the line assumes a two-over-two track configuration, with
4945-509: The Lexington Avenue Line trains from the Eighth Avenue Line Mezzanine in October 2011, in conjunction with the closing of the entrance across the street on Fulton Street. In June 2012, this passageway was again replaced, this time by a permanent passageway underneath Fulton Street that adjoined the western Eighth Avenue Line mezzanine directly. The original temporary transfer passageway was part of an underground concourse connecting
5060-457: The Lexington Avenue Line tunnel under Fulton Street to take place, the subway station entrance at 222 Broadway became permanently closed on October 29, 2011. In its place, a temporary entrance opened midblock between Fulton Street and John Street, inside the main building construction site. This was followed with a major realignment of the transfer passageway between the Eighth Avenue Line and Lexington Avenue Line trains. Related construction work saw
5175-499: The Lexington Avenue local tracks, which feed the loop, rise up to join the express tracks just south of Brooklyn Bridge–City Hall station. From Brooklyn Bridge, the line continues northward in a four-across track layout under Centre Street, Lafayette Street, Fourth Avenue, and Park Avenue South until 42nd Street . At this point, the beginning of Metro-North Railroad 's Park Avenue tunnel in Grand Central Terminal forces
5290-509: The MTA described the status above ground: "Final details are being worked out for the above ground building. The 115-year-old Corbin Building , at the corner of Broadway and John Street, will be restored and incorporated into the transit center entrance design. The transit center will be a focal point with a vibrant design and a visible portal to downtown and the transit system below". With funding secured in 2009, MTA Capital Construction released
5405-488: The MTA in its Requests for Proposals in August 2012, is a three-story building clad in glass, with an oculus atop that draws natural light into the main building and the uptown platform of the Lexington Avenue Line station. It is designed by Nicholas Grimshaw and James Carpenter Design Associates . Its construction replaced four buildings along the eastern side of Broadway, which were demolished during 2007. The Fulton Building
5520-403: The MTA in the form of real estate. In July 2012, the MTA made a motion to seek proposals from various companies for a master lease for 65,000 square feet of retail and commercial space. This space includes the Corbin Building, and the Dey Street Passageway and headhouse. The MTA made a Requests for Proposals (RFP) on August 2, 2012. Proposals were by November 2, 2012. According to the MTA's RFP,
5635-733: The New York City Subway WTC Cortlandt station on the 1 train on the IRT Broadway–Seventh Avenue Line , are connected to the complex via the World Trade Center Transportation Hub . Despite the presence of a passageway linking the Fulton Street complex and the Chambers Street/Park Place/Cortlandt Street station , there is no free connection between the two stations. There are still paid transfers to
5750-594: The South Ferry extension left South Ferry at 11:59 p.m. on July 9, 1905; the extension of the IRT White Plains Road Line to West Farms opened just after. The first train ran through the Joralemon Street Tunnel to Brooklyn about 12:45 a.m. on January 9, 1908. The original plan for what became the extension north of 42nd Street was to continue it south through Irving Place and into what
5865-470: The Western Mezzanine opened as well. The realignment sent passengers through the construction site of the Fulton Building. By January 2012, the Western Mezzanine had opened to the northbound Nassau Street Line platforms. In June 2012, an underpass under the Lexington Avenue Line platforms, traveling approximately under Fulton Street, re-opened and was connected to the Western Mezzanine. With the opening of
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#17330854209395980-471: The World Trade Center. By April 2003, the MTA had released preliminary plans for a $ 750 million transit hub at Fulton Street, connecting six subway stations. At the time, the Fulton Street station was extremely hard to navigate, as the four stations in the complex had been built by different companies at different times. The MTA initially contemplated razing the Corbin Building on John Street to make way for
6095-523: The addition of extra circulation elements, such as stairs. This project was completed by November 2006. Although not part of a rehabilitation, the Cortlandt Street station was first closed in 2005 for the construction of the Dey Street Passageway , the underpass and the construction of the East Bathtub that supports the eastern towers of the new World Trade Center complex that was being rebuilt. With
6210-585: The canceled Lower Manhattan–Jamaica/JFK Transportation Project , which would have created a railway line between Lower Manhattan and John F. Kennedy International Airport via the Long Island Rail Road and AirTrain JFK . As part of the rebuilding process, the Port Authority considered putting the PATH terminal at Broadway and Fulton Street. By April 2002, New York state and city officials notified members of
6325-410: The center of the building at certain times of the day throughout the year. The last intentional skylight in the New York City Subway system was in the original City Hall station , which closed in 1945. Billed by MTA officials as New York's "Next Great Public Space", the Fulton Building was designed with a strong focus on retail, with more than 30,000 square feet (2,800 m) of retail space as part of
6440-774: The complex was awarded a Leadership in Energy and Environmental Design (LEED) Silver certification in March 2016, becoming the first subway station in New York City to receive such a rating. The passageway from the Fulton Street station to the Chambers Street/Park Place/Cortlandt Street station opened alongside the rest of the Fulton Center in November 2014. An extension to the World Trade Center Transportation Hub opened in May 2016. There were plans for
6555-480: The complex, renovating the constituent stations, and erecting a large station building that doubles as a part of the Westfield World Trade Center mall. The project, first announced in 2002, was intended to improve access to and connections among the New York City Subway services stopping at the Fulton Street station. Funding for the construction project, which began in 2005, dried up for several years, with no final approved plan and no schedule for completion. Plans for
6670-430: The conclusion of the Dey Street Passageway construction, the uptown platform was opened first, on November 25, 2009. The southbound platform was rehabilitated and reopened on September 6, 2011, with a new underpass, to coincide with the upcoming opening of the National September 11 Memorial & Museum . The Lexington Avenue Line station at the western end of the complex, serving the 4 and 5 trains,
6785-423: The construction of expensive apartments along Park Avenue, Madison Avenue, and Lexington Avenue. In 1928, the New York City Board of Transportation proposed to extend platforms at all stations between Brooklyn Bridge and Grand Central, except for 33rd Street. On April 13, 1948, the platform extensions to accommodate ten-car trains at 23rd Street , 28th Street , and 33rd Street were opened for use. In 1949,
6900-406: The dilapidated state of the subway at the time, the Guardian Angels , founded by Curtis Sliwa , began operations on February 13, 1979, by conducting unarmed night patrols on the 4 train in an effort to discourage crime. These patrols later expanded to other parts of the subway and to other city neighborhoods. On August 28, 1991, an accident involving a 4 train on the express track just north of
7015-403: The doors of all eight cars of trains to open on the platform. Work was still underway at two of the other three stations part of the contract, Wall Street and Fulton Street, while work at Bowling Green was already completed. The entire platform-lengthening project was substantially completed by November 1965. Because the Lexington Avenue Line during the 1970s was known to frequent muggers due to
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#17330854209397130-472: The entrance by Dey Street (southbound platform) during the rehabilitation of the Lexington Avenue Line platforms and Dey Street Passageway -related work. On August 1, 2011, the entrance at 135 William Street on the eastern side of the complex opened. This was completed in conjunction with the gradual opening of a transfer mezzanine over the IND Eighth Avenue Line platform, serving the A and C trains. A terra-cotta mural and an iron gate from
7245-420: The evening of August 1, 1918, it ran as a shuttle on the local tracks only, terminating at 42nd Street and at 167th Street on the IRT Jerome Avenue Line (where the connection from the elevated IRT Ninth Avenue Line merged). On August 1, service patterns were changed, and the Lexington Avenue Line became a through route. The IRT Broadway–Seventh Avenue Line also switched from shuttle operation at that time, and
7360-402: The express trains and BMT trains to Queens . Even before the express platforms were added, this station was the busiest on the line. Construction for the express station began on August 10, 1959. The two express platforms were 14 feet (4.3 m) wide and 525 feet (160 m) long. Along with the new express platforms, a new mezzanine was built above it to connect it to the local station, and
7475-490: The fact that the MTA had received a single, $ 870 million bid for one phase of construction, more than twice the $ 408 million the MTA had originally set aside for that phase. The date of completion was now set for 2010, and the MTA had ordered a 30-day review of the Fulton Center plan. Around the same time, the neighboring World Trade Center Hub's costs also rose from $ 2.2 billion to $ 3.4 billion. The funding reductions also resulted in several design cutbacks. The free transfer from
7590-424: The fact that the PATH and MTA projects were separate. These stations would instead be connected by a series of underground passageways, which would stretch from the World Financial Center in the west to the Fulton Street Transit Center in the east, spanning over half of Manhattan's width at this point. The Fulton Street Transit Center would also contain a large retail building at Broadway and Fulton Street, serving as
7705-459: The interstitial unit gives added support to the Corbin Building. However, the interstitial building is considered to be a part of the Fulton Building. Westfield Group signed a 20-year lease in December 2013 to operate the shops in the Fulton Center. The complex formally opened on November 10, 2014, seven years behind schedule and $ 650 million over budget. Owing to the Fulton Center's use of renewable energy sources and energy-conservation features,
7820-403: The landmark Corbin Building at the corner of Broadway and John Street. It was nearly canceled at one point, but was saved through funds from the American Recovery and Reinvestment Act of 2009 . This portion of the project was part of a master lease to lease over 60,000 square feet of space. In addition to work on the four linked Fulton Street stations, the Dey Street Passageway, located outside
7935-410: The latter's renovation, new entrances were opened at the corner of Broadway and Maiden Lane for the northbound platform, and at Cortlandt Street and Broadway for the southbound platform. The mezzanine serving the Fulton Street station on the IND Eighth Avenue Line , which previously consisted of several ramps on either side of Nassau Street, was straightened. During these renovations, the entire complex
8050-468: The line crosses under the Harlem River into the Bronx via the four-track Lexington Avenue Tunnel, where the line splits into the IRT Jerome Avenue Line on the western two tracks ( 4 and 5 trains) and the IRT Pelham Line on the eastern two tracks ( 6 and <6> trains). Construction started on the first IRT line in 1900. A 1902 explosion during construction seriously damaged properties just above
8165-408: The line's signal system and interlockings were modernized. Work on the reconstruction of the Brooklyn Bridge station started on May 18, 1959, and continued without interruption until it was completed on September 1, 1962. Prior to the rebuild, the station's local platform could only accommodate four cars, resulting in delays. The uptown platform's extension opened at this time (the downtown platform
8280-607: The line, north of 42nd Street, was constructed as part of the Dual Contracts , which were signed between the IRT; the Brooklyn Rapid Transit Company , via a subsidiary; and the City of New York. For decades, the Lexington Avenue Line was the only line in Manhattan that directly served the Upper East Side and East Midtown ; this four-track line is the most used rapid transit line in the United States. Its average of 1.3 million daily riders
8395-471: The line. Both of these elevated lines were supposed to be replaced by a subway line under Second Avenue. However, it was not completed due to a lack of funds. With the city's economic and budgetary recovery in the 1990s, there was a revival of efforts to complete construction of the Second Avenue Subway . Once fully built, the line will run from 125th Street and Lexington Avenue to Hanover Square in
8510-442: The line. The part of the line from City Hall to just south of 42nd Street was part of the original IRT line, opened on October 27, 1904. A 0.3 miles (0.48 km) extension to Fulton Street opened at 12:01 a.m. on January 16, 1905. Only the northbound platform opened at this time. The next station, Wall Street , was opened on June 12, 1905, as well as the southbound platform at Fulton Street. The first revenue train on
8625-420: The local tracks running on the upper level and the express on the lower, although it briefly returns to a four-across layout between 96th Street and 116th Street . 125th Street returns to this two-over-two layout, although here the upper level is used by all northbound trains and the lower level by southbound trains. This is because Lexington Avenue is too narrow to have a four-across layout. North of this,
8740-457: The location of the main building. One proposal included constructing the main building with a performing arts center, rather than a dome, on top. By this time, the MTA lacked several billion dollars in funding for its 2010–2014 capital spending plan. The MTA did not rule out the possibility of converting almost the entire plot into a public plaza and constructing a simple subway entrance from the plaza. New York Post columnist Steve Cuozzo called
8855-533: The main building is called the "Fulton Building" to disambiguate from other related structures, such as the Corbin Building. The Corbin Building , erected in 1889 and an official city and national landmark, is adjacent to the Fulton Building. Originally slated to be demolished, the building was instead restored as a part of the Fulton Center project and incorporated to the overall transit complex. It also provides street-level retail as well as 31,000 square feet (2,900 m) of commercial office space. The building
8970-417: The main entrance to that complex. The Fulton Street project would include new passageways, entrances, and elevators to provide transfers between the area's subway stations and increase the capacity of the existing station complex at Broadway–Nassau/Fulton Streets. In February 2003, New York Governor George Pataki announced a $ 5 billion plan for rebuilt transit infrastructure at South Ferry, Fulton Street, and
9085-520: The mezzanine on both the first and second basement levels. The IND mezzanine opened in various phases. Around August 2011, the William Street end of the Eastern mezzanine opened, coinciding with the opening of the 135 William Street entrance. In October 2011, due to a major realignment of the temporary transfer passageway between the Eighth Avenue Line station and the Lexington Avenue Line station, parts of
9200-487: The new passageway, the older underpass connecting to southbound Lexington Avenue Line platform was simultaneously closed. As a result, the Western Mezzanine was substantially completed. On August 2, 2012, the southbound Nassau Street Line platform was connected to the Eastern Mezzanine. An MTA press release regarded this as the substantial completion of the entire IND mezzanine. Temporary transfer passages opened to
9315-473: The paid area, it would maximize pedestrian flow. 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. This included the Fulton Street Transit Center, the South Ferry/Whitehall Street terminal further downtown, and the reconstruction of
9430-463: The platform extensions, and, as such, the station was renamed Brooklyn Bridge–Worth Street. 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, 86th Street and 125th Street to 525 feet (160 m) to accommodate ten-car trains. At the same time, work to modernize the signals and interlockings between Wall Street and 86th Street
9545-441: The project "The Folly on Fulton Street", a word play on "Fulton's Folly", which was used to describe Robert Fulton's steamboat 200 years before. In June 2008, Chris Ward , executive director of the Port Authority of New York and New Jersey , prepared a report for New York Governor David Paterson regarding the Fulton Street and World Trade Center projects' cost overruns. Despite the Fulton Street Transit Center's financing deficit,
9660-492: The projected cost had risen to $ 888 million, and the MTA pledged to pay for the $ 41 million gap with its own money. The completion date was now projected as October 2009. Meanwhile, the costs of other MTA Capital Construction projects were rising as well. The issue peaked in January 2008, when the MTA announced that three other capital projects (the 7 Subway Extension , the Second Avenue Subway , and East Side Access ) were facing
9775-411: The proposed completion date was now December 2008. In March 2006, the land under the Corbin Building was taken for the proposed transit center by eminent domain . A block to the north, the MTA began the process of evicting and relocating 148 store owners near the site of the transit center's main building. The budget of real-estate acquisition also rose from $ 50 million to $ 157 million. This cost increase
9890-496: The public. Sky Reflector-Net, which was commissioned as part of MTA Arts & Design program, was installed in 2014 in the Fulton Center transit hub. Located at the center of the oculus, 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. The skylight contains 88 glass blades, which divert sunlight into
10005-497: The refurbishment of the Seventh Avenue Line's platform at the eastern end of the complex, served by the 2 and 3 trains; the rehabilitation of the Lexington Avenue Line's platforms under Broadway, served by the 4 and 5 trains; and the renovation of Cortlandt–Church Streets , served by the N , R , and W trains. The former two stations had never been renovated, while Cortlandt Street had been renovated in
10120-458: The retail space as an extension of the Westfield World Trade Center , a block to the west. The Fulton Center features a high-visibility Transit Center with entrances on Broadway between Fulton Street and John Street, and it connects the 2 , 3 , 4 , 5 , A , C , E , J , N , R , W , and Z services via
10235-480: The second floor and an anchor-branded tenant on the third and top floor of the building. The addition of retail space was an impetus for the May 2012 name change from "Fulton Street Transit Center" to a simpler "Fulton Center" to attract leases. The MTA looked to private companies to manage the retail section of the Fulton Center, attempting to change it to a shopping destination, as well as a transit center. The retail spaces are intended to provide additional revenue for
10350-497: 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
10465-521: The southbound platforms at Astor Place, Bleecker Street, Spring Street, Canal Street, and Worth Street were extended. In 1957, the New York City Transit Authority started work on a $ 138 million modernization program for the Lexington Avenue Line to improve and speed up service. As part of the project, platforms on the line were extended, express platforms were built at 59th Street, additional entrances were constructed at some stations, and
10580-613: The station construction, 40% of the basement of the Grand Hyatt New York would be destroyed in order to make room for the expansion of the subway mezzanine, as well as two new subway entrances in the One Vanderbilt building itself. The new building would also coincide with the MTA 's East Side Access project, and station improvements due to One Vanderbilt's construction would provide extra capacity for over 65,000 new passengers going into
10695-492: The station, which were used for express service, to be abandoned. These platform extensions had necessitated the use of gap fillers. This project cost $ 6 million, and allowed 6 trains to be lengthened to nine cars, and allowed express trains to open all doors at the station (previously the doors only opened in eight of the ten cars). Upon its completion, the Worth Street station to the north was closed due to its close proximity to
10810-619: The subway system's paid area , was built under Dey Street. It connected the Fulton Street station complex to the Cortlandt–Church Streets station, serving the N , R , and W trains. A new entrance building was constructed on the southwest corner of Broadway and Dey Street, providing direct access to the Dey Street passageway. The Fulton Center project initially included upgrades to five subway stations: The World Trade Center PATH station , as well as
10925-465: The subway; previously, World Trade Center had been served by three different subway stations at Cortlandt and Greenwich Streets , at Cortlandt and Church Streets , and at Church Street between Chambers and Vesey Streets . Plans for an integrated transit hub in Lower Manhattan were announced in January 2002. As part of this initiative, money was also to be allocated to study the feasibility of commuter rail service to Lower Manhattan. This would later become
11040-412: The temporary closure of the entrances at Fulton Street, on the northwest (by St. Paul's Chapel) and southwest corners throughout much of 2011. Both were reopened by the first half of 2012. The entrance to Dey Street (195 Broadway), on the southbound platform, was permanently closed on May 1, 2012, for Dey Street Passageway related work and rehabilitation of the southbound platform. It was to be replaced by
11155-546: The time, Fulton Street, counting the ferry, was one continuous street from Manhattan to Brooklyn, beginning in Manhattan, traveling across the ferry, and along what is today Old Fulton Street, Cadman Plaza West, and what is now a pedestrian esplanade on the east side of the Brooklyn Borough Hall . The Fulton Fish Market was located nearby at the South Street Seaport until 2005, when it moved to Hunts Point in
11270-525: The tracks of the Joralemon Street Tunnel from Brooklyn , which become the express tracks. These run north under Broadway and Park Row to Centre Street. At the south end of Centre Street, directly under New York City Hall , is the City Hall Loop and its abandoned station, which was the southern terminus of the original IRT subway line. The loop is still used to turn 6 and <6> service;
11385-489: The trains scheduled to run through Grand Central–42nd Street were canceled. This meant that during peak periods, up to 13 trains per hour could be canceled, resulting in 1,000 passengers being displaced for every canceled train. Train frequencies were also erratic, with higher frequencies on some days than on others. On May 27, 2015, the New York City Council approved plans for a developer to build One Vanderbilt ,
11500-546: The transit center were revived by the American Recovery and Reinvestment Act of 2009 . The project used to be referred to as the Fulton Street Transit Center , but was re-branded the Fulton Center in May 2012 because of a heightened emphasis on retail. The complex officially opened on November 10, 2014, along with the adjacent Dey Street Passageway . Through the Dey Street Passageway, the complex connects to
11615-515: The transit center's main building, but the agency had agreed to preserve the building by that October. In December 2003, the Federal Transit Administration allocated a combined $ 2.85 billion to the three Lower Manhattan transit projects. The PATH station received $ 1.7 billion in aid, while the Fulton Street Transit Center received $ 750 million and the South Ferry Terminal received $ 400 million. Compared with other subway stations' renovations,
11730-505: The underground Dey Street Passageway running east–west under Dey Street. Ove Arup and Partners served as the prime consultant of the entire project. The Fulton Center cost US$ 1.4 billion, almost twice the original budget of $ 750 million. The major elements of the Fulton Center project included the renovations of the Fulton Street stations along the IRT Broadway–Seventh Avenue Line and the IRT Lexington Avenue Line . During
11845-496: Was a key factor in the ballooning costs of the transit center over the next several years. By May 2006, the budget was nearing $ 850 million, and the planned completion date was delayed to June 2009. Despite the $ 45 million budget overrun, the MTA denied that the Fulton Center plan would be curtailed. In November 2006, the MTA announced the creation of a free transfer between the Cortlandt–Church Streets and World Trade Center stations, which would cost $ 15 million more. By February 2007,
11960-532: Was completed three months prior than originally planned when the new platforms opened on November 15, 1962. In April 1960, work began on a $ 3,509,000 project to lengthen platforms on the line to accommodate ten-car trains at seven stations on the line. As part of the project, the northbound platforms at Canal Street, Spring Street, Bleecker Street, and Astor Place were lengthened from 225 feet (69 m) to 525 feet (160 m). The platform extensions at these four stops opened for service on February 19, 1962, enabling
12075-580: Was constructed in two main portions by the Interborough Rapid Transit Company (IRT), a private operator. The first portion, from City Hall north to 42nd Street, was opened between 1904 and 1908, and is part of the first subway line in the city . The original subway turned west across 42nd Street at the Grand Central station, then went north at Broadway , serving the present-day IRT Broadway–Seventh Avenue Line . The second portion of
12190-559: Was deemed most beneficial to close these stations and open new entrances for adjacent stations. The 18th Street station was abandoned because of the proximity to both 14th Street–Union Square and 23rd Street . In addition, the City Hall and Worth Street stations were both very close to the Brooklyn Bridge–City Hall station's Brooklyn Bridge and Duane Street exits, respectively, so both were abandoned. Finally, South Ferry
12305-427: Was demolished in 1956. Contrary to what many East Side residents thought, the demolition of the elevateds did not help the travel situation, as the Lexington Avenue Line was now the only subway transportation option on the East Side. As the elevated lines were torn down, hundreds of high-rise apartment buildings were built on the East Side, and the business districts along the line grew, resulting in overcrowding along
12420-403: Was joined by the Fulton Building on the northbound platform, and the Dey Street Headhouse on the southbound platform, when they opened. As part of the reorganization of the Fulton Street station complex, and to mitigate passenger flow congestion during the construction phases of the Fulton Center project, some new entrances opened and some existing entrances closed. In January 2007, the MTA opened
12535-426: Was lengthened in 1961) as the platforms were lengthened, widened, and straightened. Originally, the island platforms narrowed at their northern ends to an unsafe width of only five feet. The project remedied this situation, lengthening the platforms from 295 feet (90 m) to 523 feet (159 m) and widening them. The platforms were extended northward by 220 feet (67 m) to just south of Reade Street. In addition,
12650-477: Was made ADA-accessible . Ten escalators and fifteen elevators were installed, as well as two ADA accessible public restrooms on the concourse and the street levels. A new station building, the Fulton Building, was constructed along the east side of Broadway between Fulton and John Streets. The new station required the demolition of the Girard Building and the former Childs Restaurant Building, and incorporates
12765-402: Was nearly canceled in 2009 due to increasing costs, but was restored after $ 497 million in stimulus funding was allocated toward the Fulton Street Transit Center. The foundations of the main transit complex was completed in August 2010. Full scale superstructure work on the main building began in January 2011, and steel work concluded in October 2011. In November 2014, the Fulton Building opened to
12880-431: Was rehabilitated beginning in 2008. Prior to renovations, there was no direct access to the southern end of the northbound platform, causing overcrowding at this location. The renovation started after the entrances at Maiden Lane (northbound) and Cortlandt Street (southbound) were opened to ameliorate passenger flow during subsequent station rehabilitation. Historical features, such as the tiling, were preserved. The structure
12995-412: Was soon halted on Section 6. The construction of this line, in conjunction with the construction of the Broadway–Seventh Avenue Line , would change the operations of the IRT system. Instead of having trains go via Park Avenue, turning onto 42nd Street, before finally turning onto Broadway, there would be two trunk lines connected by the 42nd Street Shuttle . The system would be changed from looking like
13110-420: Was underpinned during the rehabilitation of the Lexington Avenue Line platforms and the transit building construction. Design elements and the historic decor and facade were preserved as a part of this project. The building as a whole is integrated into the project, with escalators at John Street descending to the Lexington Avenue Line platforms and the Fulton Building. Retail space returned to the ground floor when
13225-577: Was underway. Another element of the modernization plan was the construction of a new station entrance and control building in Bowling Green Park at Bowling Green, with new stairways to the platform. On July 23, 1959, the Board of Estimate approved the contract for the construction of express platforms at Lexington Avenue–59th Street . The new platforms were intended to reduce transfer congestion at Grand Central–42nd Street , and to allow transfers between
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