Canal Street station (New York City Subway)

Planning for a subway line in New York City dates to 1864.{{Rp|21}} However, development of what would become the city's first subway line did not start until 1894, when the New York State Legislature passed the Rapid Transit Act.{{cite book|last1=Walker|first1=James Blaine|url=https://archive.org/details/fiftyyearsrapid00walkgoog|title=Fifty Years of Rapid Transit — 1864 to 1917|date=1918|publisher=Law Printing|location=New York, N.Y.|access-date=November 6, 2016}}{{Rp|139–140}} The subway plans were drawn up by a team of engineers led by William Barclay Parsons, the Rapid Transit Commission's chief engineer. It called for a subway line from New York City Hall in lower Manhattan to the Upper West Side, where two branches would lead north into the Bronx.{{cite web|date=October 23, 1979|title=Interborough Rapid Transit System, Underground Interior|url=http://s-media.nyc.gov/agencies/lpc/lp/1096.pdf|access-date=November 19, 2019|publisher=New York City Landmarks Preservation Commission|archive-date=September 21, 2020|archive-url=https://web.archive.org/web/20200921135400/https://s-media.nyc.gov/agencies/lpc/lp/1096.pdf|url-status=live}}{{Rp|3}} A plan was formally adopted in 1897,{{Rp|148}} and all legal conflicts concerning the route alignment were resolved near the end of 1899.{{Rp|161}} 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,{{Cite book|url=https://archive.org/details/cu31924022794253/page/n253/mode/2up?q=april+28|title=Report of the Board of Rapid Transit Railroad Commissioners for the City of New York For The Year Ending December 31, 1904 Accompanied By Reports of the Chief Engineer and of the Auditor|publisher=Board of Rapid Transit Railroad Commissioners|year=1905|pages=229–236}} in which it would construct the subway and maintain a 50-year operating lease from the opening of the line.{{Rp|165}} In 1901, the firm of Heins & LaFarge was hired to design the underground stations.{{Rp|4}} Belmont incorporated the Interborough Rapid Transit Company (IRT) in April 1902 to operate the subway.{{Rp|182}}

File:Canal Street IRT 1905.jpg

The Canal Street station was constructed as part of the route segment from Chambers Street to Great Jones Street. Construction on this section of the line began on July 10, 1900, and was awarded to Degnon-McLean Contracting Company. 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.{{Cite news|date=October 5, 1902|title=Tunnel Contractor's Struggle With City Quicksands; Latest Difficulty Comes in the Last Stages of the Excavation in the Old Canal Street Swamp|language=en-US|work=The New York Times|url=https://www.nytimes.com/1902/10/05/archives/tunnel-contractors-struggle-with-city-quicksands-latest-difficulty.html|access-date=January 6, 2021|issn=0362-4331|archive-date=December 16, 2021|archive-url=https://web.archive.org/web/20211216174724/https://www.nytimes.com/1902/10/05/archives/tunnel-contractors-struggle-with-city-quicksands-latest-difficulty.html|url-status=live}}{{cite web|last=Scott|first=Charles|date=1978|title=Design and Construction of the IRT: Civil Engineering|url=https://tile.loc.gov/storage-services/master/pnp/habshaer/ny/ny0300/ny0387/data/ny0387data.pdf|access-date=December 20, 2020|publisher=Historic American Engineering Record|pages=208–282 (PDF pp. 209–283)|postscript=. {{PD-notice}}|archive-date=January 17, 2021|archive-url=https://web.archive.org/web/20210117001227/https://tile.loc.gov/storage-services/master/pnp/habshaer/ny/ny0300/ny0387/data/ny0387data.pdf|url-status=live}}{{Rp|220}} Because engineers had expected to find quicksand near the pond's site, contractors waited to construct the section between Pearl and Canal Streets;{{Cite news |date=August 10, 1902 |title=Progress in the Subway; Only Two Untouched Portions of the Line Left. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1902/08/10/archives/progress-in-the-subway-only-two-untouched-portions-of-the-line-left.html |access-date=May 19, 2023 |issn=0362-4331 |archive-date=September 18, 2023 |archive-url=https://web.archive.org/web/20230918173901/https://www.nytimes.com/1902/08/10/archives/progress-in-the-subway-only-two-untouched-portions-of-the-line-left.html |url-status=live }}{{Cite magazine |date=September 27, 1902 |title=The Rapid Transit Subway, New York. |magazine=Scientific American |volume=LXXXVII |issue=13 |page=202 |id={{ProQuest|126817124}}}} work on this segment had not even begun by early 1902.{{Cite news|date=February 2, 1902|title=The Subway's Main Line; Only Eighteen Blocks Below 104th Street Remain Unopened. Two of the Sections Are to be Finished in a Year and the Others Will Not Be Far Behindhand.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1902/02/02/archives/the-subways-main-line-only-eighteen-blocks-below-104th-street.html|access-date=May 25, 2023|issn=0362-4331|archive-date=May 10, 2022|archive-url=https://web.archive.org/web/20220510170745/https://www.nytimes.com/1902/02/02/archives/the-subways-main-line-only-eighteen-blocks-below-104th-street.html|url-status=live}} Workers found that the ground was sturdier than expected, consisting of "good, coarse gravel",{{Rp|230}} 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.{{Rp|240}}{{Cite magazine |last=Ruhl |first=Arthur |date=Oct 1902 |title=Building New York's Subway. |magazine=  Century Illustrated Magazine |volume=LXIV |issue=6 |page=898 |id={{ProQuest|125503986}}}} The new brick sewer was circular and measured {{Cvt|5.5|ft}} across, expanding to {{Cvt|6.5|ft}} at Chatham Square.{{Rp|240}} Pumps were used to keep the excavation clear of water while the work proceeded.{{Rp|267}} By late 1903, the street surface above the station had been restored and repaved.{{Cite news |date=August 16, 1903 |title=Unsightly Streets Over the Subway; Contractors Leave Obstructions and Litter at Many Points Where Tunnel Work Is Done. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1903/08/16/archives/unsightly-streets-over-the-subway-contractors-leave-obstructions.html |access-date=May 19, 2023 |issn=0362-4331 |archive-date=September 18, 2023 |archive-url=https://web.archive.org/web/20230918173901/https://www.nytimes.com/1903/08/16/archives/unsightly-streets-over-the-subway-contractors-leave-obstructions.html |url-status=live }} The subway was nearly complete, but the IRT Powerhouse and the system's electrical substations were still under construction, delaying the system's opening.{{Rp|186}}{{Cite news |date=November 14, 1903 |title=First of Subway Tests; West Side Experimental Trains to be Run by Jan. 1 Broadway Tunnel Tracks Laid, Except on Three Little Sections, to 104th Street – Power House Delays. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1903/11/14/archives/first-of-subway-tests-west-side-experimental-trains-to-be-run-by.html |access-date=May 10, 2022 |issn=0362-4331 |archive-date=May 5, 2022 |archive-url=https://web.archive.org/web/20220505030752/https://www.nytimes.com/1903/11/14/archives/first-of-subway-tests-west-side-experimental-trains-to-be-run-by.html |url-status=live }}

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 the Broadway–Seventh Avenue Line.{{Rp|186}} After the first subway line was completed in 1908,{{cite news|url=https://www.nytimes.com/1908/08/02/archives/our-first-subway-completed-at-last-opening-of-the-van-cortlandt.html|title=Our First Subway Completed At Last — Opening of the Van Cortlandt Extension Finishes System Begun in 1900 — The Job Cost $60,000,000 — A Twenty-Mile Ride from Brooklyn to 242d Street for a Nickel Is Possible Now|date=August 2, 1908|newspaper=The New York Times|access-date=November 6, 2016|page=10|archive-date=May 30, 2020|archive-url=https://web.archive.org/web/20200530191523/https://www.nytimes.com/1908/08/02/archives/our-first-subway-completed-at-last-opening-of-the-van-cortlandt.html|url-status=live}} 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).{{Cite book|url=https://babel.hathitrust.org/cgi/pt?id=nyp.33433081730503;view=1up;seq=151|title=Brooklyn Daily Eagle Almanac|publisher=The Brooklyn Daily Eagle|year=1916|pages=119|last1=Herries|first1=William|access-date=December 25, 2020|archive-date=May 11, 2021|archive-url=https://web.archive.org/web/20210511155639/https://babel.hathitrust.org/cgi/pt?id=nyp.33433081730503;view=1up;seq=151|url-status=live}}

To address overcrowding, in 1909, the New York Public Service Commission proposed lengthening the platforms at stations along the original IRT subway.{{cite web|last=Hood|first=Clifton|date=1978|title=The Impact of the IRT in New York City|url=https://tile.loc.gov/storage-services/master/pnp/habshaer/ny/ny0300/ny0387/data/ny0387data.pdf|access-date=December 20, 2020|publisher=Historic American Engineering Record|pages=146–207 (PDF pp. 147–208)|postscript=. {{PD-notice}}|archive-date=January 17, 2021|archive-url=https://web.archive.org/web/20210117001227/https://tile.loc.gov/storage-services/master/pnp/habshaer/ny/ny0300/ny0387/data/ny0387data.pdf|url-status=live}}{{Rp|168}} As part of a modification to the IRT's construction contracts made on January 18, 1910, the company was to lengthen station platforms to accommodate ten-car express and six-car local trains. In addition to $1.5 million (equivalent to ${{inflation|fmt=c|index=US|value=1.5|start_year=1910|r=1}} million in {{inflation/year|index=US}}) spent on platform lengthening, $500,000 (equivalent to ${{inflation|fmt=c|index=US|value=0.5|start_year=1910|r=1}} million in {{inflation/year|index=US}}) was spent on building additional entrances and exits. It was anticipated that these improvements would increase capacity by 25 percent.{{Cite book|url=https://books.google.com/books?id=0fBLAQAAMAAJ&q=+zoological+station&pg=PA596|title=Report of the Public Service Commission for the First District of the State of New York For The Year Ending December 31, 1910|date=1911|publisher=Public Service Commission|language=en|access-date=January 7, 2021|archive-date=February 5, 2023|archive-url=https://web.archive.org/web/20230205172820/https://books.google.com/books?id=0fBLAQAAMAAJ&q=+zoological+station&pg=PA596|url-status=live}}{{Rp|15}} Platforms at local stations, such as the Canal Street station, were lengthened by between {{convert|20|and|30|ft}}. Both platforms were extended to the north and south.{{rp|107}} Six-car local trains began operating in October 1910.{{Rp|168}}

After the original IRT opened, 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{{cite book | title=State of New York Transit Commission Third Annual Report for the Calendar Year 1923 | publisher=New York State Transit Commission | issue=v. 3 | year=1924 | url=https://books.google.com/books?id=lFxLAQAAMAAJ&pg=PA501 | page=501 | access-date=May 30, 2023 | archive-date=May 30, 2023 | archive-url=https://web.archive.org/web/20230530000036/https://books.google.com/books?id=lFxLAQAAMAAJ&pg=PA501 | url-status=live }}) in the Dual Contracts, adopted on March 4, 1913.{{Rp|203–219}}{{cite journal |date=March 10, 1910 |title=A New Subway Line for New York City |url=http://www.nycsubway.org/articles/triboro.html |url-status=live |journal=Engineering News |volume=63 |issue=10 |archive-url=https://web.archive.org/web/20120705042944/http://www.nycsubway.org/articles/triboro.html |archive-date=July 5, 2012 |access-date=December 25, 2020}}{{Cite news |date=March 20, 1913 |title=Subway Contracts Solemnly Signed; Cheers at the Ceremonial Function When McCall Gets Willcox to Attest. |language=en-US |work=The New York Times |url=https://timesmachine.nytimes.com/timesmachine/1913/03/20/100611839.pdf |access-date=January 11, 2018 |issn=0362-4331 |archive-date=May 4, 2022 |archive-url=https://web.archive.org/web/20220504021115/https://timesmachine.nytimes.com/timesmachine/1913/03/20/100611839.pdf |url-status=live }} 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.{{cite news |date=May 4, 1913 |title=Dual Subway Stations: Protesting Owners Should File Petitions for Changes |page=C8 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|575088610}}}} The development of the BRT stations resulted in increased real-estate values in the area.{{Cite news |date=January 11, 1914 |title=Coming Back to Dry Goods Centre; Rentals Showing Improvement in Broadway District Below Canal Street. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1914/01/11/archives/coming-back-to-dry-goods-centre-rentals-showing-improvement-in.html |access-date=May 17, 2023 |issn=0362-4331 |archive-date=May 17, 2023 |archive-url=https://web.archive.org/web/20230517023924/https://www.nytimes.com/1914/01/11/archives/coming-back-to-dry-goods-centre-rentals-showing-improvement-in.html |url-status=live }}

Also as part of the Dual Contracts, the Lexington Avenue Line opened north of Grand Central–42nd Street in 1918, and the original line was divided into an H-shaped system. All local trains were sent via the Lexington Avenue Line, running along the Pelham Line in the Bronx.{{cite news |date=August 2, 1918 |title=Open New Subway Lines to Traffic; Called a Triumph — Great H System Put in Operation Marks an Era in Railroad Construction — No Hitch in the Plans — But Public Gropes Blindly to Find the Way in Maze of New Stations — Thousands Go Astray — Leaders in City's Life Hail Accomplishment of Great Task at Meeting at the Astor |page=1 |newspaper=The New York Times |url=https://timesmachine.nytimes.com/timesmachine/1918/08/02/97011929.pdf |url-status=live |access-date=November 6, 2016 |archive-url=https://web.archive.org/web/20210221065215/https://timesmachine.nytimes.com/timesmachine/1918/08/02/97011929.pdf |archive-date=February 21, 2021}}

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 the Manhattan Bridge, and two tracks would continue north and east to the Williamsburg Bridge.{{Cite news |date=November 21, 1902 |title=To Join All Four Bridges by L Road and Subways |pages=1 |work=The Brooklyn Daily Eagle |url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-to-join-all-fou/124987526/ |access-date=May 19, 2023 |archive-date=September 18, 2023 |archive-url=https://web.archive.org/web/20230918173907/https://www.newspapers.com/article/the-brooklyn-daily-eagle-to-join-all-fou/124987526/ |url-status=live }} By 1904, the route had been widened to four tracks from the Brooklyn Bridge to the Williamsburg Bridge.{{Cite news |date=March 9, 1904 |title=Best's Bridge Scheme Approved by Nichols |pages=22 |work=The Brooklyn Daily Eagle |url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-bests-bridge-s/124987779/ |access-date=May 19, 2023 |archive-date=September 18, 2023 |archive-url=https://web.archive.org/web/20230918174005/https://www.newspapers.com/article/the-brooklyn-daily-eagle-bests-bridge-s/124987779/ |url-status=live }}{{Cite news |date=March 9, 1904 |title=Would Operate Local Cars Across Manhattan |pages=10 |work=Brooklyn Times Union |url=https://www.newspapers.com/article/times-union-would-operate-local-cars-acr/124987730/ |access-date=May 19, 2023}} The Centre Street Loop (later the Nassau Street Line) was approved on January 25, 1907, as a four-track line.{{Cite news|date=January 26, 1907|title=Subway Loop Approved; Will Have Four Tracks|language=en-US|page=16|work=The New York Times|url=https://www.nytimes.com/1907/01/26/archives/subway-loop-approved-will-have-four-tracks.html|access-date=August 1, 2019|issn=0362-4331|archive-date=July 18, 2018|archive-url=https://web.archive.org/web/20180718114459/https://www.nytimes.com/1907/01/26/archives/subway-loop-approved-will-have-four-tracks.html|url-status=live}}{{cite news |date=January 26, 1907 |title=Subway Loop Assured: Four-track Bridge Link Estimate Board Approves—cost, $5,000,000—ready in 2 1–2 Years |page=1 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|571760875}}}} The route was to connect the Brooklyn Bridge, Manhattan Bridge, and Williamsburg Bridge via Centre Street, Canal Street, and Delancey Street, with a spur under Canal Street.{{cite news|last=Stevenson|first=Frederick Boyd|date=July 13, 1913|title=Colonel Williams' View of Centre Street Loop|page=23|work=The Brooklyn Daily Eagle|url=http://bklyn.newspapers.com/image/53150172/|access-date=October 2, 2018|archive-date=October 2, 2018|archive-url=https://web.archive.org/web/20181002064741/http://bklyn.newspapers.com/image/53150172/|url-status=live}} 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.{{Cite web |date=October 15, 1908 |title=Centre Street Subway Loop and Manhattan Bridge Nearing Completion With No Traffic Arrangements in Sight |url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-centre-street-s/124797371/ |access-date=May 16, 2023 |website=The Brooklyn Daily Eagle |page=21 |via=Newspapers.com |archive-date=May 16, 2023 |archive-url=https://web.archive.org/web/20230516150907/https://www.newspapers.com/article/the-brooklyn-daily-eagle-centre-street-s/124797371/ |url-status=live }}

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.{{Cite web |date=March 23, 1907 |title=Expect Many Bidders |url=https://www.newspapers.com/article/the-brooklyn-citizen-expect-many-bidders/124798591/ |access-date=May 16, 2023 |website=The Brooklyn Citizen |page=12 |via=Newspapers.com |archive-date=May 16, 2023 |archive-url=https://web.archive.org/web/20230516162503/https://www.newspapers.com/article/the-brooklyn-citizen-expect-many-bidders/124798591/ |url-status=live }}{{Cite web |date=March 13, 1907 |title=Bids for Subway Loop |url=https://www.newspapers.com/article/new-york-tribune-bids-for-subway-loop/124798801/ |access-date=May 16, 2023 |website=New-York Tribune |page=5 |via=Newspapers.com |archive-date=May 16, 2023 |archive-url=https://web.archive.org/web/20230516155457/https://www.newspapers.com/article/new-york-tribune-bids-for-subway-loop/124798801/ |url-status=live }} The Degnon Construction Company 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.{{cite book |url=https://books.google.com/books?id=ImLOAAAAMAAJ&pg=RA2-PA147-IA1 |title=Comptroller's Monthly Report |year=1916 |page=2-PA147-IA1 |access-date=May 16, 2023 |archive-date=May 16, 2023 |archive-url=https://web.archive.org/web/20230516153323/https://books.google.com/books?id=ImLOAAAAMAAJ&pg=RA2-PA147-IA1 |url-status=live }} 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.{{cite news |date=November 2, 1909 |title=Courts in Danger: Building Crumbles $2,50,000 Needed to Repair Centre Street Structure |page=5 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|572298236}}}}

File:Canal_Street_J_5238.JPG

The Centre Street Loop station, including 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.http://www.columbia.edu/~brennan/abandoned/Canal.platf.jpg {{Webarchive|url=https://web.archive.org/web/20160303194344/http://www.columbia.edu/~brennan/abandoned/Canal.platf.jpg |date=March 3, 2016 }} From the Abandoned Stations website: A Public Service Commission photo from 1909 shows the east platform with non-tiled steel columns. The view is looking south, showing the wall between the center tracks. The stepped structure at the base of wall near the image center is part of the bridge over the projected Canal St subway, not even begun at the time. The station looks completed, about four years before it opened. There is a rough strip near the platform edge. Track was to be installed by the operating company. 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.{{cite news |date=April 13, 1910 |title=Asks for Subway Loop: B. R. T. Would Bring "L" Trains Close to Brooklyn Bridge P. S. C. Considering Offer Company Says Bridge Crush Would Be Relieved and Transit Improved |page=8 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|572372770}}}}{{Cite news |date=April 13, 1910 |title=Subway Bridge Loop Nearing Completion; Only That Part Under the New Municipal Building Yet to be Built. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1910/04/13/archives/subway-bridge-loop-nearing-completion-only-that-part-under-the-new.html |url-status=live |access-date=May 12, 2023 |archive-url=https://web.archive.org/web/20230512185020/https://www.nytimes.com/1910/04/13/archives/subway-bridge-loop-nearing-completion-only-that-part-under-the-new.html |archive-date=May 12, 2023 |issn=0362-4331}} The tunnel remained unused for several years.{{Cite news |date=March 29, 1913 |title=To Open Centre St. Loop; B.R.T. Authorized to Begin Operations – May Be Ready by July 1. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1913/03/29/archives/to-open-centre-st-loop-brt-authorized-to-begin-operations-may-be.html |url-status=live |access-date=May 12, 2023 |archive-url=https://web.archive.org/web/20230512185020/https://www.nytimes.com/1913/03/29/archives/to-open-centre-st-loop-brt-authorized-to-begin-operations-may-be.html |archive-date=May 12, 2023 |issn=0362-4331}} In March 1913, the Public Service Commission authorized the BRT to lay tracks, install signals, and operate the loop.{{cite news |date=March 29, 1913 |title=Subway Construction |page=2 |work=The Wall Street Journal |issn=0099-9660 |id={{ProQuest|129417638}}}} The Nassau Street Line platforms opened on August 4, 1913,{{Cite news |date=August 5, 1913 |title=Passenger Killed On Loop's First Day ; Printer, Impatient at Delay in New Bridge Subway, Tries to Walk the Track. |language=en-US |page=2 |work=The New York Times |url=https://www.nytimes.com/1913/08/05/archives/passenger-killed-on-loops-first-day-printer-impatient-at-delay-in.html |url-status=live |access-date=August 1, 2019 |archive-url=https://web.archive.org/web/20211217094510/https://www.nytimes.com/1913/08/05/archives/passenger-killed-on-loops-first-day-printer-impatient-at-delay-in.html |archive-date=December 17, 2021 |issn=0362-4331}}{{cite news |date=August 5, 1913 |title=Brooklyn Crowds Jam New $13,000,000 Loop: One-fourth of Old Bridge Traffic Diverted at Night, but Crush is Terrific |page=14 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|575116848}}}} providing service to northern Brooklyn via the Williamsburg Bridge.{{Rp|249}}

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 is now the Eastern Parkway Line in Brooklyn.{{Cite news |date=May 27, 1908 |title=Interborough Has New Railroad Plan; Offers to Build and Equip a Line Between Flatbush Avenue and Canal Street, Manhattan |language=en-US |work=The New York Times |url=https://www.nytimes.com/1908/05/27/archives/interborough-has-new-railroad-plan-offers-to-build-and-equip-a-line.html |access-date=May 16, 2023 |issn=0362-4331 |archive-date=May 7, 2023 |archive-url=https://web.archive.org/web/20230507153036/https://www.nytimes.com/1908/05/27/archives/interborough-has-new-railroad-plan-offers-to-build-and-equip-a-line.html |url-status=live }}{{cite news |date=May 27, 1908 |title=May Rival B. R. T.: Interborough's Offer Willing to Build Subway in Brooklyn and Give Five-cent Fare Advantage to Brooklynites Metz Opposed to Monopoly B. R. T. Won't Make Proposal |page=1 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|572083800}}}} The BRT proposed the next year to construct a line across Canal Street and the Manhattan Bridge to connect with the Brighton Beach Line.{{cite news |date=November 25, 1909 |title=Invasion by B. R. T.: May Operate Here Seeks Manhattan Extension by "L" and Subways |page=4 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|572307252}}}}{{Cite news |date=November 25, 1909 |title=B.R.T. Would Now Invade Manhattan; Company Has Extension Plans to Connect the North River and Coney Island |language=en-US |work=The New York Times |url=https://www.nytimes.com/1909/11/25/archives/brt-would-now-invade-manhattan-company-has-extension-plans-to.html |access-date=May 20, 2023 |issn=0362-4331 |archive-date=September 18, 2023 |archive-url=https://web.archive.org/web/20230918173903/https://www.nytimes.com/1909/11/25/archives/brt-would-now-invade-manhattan-company-has-extension-plans-to.html |url-status=live }} 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 the Queensboro Bridge. The Canal Street subway was to merge with the Broadway Line instead of continuing to the Hudson River.{{Rp|225}} The Canal Street tunnel was originally supposed to be a separate line passing under the Broadway Line station and extend further westward.{{Cite web |date=August 22, 1915 |title=Canal St. Subway is One-third Done |url=https://www.newspapers.com/article/the-standard-union-canal-st-subway-is-o/124768566/ |access-date=May 15, 2023 |website=The Standard Union |page=16 |via=Newspapers.com |archive-date=May 15, 2023 |archive-url=https://web.archive.org/web/20230515232640/https://www.newspapers.com/article/the-standard-union-canal-st-subway-is-o/124768566/ |url-status=live }}{{Cite news |date=May 14, 1912 |title=Morgan Firm Waits on Subway Debate; Letter Setting a Time Limit on Financing Withdrawn for the Present. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1912/05/14/archives/morgan-firm-waits-on-subway-debate-letter-setting-a-time-limit-on.html |access-date=May 15, 2023 |issn=0362-4331 |archive-date=May 15, 2023 |archive-url=https://web.archive.org/web/20230515231453/https://www.nytimes.com/1912/05/14/archives/morgan-firm-waits-on-subway-debate-letter-setting-a-time-limit-on.html |url-status=live }} 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 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;{{Cite news |date=March 4, 1913 |title=Subways Voted by P. S. Board; Contracts Out |pages=1, [https://www.newspapers.com/article/the-brooklyn-daily-eagle-subways-voted-b/124882726/ 5] |work=The Brooklyn Daily Eagle |url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-subways-voted-b/124882766/ |access-date=May 18, 2023 |archive-date=May 18, 2023 |archive-url=https://web.archive.org/web/20230518003018/https://www.newspapers.com/article/the-brooklyn-daily-eagle-subways-voted-b/124882766/ |url-status=live }} this connection was estimated to cost an additional $1 million.{{Cite news |date=January 11, 1913 |title=B.R.T. Asks Approval of $65,000,000 Issue; Its Subsidiary Will Put Out Bonds and Mortgage Not to Exceed $100,000,000 for Subways. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1913/01/11/archives/brt-asks-approval-of-65000000-issue-its-subsidiary-will-put-out.html |access-date=May 18, 2023 |issn=0362-4331 |archive-date=May 18, 2023 |archive-url=https://web.archive.org/web/20230518003020/https://www.nytimes.com/1913/01/11/archives/brt-asks-approval-of-65000000-issue-its-subsidiary-will-put-out.html |url-status=live }} In October 1913, 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.{{cite news |date=October 10, 1913 |title=Brooklyn Rapid Transit |page=2 |work=The Wall Street Journal |issn=0099-9660 |id={{ProQuest|129417379}}}} At the time, the Underpinning and Foundation Company was constructing the section of the Broadway Line from Howard Street north to Bleecker Street; the New York Municipal Corporation ultimately had to pay the contractor an additional $412,000 for the connection.{{Cite news|date=July 16, 1916|title=New Subways Done by Next Summer; Lexington Avenue and Broadway Lines' Construction Nears Completion|language=en-US|work=The New York Times|url=https://www.nytimes.com/1916/07/16/archives/new-subways-done-by-next-summer-lexington-avenue-and-broadway-lines.html|access-date=May 30, 2023|issn=0362-4331|archive-date=May 30, 2023|archive-url=https://web.archive.org/web/20230530165338/https://www.nytimes.com/1916/07/16/archives/new-subways-done-by-next-summer-lexington-avenue-and-broadway-lines.html|url-status=live}} 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 the line using either the cut-and-cover method or using deep-bore tunneling.{{Cite web |date=February 8, 1914 |title=Canal Street Subway Plans |url=https://www.newspapers.com/article/the-new-york-times-canal-street-subway-p/124742461/ |access-date=May 15, 2023 |work=The New York Times |page=78 |via=Newspapers.com |archive-date=May 15, 2023 |archive-url=https://web.archive.org/web/20230515162242/https://www.newspapers.com/article/the-new-york-times-canal-street-subway-p/124742461/ |url-status=live }}{{Cite news |date=April 14, 1914 |title=Action on Two More Subway Contracts |pages=3 |work=The Brooklyn Daily Eagle |url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-action-on-two-m/124882493/ |access-date=May 18, 2023 |archive-date=May 18, 2023 |archive-url=https://web.archive.org/web/20230518003016/https://www.newspapers.com/article/the-brooklyn-daily-eagle-action-on-two-m/124882493/ |url-status=live }} The Underpinning and Foundation Company submitted a low bid of $1.822 million for a cut-and-cover tunnel in May 1914,{{cite news |date=May 13, 1914 |title=New York Subway Amount is $1,815,000 |page=7 |work=The Christian Science Monitor |id={{ProQuest|509092904}}}}{{Cite news |date=May 17, 1914 |title=Canal Street Subway; Low Lying Ground Adds to Cost of the Work. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1914/05/17/archives/canal-street-subway-low-lying-ground-adds-to-cost-of-the-work.html |access-date=May 15, 2023 |issn=0362-4331 |archive-date=May 15, 2023 |archive-url=https://web.archive.org/web/20230515160742/https://www.nytimes.com/1914/05/17/archives/canal-street-subway-low-lying-ground-adds-to-cost-of-the-work.html |url-status=live }} and the company was selected to build the station two months later.{{Cite news |date=July 17, 1914 |title=$21,000,000 for Subways; Contracts Signed for East River Tunnels and Other Work. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1914/07/17/archives/21000000-for-subways-contracts-signed-for-east-river-tunnels-and.html |access-date=May 17, 2023 |issn=0362-4331 |archive-date=May 2, 2023 |archive-url=https://web.archive.org/web/20230502135654/https://www.nytimes.com/1914/07/17/archives/21000000-for-subways-contracts-signed-for-east-river-tunnels-and.html |url-status=live }}

Work on the Manhattan Bridge line proceeded slowly,{{Cite news |date=November 30, 1914 |title=$2,000,000 A Month Going Into Subways; Work Well Under Way and All Contracts Soon Will Have Been Let |language=en-US |work=The New York Times |url=https://www.nytimes.com/1914/11/30/archives/2000000-a-month-going-into-subways-work-well-under-way-and-all.html |access-date=May 15, 2023 |issn=0362-4331 |archive-date=May 15, 2023 |archive-url=https://web.archive.org/web/20230515160742/https://www.nytimes.com/1914/11/30/archives/2000000-a-month-going-into-subways-work-well-under-way-and-all.html |url-status=live }} 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.{{Cite web |date=October 30, 1914 |title=Tried to Hold Up Routes for Subway |url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-tried-to-hold-u/124770117/ |access-date=May 15, 2023 |website=The Brooklyn Daily Eagle |page=9 |via=Newspapers.com |archive-date=May 15, 2023 |archive-url=https://web.archive.org/web/20230515234647/https://www.newspapers.com/article/the-brooklyn-daily-eagle-tried-to-hold-u/124770117/ |url-status=live }} Although 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 {{Convert|35|ft}} below the water level of the former pond.{{Cite news |last=Bell |first=Jefferson G. |date=May 13, 1928 |title=Collect Pond Remains to Plague New York; Filled in a Century Ago, Its Watery Depths and Its Spreading Marshes Halt the Construction of Large Buildings in the Civic Centre Sixty Feet of Filled Earth. A Station Surrounded by Water. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1928/05/13/archives/collect-pond-remains-to-plague-new-york-filled-in-a-century-ago-its.html |access-date=May 21, 2023 |issn=0362-4331 |archive-date=May 21, 2023 |archive-url=https://web.archive.org/web/20230521174119/https://www.nytimes.com/1928/05/13/archives/collect-pond-remains-to-plague-new-york-filled-in-a-century-ago-its.html |url-status=live }} 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.{{Cite news |date=March 22, 1914 |title=Old Canal Hinders Subway Builders |pages=20 |work=The Sun |url=https://www.newspapers.com/article/the-sun/34192985/ |access-date=May 17, 2023 |via=Newspapers.com |archive-date=May 18, 2023 |archive-url=https://web.archive.org/web/20230518003021/https://www.newspapers.com/article/the-sun/34192985/ |url-status=live }} About {{Convert|6000|to|7000|gal|sp=us|L}} of water had to be pumped out every minute of the day at all times,{{Cite news |date=August 31, 1919 |title=Subway to Open Two New Stations; Broadway Line of B.R.T. Will Extend to Lexington Av. and 60th St. Tomorrow. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1919/08/31/archives/subway-to-open-two-new-stations-broadway-line-of-brt-will-extend-to.html |url-status=live |access-date=May 18, 2023 |archive-url=https://web.archive.org/web/20180614021354/https://www.nytimes.com/1919/08/31/archives/subway-to-open-two-new-stations-broadway-line-of-brt-will-extend-to.html |archive-date=June 14, 2018 |issn=0362-4331}} equating to about {{Convert|10|e6gal|sp=us}} every twenty-four hours.{{Rp|page=27}} Workers then excavated sand and gravel from the site.{{Rp|page=27}} In addition, the IRT station settled about {{Convert|2.5|in}} when the Manhattan Bridge line station was excavated. Only a third of the project had been finished by mid-1915. The Manhattan Bridge line was less than half completed by January 1916,{{Cite news |date=January 23, 1916 |title=Canal Street Subway; Completion of This Link at Once Will Save City Large Amount. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1916/01/23/archives/canal-street-subway-completion-of-this-link-at-once-will-save-city.html |access-date=May 15, 2023 |issn=0362-4331 |archive-date=May 15, 2023 |archive-url=https://web.archive.org/web/20230515173644/https://www.nytimes.com/1916/01/23/archives/canal-street-subway-completion-of-this-link-at-once-will-save-city.html |url-status=live }} and it was 80 percent finished by that October.{{Cite news |date=October 29, 1916 |title=B.R.T. Subway Trains Up Broadway Soon; Finishing Contracts Let and Traffic May Reach 14th Street by Spring |language=en-US |work=The New York Times |url=https://www.nytimes.com/1916/10/29/archives/brt-subway-trains-up-broadway-soon-finishing-contracts-let-and.html |access-date=May 17, 2023 |issn=0362-4331 |archive-date=May 15, 2023 |archive-url=https://web.archive.org/web/20230515173645/https://www.nytimes.com/1916/10/29/archives/brt-subway-trains-up-broadway-soon-finishing-contracts-let-and.html |url-status=live }} 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.{{cite news |date=September 4, 1917 |title=Broadway Subway Opened To Coney By Special Train. Brooklynites Try New Manhattan Link From Canal St. to Union Square. Go Via Fourth Ave. Tube |work=The Brooklyn Daily Eagle |url=https://www.newspapers.com/clip/2708189/the_brooklyn_daily_eagle/ |access-date=May 31, 2019}}{{Cite news |date=September 5, 1917 |title=Open First Section of Broadway Line; Train Carrying 1,000 Passengers Runs from Fourteenth Street to Coney Island |language=en-US |work=The New York Times |url=https://www.nytimes.com/1917/09/05/archives/open-first-section-of-broadway-line-train-carrying-1000-passengers.html |url-status=live |access-date=December 27, 2020 |archive-url=https://web.archive.org/web/20180612191916/https://www.nytimes.com/1917/09/05/archives/open-first-section-of-broadway-line-train-carrying-1000-passengers.html |archive-date=June 12, 2018 |issn=0362-4331}}{{Cite news |date=September 4, 1917 |title=Broadway Subway Opens |pages=1 |work=The Brooklyn Citizen |url=https://www.newspapers.com/article/the-brooklyn-citizen-broadway-subway-ope/124884344/ |access-date=May 18, 2023 |archive-date=May 18, 2023 |archive-url=https://web.archive.org/web/20230518021211/https://www.newspapers.com/article/the-brooklyn-citizen-broadway-subway-ope/124884344/ |url-status=live }}

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.{{Rp|212}} A list of stations on the Broadway–Lexington Avenue line were announced in 1909; the plans tentatively called for an express station at Canal Street in Lower Manhattan.{{Cite news |date=July 21, 1909 |title=Stations for New Subway; Tentative Plans Announced – Few Express Stops, Permitting High Speed. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1909/07/21/archives/stations-for-new-subway-tentative-plans-announced-few-express-stops.html |access-date=May 16, 2023 |issn=0362-4331 |archive-date=May 16, 2023 |archive-url=https://web.archive.org/web/20230516152610/https://www.nytimes.com/1909/07/21/archives/stations-for-new-subway-tentative-plans-announced-few-express-stops.html |url-status=live }}{{cite news |date=July 21, 1909 |title=Stations on New Line: Tentative List on Broadway-lexington Avenue Subway Announced |page=12 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|572268569}}}} Two segments of the Broadway Line around Canal Street were placed under contract early in 1912.{{Rp|225}} The contract for Section 2, between Murray Street and Canal Street, was awarded to the Degnon Contracting Company that January.{{Cite web |date=January 24, 1912 |title=Subway Contract Awarded |url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-subway-contract/124740726/ |access-date=May 15, 2023 |work=The Brooklyn Daily Eagle |page=1 |via=Newspapers.com |archive-date=May 15, 2023 |archive-url=https://web.archive.org/web/20230515163750/https://www.newspapers.com/article/the-brooklyn-daily-eagle-subway-contract/124740726/ |url-status=live }} Two months later, the contract for Section 2A, which stretched between Canal and Howard Streets and included the Canal Street station, was awarded to the O'Rourke Engineering Construction Company.{{Cite web |date=March 23, 1912 |title=Willcox Defends Wagner Subways Bill |url=https://www.newspapers.com/article/the-sun-willcox-defends-wagner-subways-b/124769699/ |access-date=May 15, 2023 |website=The Sun |page=5 |via=Newspapers.com |archive-date=May 15, 2023 |archive-url=https://web.archive.org/web/20230515231500/https://www.newspapers.com/article/the-sun-willcox-defends-wagner-subways-b/124769699/ |url-status=live }}{{Cite news |date=March 23, 1912 |title=Worried by Fight Over Subway Bill; City Officials Fear Defeat of Amendments May Destroy Plans for Traction Relief. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1912/03/23/archives/worried-by-fight-over-subway-bill-city-officials-fear-defeat-of.html |access-date=May 15, 2023 |issn=0362-4331 |archive-date=May 15, 2023 |archive-url=https://web.archive.org/web/20230515231457/https://www.nytimes.com/1912/03/23/archives/worried-by-fight-over-subway-bill-city-officials-fear-defeat-of.html |url-status=live }} Section 2A was twelve percent completed by early 1913.{{Cite news|date=March 21, 1913|title=Approve Mortgages for New Subways; $300,000,000 for Interborough, $100,000,000 for the Other, Maltbie Alone Dissenting.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1913/03/21/archives/approve-mortgages-for-new-subways-300000000-for-interborough.html|access-date=May 17, 2023|issn=0362-4331|archive-date=May 17, 2023|archive-url=https://web.archive.org/web/20230517023345/https://www.nytimes.com/1913/03/21/archives/approve-mortgages-for-new-subways-300000000-for-interborough.html|url-status=live}}{{Cite web |date=April 20, 1913 |title=Brooklyn Will Gain Most By Subway Construction |url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-brooklyn-will-g/124832005/ |access-date=May 17, 2023 |website=The Brooklyn Daily Eagle |page=40 |via=Newspapers.com |archive-date=May 17, 2023 |archive-url=https://web.archive.org/web/20230517013358/https://www.newspapers.com/article/the-brooklyn-daily-eagle-brooklyn-will-g/124832005/ |url-status=live }} Work on section 2 was further advanced, being 60 percent done by June of that year.{{Cite news |date=June 30, 1913 |title=New Subway Work Going Ahead Fast; Lexington Avenue Furthest Advanced – City Has $81,000,000 of Contracts Under Way. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1913/06/30/archives/new-subway-work-going-ahead-fast-lexington-avenue-furthest-advanced.html |access-date=May 17, 2023 |issn=0362-4331 |archive-date=May 17, 2023 |archive-url=https://web.archive.org/web/20230517020413/https://www.nytimes.com/1913/06/30/archives/new-subway-work-going-ahead-fast-lexington-avenue-furthest-advanced.html |url-status=live }}

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 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; the center tracks of the mainline station were abandoned, as they would feed into the unused lower-level platforms at City Hall.{{Rp|225}}

The Broadway Line south of 14th Street was substantially complete by February 1916.{{Cite news |date=February 22, 1916 |title=Manhattan to Coney by Tube Next Year |pages=4 |work=The Brooklyn Daily Eagle |url=https://www.newspapers.com/clip/123826832/manhattan-to-coney-by-tube-next-year/ |url-status=live |access-date=April 30, 2023 |archive-url=https://web.archive.org/web/20230503125803/https://www.newspapers.com/clip/123826832/manhattan-to-coney-by-tube-next-year/ |archive-date=May 3, 2023}}{{Cite news |date=February 23, 1916 |title=New Subway Trains to Run Within Year; The Times Square Section Will Be Completed, It Is Believed, by July, 1917 |language=en-US |work=The New York Times |url=https://www.nytimes.com/1916/02/23/archives/new-subway-trains-to-run-within-year-the-times-square-section-will.html |url-status=live |access-date=April 30, 2023 |archive-url=https://web.archive.org/web/20230503125804/https://www.nytimes.com/1916/02/23/archives/new-subway-trains-to-run-within-year-the-times-square-section-will.html |archive-date=May 3, 2023 |issn=0362-4331}} 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 a $346,000 low bid for the finishes{{Cite news |date=March 12, 1916 |title=Urge New Station for Shoppers' Use |pages=20 |work=The Standard Union |url=https://www.newspapers.com/clip/123827211/urge-new-station-for-shoppers-use/ |url-status=live |access-date=April 30, 2023 |archive-url=https://web.archive.org/web/20230503125804/https://www.newspapers.com/clip/123827211/urge-new-station-for-shoppers-use/ |archive-date=May 3, 2023}} 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.{{Cite news|date=January 6, 1918|title=Open New Subway To Times Square; Brooklyn Directly Connected with Wholesale and Shopping Districts of New York. Nickel Zone Is Extended. First Train in Broadway Tube Makes Run from Rector Street in 17 Minutes. Cost About $20,000,000 Rapid Transit from Downtown to Hotel and Theatre Sections Expected to Affect Surface Lines. Increases Five-Cent Zone. First Trip to Times Square. Benefits to Brooklyn.|work=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1918/01/06/102652686.pdf|access-date=November 5, 2016|issn=0362-4331|archive-date=August 31, 2021|archive-url=https://web.archive.org/web/20210831204326/https://timesmachine.nytimes.com/timesmachine/1918/01/06/102652686.pdf|url-status=live}}{{cite news |date=January 6, 1918 |title=New Broadway Subway Opened From 42d to Rector Street: First Train Carries B. R. T. and City Officials, With Representatives of Civic Organizations—Line Then Turned Over to Public |page=17 |work=New-York Tribune |id={{ProQuest|575840136}}}}

File:NYC_Canal_St_station.jpg

The Manhattan Bridge line station had begun to leak noticeably by April 1918,{{Cite news |date=April 13, 1918 |title=To Stop Subway Leaks.; Service Board Takes Up Matter of Deluge at Canal Street Station. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1918/04/13/archives/to-stop-subway-leaks-service-board-takes-up-matter-of-deluge-at.html |access-date=May 16, 2023 |issn=0362-4331 |archive-date=May 16, 2023 |archive-url=https://web.archive.org/web/20230516153725/https://www.nytimes.com/1918/04/13/archives/to-stop-subway-leaks-service-board-takes-up-matter-of-deluge-at.html |url-status=live }}{{Cite news |date=April 14, 1918 |title=Leaks in Subway Puzzle to P.S.C. |pages=23 |work=The Brooklyn Citizen |url=https://www.newspapers.com/article/the-brooklyn-citizen-leaks-in-subway-puz/124932590/ |access-date=May 18, 2023 |archive-date=May 18, 2023 |archive-url=https://web.archive.org/web/20230518224800/https://www.newspapers.com/article/the-brooklyn-citizen-leaks-in-subway-puz/124932590/ |url-status=live }} in large part because of 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.{{Cite news |date=April 27, 1919 |title=Subway Leaks Remedied; Cracks in Waterproofing Caused Canal Street Station Floods. |language=en-US |page=[https://www.newspapers.com/article/the-new-york-times/98305321/ 25] |work=The New York Times |url=https://www.nytimes.com/1919/04/27/archives/subway-leaks-remedied-cracks-in-waterproofing-caused-canal-street.html |access-date=May 16, 2023 |issn=0362-4331 |archive-date=May 16, 2023 |archive-url=https://web.archive.org/web/20230516181719/https://www.nytimes.com/1919/04/27/archives/subway-leaks-remedied-cracks-in-waterproofing-caused-canal-street.html |url-status=live }} The leaks became so severe that up to {{Convert|150|gal|sp=us}} per minute leaked into the station.{{Cite news |date=May 5, 1919 |title=Leak at Subway Station |pages=7 |work=Poughkeepsie Eagle-News |url=https://www.newspapers.com/article/poughkeepsie-eagle-news-leak-at-subway-s/124885287/ |access-date=May 18, 2023 |via=Newspapers.com |archive-date=May 18, 2023 |archive-url=https://web.archive.org/web/20230518020801/https://www.newspapers.com/article/poughkeepsie-eagle-news-leak-at-subway-s/124885287/ |url-status=live }} In late 1918, the Underpinning and Foundation Company was hired to grout the station for $20,000 to stop the leaks.{{Cite web |date=October 25, 1918 |title=Tube Leak Halts Full Service |url=https://www.newspapers.com/article/times-union/99774843/ |access-date=May 16, 2023 |work=Brooklyn Times Union |page=2 |via=Newspapers.com |archive-date=May 16, 2023 |archive-url=https://web.archive.org/web/20230516193142/https://www.newspapers.com/article/times-union/99774843/ |url-status=live }} 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.{{Cite web |date=October 26, 1918 |title=A Subway Through a Swamp |url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-a-subway-throug/124807460/ |access-date=May 16, 2023 |website=The Brooklyn Daily Eagle |page=6 |via=Newspapers.com |archive-date=May 16, 2023 |archive-url=https://web.archive.org/web/20230516230602/https://www.newspapers.com/article/the-brooklyn-daily-eagle-a-subway-throug/124807460/ |url-status=live }} The work was completed by April 1919, after which the leaks almost completely stopped.{{Cite news |date=May 10, 1919 |title=Broadway Board of Trade Seeking Many Improvements |pages=23 |work=The Chat |url=https://www.newspapers.com/article/the-chat-broadway-board-of-trade-seeking/124943758/ |access-date=May 19, 2023 |archive-date=May 19, 2023 |archive-url=https://web.archive.org/web/20230519025321/https://www.newspapers.com/article/the-chat-broadway-board-of-trade-seeking/124943758/ |url-status=live }} As a side effect of the grouting work, the settlement of the IRT station was corrected.

In 1922, 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.{{Cite news |date=June 10, 1922 |title=Color Signs Adopted as Guides in Subways; Blue and White for I.R.T. and White and Green for B.R. T. Stations. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1922/06/10/archives/color-signs-adopted-as-guides-in-subways-blue-and-white-for-irt-and.html |access-date=May 13, 2023 |issn=0362-4331 |archive-date=August 14, 2023 |archive-url=https://web.archive.org/web/20230814161844/https://www.nytimes.com/1922/06/10/archives/color-signs-adopted-as-guides-in-subways-blue-and-white-for-irt-and.html |url-status=live }}{{cite news |date=June 10, 1922 |title=B. R. T. to End Jam on Sundays On Coney Lines: Receiver Garrison, After a Conference With Harkness, Agrees to Provide Relief Without an Order City Bus Lines Attacked Estimate Board Again Refuses to Aid Commission on Staten Island Tunnels |page=5 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|576624795}}}} That December, the commission approved a $3 million project to lengthen platforms at 14 local stations along 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 {{convert|225|to|436|ft}}.{{Cite news |date=December 17, 1922 |title=33d Street to Be I.R.T. Express Stop; Reconstruction One of Many Station Improvements Ordered by Commission. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1922/12/17/archives/33d-street-to-be-irt-express-stop-reconstruction-one-of-many.html |url-status=live |access-date=June 21, 2022 |archive-url=https://web.archive.org/web/20220621003434/https://www.nytimes.com/1922/12/17/archives/33d-street-to-be-irt-express-stop-reconstruction-one-of-many.html |archive-date=June 21, 2022 |issn=0362-4331}}{{cite news |date=December 18, 1922 |title=$4,000,000 in Construction on I. R. T. Ordered: 33d St. on East Side Subway Will Be Express Stop; Local Stations to Have 10-Car Train Capacity Aim to Speed Service Improvements Will Relieve Congestion Along Both Routes. Board Believes |page=22 |work=New-York Tribune |id={{ProQuest|573974563}}}} The commission postponed the platform-lengthening project in September 1923, at which point the cost had risen to $5.6 million.{{Cite news |date=September 7, 1923 |title=Express Stop Plan Opposed by I.R.T.; Officials Say Money Is Not Available for Change at 33d Street Station. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1923/09/07/archives/express-stop-plan-opposed-by-irt-officials-say-money-is-not.html |url-status=live |access-date=June 21, 2022 |archive-url=https://web.archive.org/web/20220621154840/https://www.nytimes.com/1923/09/07/archives/express-stop-plan-opposed-by-irt-officials-say-money-is-not.html |archive-date=June 21, 2022 |issn=0362-4331}}{{cite news |date=September 7, 1923 |title=I. R. T. Wins Delay At Subway Platform Extension Hearing: Transit Commission Head Tells Meeting Widening West Side Stations Would Increase Capacity 25 P. C |page=6 |work=New-York Tribune |id={{ProQuest|1237290874}}}} The mainline Broadway Line station's platforms originally could only fit six {{convert|67|ft|m|adj=mid|-long}} cars. In 1926, 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.{{Cite news|date=July 8, 1926|title=Bids for B.M.T. Stations; Platforms South of Fourteenth Street to Be Lengthened.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1926/07/08/archives/bids-for-bmt-stations-platforms-south-of-fourteenth-street-to-be.html|access-date=April 28, 2023|issn=0362-4331|archive-date=April 28, 2023|archive-url=https://web.archive.org/web/20230428135805/https://www.nytimes.com/1926/07/08/archives/bids-for-bmt-stations-platforms-south-of-fourteenth-street-to-be.html|url-status=live}} The BMT platform-lengthening project was completed in 1927, bringing the length of the platforms to {{Convert|535|feet|meters|abbr=}}.{{Cite news |date=August 2, 1927 |title=B.M.T. to Operate Eight-car Trains; Platforms in Forty Stations Are Lengthened, Increasing Capacity 33 1–3%. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1927/08/02/archives/bmt-to-operate-eightcar-trains-platforms-in-forty-stations-are.html |access-date=May 12, 2023 |issn=0362-4331 |archive-date=May 12, 2023 |archive-url=https://web.archive.org/web/20230512200633/https://www.nytimes.com/1927/08/02/archives/bmt-to-operate-eightcar-trains-platforms-in-forty-stations-are.html |url-status=live }}{{cite news |date=August 2, 1927 |title=B. M, T. Station Lengthening Is Nearly Finished: 76 Platforms Are Extended 3,186 Feet to Make Room for 126.000 Additional Passengers in Rush Hours City Carried Out Work I.R.T. Changes Planned, but That Company Refuses to Pay Its Share of Costs |page=32 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|1113704092}}}} The commission ordered the BMT to install additional signs at the Canal Street BMT stations in mid-1930.{{cite news |date=May 1, 1930 |title=I. R. T. Ordered to Buy 289 Cars For Subway Rush-Hour Service |page=1 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1113173064}}}}

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.{{Cite news |date=December 5, 1927 |title=Ready With Plans on I.R.T. Platforms; Transportation Board to Lay All Details on Lengthening Before Commission Friday |language=en-US |work=The New York Times |url=https://www.nytimes.com/1927/12/05/archives/ready-with-plans-on-irt-platforms-transportation-board-to-lay-all.html |access-date=May 20, 2023 |issn=0362-4331 |archive-date=September 18, 2023 |archive-url=https://web.archive.org/web/20230918173903/https://www.nytimes.com/1927/12/05/archives/ready-with-plans-on-irt-platforms-transportation-board-to-lay-all.html |url-status=live }}{{cite news |date=December 6, 1927 |title=I. R. T. Platform Extension Plan Is Completed: City Board of Transportation to Submit Contract Forms to Transit Commission; Lengthen All Local Trains May Abandon 2 Stations Worth and 18th Sts. Show Falling Patronage; B.M.T. Has Finished Similar Work |page=17 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1132104986}}}} At the end of the month, the Transit Commission requested that the IRT create plans to lengthen the platforms at Canal Street and three other Lexington Avenue Line stations to {{convert|480|ft}}.{{Cite news |date=January 1, 1928 |title=Order I.R.T. To Build Ten-car Platforms; Transit Commissioners Direct Company to Begin Work at Four Local Stations |language=en-US |work=The New York Times |url=https://www.nytimes.com/1928/01/01/archives/order-irt-to-build-tencar-platforms-transit-commissioners-direct.html |access-date=May 20, 2023 |issn=0362-4331 |archive-date=September 18, 2023 |archive-url=https://web.archive.org/web/20230918173905/https://www.nytimes.com/1928/01/01/archives/order-irt-to-build-tencar-platforms-transit-commissioners-direct.html |url-status=live }} 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.{{Cite news|date=July 11, 1929|title=Hedley and Menden Defend 'Keying by'; Tell Board That Enforcement of Its Order Would Cause Serious Rush-Hour Delay|language=en-US|work=The New York Times|url=https://www.nytimes.com/1929/07/11/archives/hedley-and-menden-defend-kaying-by-tell-board-that-enforcement-of.html|access-date=May 26, 2023|issn=0362-4331|archive-date=September 18, 2023|archive-url=https://web.archive.org/web/20230918173909/https://www.nytimes.com/1929/07/11/archives/hedley-and-menden-defend-kaying-by-tell-board-that-enforcement-of.html|url-status=live}} The commission approved the plans in mid-1929; the Canal Street station's platforms were to be extended {{Convert|256|ft}} to the south.{{Cite news |date=July 7, 1929 |title=Moves to Compel I.R.T. Improvements; Transit Board Gives Order to Road to Lengthen Two Station Platforms |language=en-US |work=The New York Times |url=https://www.nytimes.com/1929/07/07/archives/moves-to-compel-irt-improvements-transit-board-gives-order-to-road.html |access-date=May 20, 2023 |issn=0362-4331 |archive-date=September 18, 2023 |archive-url=https://web.archive.org/web/20230918173914/https://www.nytimes.com/1929/07/07/archives/moves-to-compel-irt-improvements-transit-board-gives-order-to-road.html |url-status=live }} 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.{{Cite news |date=September 21, 1929 |title=Plans to Order I.R.T. To Get 239 New Cars; Transit Board to Demand That Equipment Be Ready in 15 Months |language=en-US |work=The New York Times |url=https://www.nytimes.com/1929/09/21/archives/plans-to-order-irt-to-get-239-new-cars-transit-board-to-demand-that.html |access-date=May 20, 2023 |issn=0362-4331 |archive-date=March 31, 2018 |archive-url=https://web.archive.org/web/20180331153505/https://www.nytimes.com/1929/09/21/archives/plans-to-order-irt-to-get-239-new-cars-transit-board-to-demand-that.html |url-status=live }} 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.{{Cite news |date=September 5, 1930 |title=Asks Writ to Make I.R.T. Buy New Cars; Transit Board Also Aims to Force Company to Abide by Its Platform-Extension Ruling |language=en-US |work=The New York Times |url=https://www.nytimes.com/1930/09/05/archives/asks-writ-to-make-irt-buy-new-cars-transit-board-also-aims-to-force.html |access-date=May 20, 2023 |issn=0362-4331 |archive-date=September 18, 2023 |archive-url=https://web.archive.org/web/20230918174423/https://www.nytimes.com/1930/09/05/archives/asks-writ-to-make-irt-buy-new-cars-transit-board-also-aims-to-force.html |url-status=live }}

After the BRT stations at Canal Street opened, the complex became a major transfer hub for the BRT lines, but the different platforms were only connected via a narrow passageway.{{Cite news |date=August 17, 1928 |title=14th St. Tube Eases Jams; Transit Board Reports Drop in Transfers Issued at Canal Street. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1928/08/17/archives/14th-st-tube-eases-jams-transit-board-reports-drop-in-transfers.html |access-date=April 28, 2023 |issn=0362-4331 |archive-date=April 28, 2023 |archive-url=https://web.archive.org/web/20230428134618/https://www.nytimes.com/1928/08/17/archives/14th-st-tube-eases-jams-transit-board-reports-drop-in-transfers.html |url-status=live }} 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;{{Cite news |date=August 17, 1918 |title=New York City Traffic Has Phenomenal Growth |pages=2 |work=The Wall Street Journal |url=https://www.newspapers.com/article/the-wall-street-journal/124249293/ |access-date=May 18, 2023 |archive-date=May 18, 2023 |archive-url=https://web.archive.org/web/20230518011844/https://www.newspapers.com/article/the-wall-street-journal/124249293/ |url-status=live }}{{cite magazine |date=August 30, 1918 |title=Brooklyn Rapid Transit |magazine=Railway Age |volume=65 |issue=9 |page=371 |id={{ProQuest|883986031}}}} the convoluted layout of staircases and passageways;{{Cite news |date=August 19, 1918 |title=Congestion on B.R.T. Subway Rivals H Lines |pages=12 |work=New-York Tribune |url=https://www.newspapers.com/article/new-york-tribune-congestion-on-brt-su/124932164/ |access-date=May 18, 2023 |archive-date=September 18, 2023 |archive-url=https://web.archive.org/web/20230918174427/https://www.newspapers.com/article/new-york-tribune-congestion-on-brt-su/124932164/ |url-status=live }} and the lack of directional signs.{{Cite news |date=January 23, 1918 |title=Canal St. Subway, Nerve Spot, Chaos |pages=4 |work=The Brooklyn Daily Eagle |url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-canal-st-subwa/124942944/ |access-date=May 19, 2023 |archive-date=May 19, 2023 |archive-url=https://web.archive.org/web/20230519025027/https://www.newspapers.com/article/the-brooklyn-daily-eagle-canal-st-subwa/124942944/ |url-status=live }} By 1918, local civic groups were advocating for 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;{{Cite news |date=February 23, 1918 |title=Williams' Letter Angers Broadway Merchants' Club |pages=1 |work=The Chat |url=https://www.newspapers.com/article/the-chat-williams-letter-angers-broadwa/124885498/ |access-date=May 18, 2023 |archive-date=September 18, 2023 |archive-url=https://web.archive.org/web/20230918174425/https://www.newspapers.com/article/the-chat-williams-letter-angers-broadwa/124885498/ |url-status=live }} the Public Service Commission was obligated to open that line as part of the Dual Contracts.{{Cite news |date=December 10, 1918 |title=Commission Sued on B.R.T. Contract |pages=3 |work=The Standard Union |url=https://www.newspapers.com/article/the-standard-union-commission-sued-on-b/124943691/ |access-date=May 19, 2023 |archive-date=May 19, 2023 |archive-url=https://web.archive.org/web/20230519023806/https://www.newspapers.com/article/the-standard-union-commission-sued-on-b/124943691/ |url-status=live }}{{Cite news |date=December 5, 1918 |title=$26,500,000 for New Subway Construction |pages=1, [https://www.newspapers.com/article/the-standard-union/124249056/ 8] |work=The Standard Union |url=https://www.newspapers.com/article/the-standard-union-26500000-for-new-s/124932281/ |access-date=May 18, 2023 |archive-date=May 18, 2023 |archive-url=https://web.archive.org/web/20230518230300/https://www.newspapers.com/article/the-standard-union-26500000-for-new-s/124932281/ |url-status=live }} The Broadway Board of Trade called the station "a menace to life and limb".{{Cite news |date=February 9, 1918 |title=N. H. Levi Commends Mayor in Broadway Board Report |pages=1, [https://www.newspapers.com/article/the-chat-broadway-board-report/124931974/ 4] |work=The Chat |url=https://www.newspapers.com/article/the-chat-n-h-levi-commends-mayor-in-br/124931947/ |access-date=May 18, 2023 |archive-date=May 18, 2023 |archive-url=https://web.archive.org/web/20230518223758/https://www.newspapers.com/article/the-chat-n-h-levi-commends-mayor-in-br/124931947/ |url-status=live }} 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 the Canal Street station.{{Cite news |date=February 2, 1918 |title=Magistrate Dodd on Work of Courts |pages=10 |work=The Standard Union |url=https://www.newspapers.com/article/the-standard-union-magistrate-dodd-on-wo/124942797/ |access-date=May 19, 2023 |archive-date=May 19, 2023 |archive-url=https://web.archive.org/web/20230519024615/https://www.newspapers.com/article/the-standard-union-magistrate-dodd-on-wo/124942797/ |url-status=live }} The BRT also employed staff members on the platforms at all times to direct traffic.{{Cite news |date=February 17, 1918 |title=B.R.T. Gives Promise of Better Service; More Platform Men to be Put On at Stations Where Crowding Creates Danger |language=en-US |work=The New York Times |url=https://www.nytimes.com/1918/02/17/archives/brt-gives-promise-of-better-service-more-platform-men-to-be-put-on.html |access-date=May 18, 2023 |issn=0362-4331 |archive-date=May 18, 2023 |archive-url=https://web.archive.org/web/20230518223758/https://www.nytimes.com/1918/02/17/archives/brt-gives-promise-of-better-service-more-platform-men-to-be-put-on.html |url-status=live }}

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.{{Cite news |date=June 5, 1920 |title=New B.R.T. Transfer Rule; Must Use Street In Changing at Canal During Rush Hours. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1920/06/05/archives/new-brt-transfer-rule-must-use-street-in-changing-at-canal-during.html |access-date=April 28, 2023 |issn=0362-4331 |archive-date=April 28, 2023 |archive-url=https://web.archive.org/web/20230428142834/https://www.nytimes.com/1920/06/05/archives/new-brt-transfer-rule-must-use-street-in-changing-at-canal-during.html |url-status=live }}{{Cite news |date=June 4, 1920 |title=B.R.T. Announces New Traffic Rules for Canal St. Station |pages=14 |work=Times Union |url=https://www.newspapers.com/clip/123676974/brt-announces-new-traffic-rules-for/ |access-date=April 28, 2023 |archive-date=April 28, 2023 |archive-url=https://web.archive.org/web/20230428142838/https://www.newspapers.com/clip/123676974/brt-announces-new-traffic-rules-for/ |url-status=live }} To further alleviate crowding, 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.{{Cite news |date=June 14, 1922 |title=Relief for Canal Street; Transit Board Orders Plans to Ease Subway Congestion There. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1922/06/14/archives/relief-for-canal-street-transit-board-orders-plans-to-ease-subway.html |access-date=May 21, 2023 |issn=0362-4331 |archive-date=September 18, 2023 |archive-url=https://web.archive.org/web/20230918174424/https://www.nytimes.com/1922/06/14/archives/relief-for-canal-street-transit-board-orders-plans-to-ease-subway.html |url-status=live }} 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.{{cite news |date=July 29, 1923 |title=Want Station Between City Hall and Canal St |page=C1 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|1114728212}}}} 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.{{cite news |date=August 7, 1924 |title=B.-M.T. Puts Wreck Peril Up to Hylan: Blame for Any Disaster at Canal Street Will Be Mayor's, Says Dahl, in Attack on Transit Delay Also Culpable in Wreck at Brighton Wooden Cars Ascribed to City's Tactics; Motorman of Train Is Held |page=1 |work=The New York Herald, New York Tribune |issn=1941-0646 |id={{ProQuest|1113021692}}}}{{Cite news |date=August 7, 1924 |title=Dahl and Mayor Blame Each Other in Wreck Reports; B.M.T. Head Lays Continued Use of Wooden Cars to City's Transit Policies. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1924/08/07/archives/dahl-and-mayor-blame-each-other-in-wreck-reports-bmt-head-lays.html |access-date=May 21, 2023 |issn=0362-4331 |archive-date=September 18, 2023 |archive-url=https://web.archive.org/web/20230918174423/https://www.nytimes.com/1924/08/07/archives/dahl-and-mayor-blame-each-other-in-wreck-reports-bmt-head-lays.html |url-status=live }} The next year, the BMT agreed to complete the Canarsie Line to reduce overcrowding at Canal Street.{{Cite news |date=February 26, 1925 |title=Agree on Subway for 14th St. Line; Executing of Compact by Transit Board and B.M.T. Is Arranged |language=en-US |work=The New York Times |url=https://www.nytimes.com/1925/02/26/archives/agree-on-subway-for-14th-st-line-executing-of-compact-by-transit.html |access-date=May 21, 2023 |issn=0362-4331 |archive-date=September 18, 2023 |archive-url=https://web.archive.org/web/20230918174423/https://www.nytimes.com/1925/02/26/archives/agree-on-subway-for-14th-st-line-executing-of-compact-by-transit.html |url-status=live }} Canarsie Line trains finally began running directly to Brooklyn in 1928,{{Cite news |date=July 14, 1928 |title=Communities in Gala Attire Awaiting 'First Train' in New Subway |pages=37 |work=The Chat |url=https://www.newspapers.com/clip/123675360/communities-in-gala-attire-awaiting/ |access-date=April 28, 2023 |archive-date=April 28, 2023 |archive-url=https://web.archive.org/web/20230428134617/https://www.newspapers.com/clip/123675360/communities-in-gala-attire-awaiting/ |url-status=live }} by which the BMT was issuing 38,000 transfers per day at Canal Street during rush hours.{{Cite news |date=July 21, 1928 |title=Relief From New Tube Fails to Materialize in Bushwick Section |pages=1, [https://www.newspapers.com/clip/123676821/subway/ 8] |work=The Chat |url=https://www.newspapers.com/clip/123676795/relief-from-new-tube-fails-to/ |access-date=April 28, 2023 |archive-date=April 28, 2023 |archive-url=https://web.archive.org/web/20230428142834/https://www.newspapers.com/clip/123676795/relief-from-new-tube-fails-to/ |url-status=live }} 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 the BMT's operations on June 1, 1940,{{Cite news|date=June 2, 1940|title=B.M.T. Lines Pass to City Ownership; $175,000,000 Deal Completed at City Hall Ceremony-- Mayor 'Motorman No. 1'|language=en-US|work=The New York Times|url=https://www.nytimes.com/1940/06/02/archives/bmt-lines-pass-to-city-ownership-175000000-deal-completed-at-city.html|access-date=May 14, 2022|issn=0362-4331|archive-url=https://web.archive.org/web/20210719094900/https://www.nytimes.com/1940/06/02/archives/bmt-lines-pass-to-city-ownership-175000000-deal-completed-at-city.html|archive-date=July 19, 2021|url-status=live}}{{cite news |date=June 2, 1940 |title=City Takes Over B. M. T. System; Mayor Skippers Midnight Train |page=1 |work=New York Herald Tribune |id={{ProQuest|1243059209}}}} and the IRT's operations on June 12, 1940.{{Cite news |date=June 13, 1940 |title=City Transit Unity Is Now a Reality; Title to I.R.T. Lines Passes to Municipality, Ending 19-Year Campaign |language=en-US |work=The New York Times |url=https://www.nytimes.com/1940/06/13/archives/city-transit-unity-is-now-a-reality-title-to-irt-lines-passes-to.html |access-date=May 14, 2022 |issn=0362-4331 |archive-date=January 7, 2022 |archive-url=https://web.archive.org/web/20220107193115/https://www.nytimes.com/1940/06/13/archives/city-transit-unity-is-now-a-reality-title-to-irt-lines-passes-to.html |url-status=live }}{{cite news |date=June 13, 1940 |title=Transit Unification Completed As City Takes Over I. R. T. Lines: Systems Come Under Single Control After Efforts Begun in 1921; Mayor Is Jubilant at City Hall Ceremony Recalling 1904 Celebration |page=25 |work=New York Herald Tribune |id={{ProQuest|1248134780}}}} 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.{{Cite news |last=Crowell |first=Paul |date=September 15, 1949 |title=Platforms Added at 32 IrRT Stations; City Pays Out $13,327,000 in Lengthening Local Stops to Take 10-Car Trains |language=en-US |work=The New York Times |url=https://www.nytimes.com/1949/09/15/archives/platforms-added-at-32-irt-stations-city-pays-out-13327000-in.html |access-date=May 21, 2023 |issn=0362-4331 |archive-date=September 14, 2021 |archive-url=https://web.archive.org/web/20210914024353/https://www.nytimes.com/1949/09/15/archives/platforms-added-at-32-irt-stations-city-pays-out-13327000-in.html |url-status=live }}{{Cite book |url=https://books.google.com/books?id=UrocAQAAMAAJ&q=worth+street |title=Proceedings of the New York City Board of Transportation |date=1949 |publisher=New York City Board of Transportation |pages=1585 |language=en |access-date=May 21, 2023 |archive-date=May 21, 2023 |archive-url=https://web.archive.org/web/20230521174119/https://books.google.com/books?id=UrocAQAAMAAJ&q=worth+street |url-status=live }} The work was finished the next year. In late 1959, contracts were awarded to extend the platforms at {{stn|Bowling Green}}, {{stn|Wall Street||IRT Lexington Avenue Line}}, {{stn|Fulton Street||IRT Lexington Avenue Line}}, Canal Street, {{stn|Spring Street||IRT Lexington Avenue Line}}, {{stn|Bleecker Street||IRT Lexington Avenue Line}}, {{Station|Astor Place}}, {{stn|Grand Central–42nd Street||IRT Lexington Avenue Line}}, {{stn|86th Street||IRT Lexington Avenue Line}}, and {{stn|125th Street||IRT Lexington Avenue Line}} on the IRT Lexington Avenue Line to {{Convert|525|feet|meters}}.{{Cite book|url=https://s3.amazonaws.com/nycsubway.org/images/pdf/nyct_annual_report_1959.pdf|title=Annual Report For The Year Ending June 30, 1959|publisher=New York City Transit Authority|year=1959|pages=9|access-date=December 28, 2020|archive-date=May 11, 2021|archive-url=https://web.archive.org/web/20210511153724/https://s3.amazonaws.com/nycsubway.org/images/pdf/nyct_annual_report_1959.pdf|url-status=live}} The next April, work began on a $3,509,000 project (equivalent to ${{inflation|fmt=c|index=US|value=3.509|start_year=1960|r=1}} million in {{inflation/year|index=US}}) 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 {{Convert|225|to|525|feet|meters|abbr=}}; the platform extensions at these stations opened on February 19, 1962.{{Cite news|last=|first=|date=February 18, 1962|title=4 IRT Stops To Open Longer Platforms|language=en-US|work=The New York Times|url=https://www.nytimes.com/1962/02/18/archives/4-irt-stops-to-open-longer-platforms.html|access-date=January 4, 2021|issn=0362-4331|archive-date=January 8, 2021|archive-url=https://web.archive.org/web/20210108213132/https://www.nytimes.com/1962/02/18/archives/4-irt-stops-to-open-longer-platforms.html|url-status=live}}

In the late 1960s, New York City Transit extended both sets of Broadway Line platforms to accommodate ten-car trains.{{Cite journal |last=Rogoff |first=Dave |date=February 1969 |title=BMT Broadway Subway Platform Extensions |url=https://erausa.org/pdf/bulletin/1969/1969-01-bulletin.pdf |url-status=dead |journal=New York Division Bulletin |publisher=Electric Railroaders' Association |volume=12 |issue=1 |pages=3–4 |archive-url=https://web.archive.org/web/20200915034916/https://erausa.org/pdf/bulletin/1969/1969-01-bulletin.pdf |archive-date=September 15, 2020 |access-date=December 27, 2020}} The NYCTA also covered the elaborate mosaic tile walls with {{convert|8|by|16|in|adj=on|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.{{Cite news |last=Burks |first=Edward C. |date=February 21, 1970 |title=Subways' Colored Tile Gets Cover-Up Job |language=en-US |work=The New York Times |url=https://www.nytimes.com/1970/02/21/archives/subways-colored-tile-gets-cover-up-job.html |access-date=April 7, 2020 |issn=0362-4331 |archive-date=November 6, 2020 |archive-url=https://web.archive.org/web/20201106222122/https://www.nytimes.com/1970/02/21/archives/subways-colored-tile-gets-cover-up-job.html |url-status=live }}

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.{{cite news |date=December 27, 1978 |title=The City: 15 Subway Booths Reopened by M.T.A. |page=B3 |work=The New York Times |issn=0362-4331 |id={{ProQuest|123546490}}}} On January 16, 1978, the transfer between the Lexington Avenue Line and the BMT platforms was placed inside fare control.{{cite news |work=The New York Times |url=https://www.nytimes.com/1978/01/16/archives/city-subways-add-3-transfer-points.html |title=City Subways Add 3 Transfer Points |date=January 16, 1978 |page=B2 |issn=0362-4331 |access-date=July 22, 2018 |archive-date=July 22, 2018 |archive-url=https://web.archive.org/web/20180722185746/https://www.nytimes.com/1978/01/16/archives/city-subways-add-3-transfer-points.html |url-status=live }}{{Cite news|date=January 17, 1978|title=TA Gets Moving on Subway Transfer Points|first=Richard|last=Meserole|pages=357|work=Daily News|url=https://www.newspapers.com/article/daily-news/32244437/|access-date=May 24, 2023|archive-date=May 24, 2023|archive-url=https://web.archive.org/web/20230524191217/https://www.newspapers.com/article/daily-news/32244437/|url-status=live}} 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.{{Cite news|url=https://www.nytimes.com/1977/12/16/archives/double-fare-to-be-eliminated-at-3-subway-transfer-points.html|title=Double Fare to Be Eliminated At 3 Subway Transfer Points|date=December 16, 1977|newspaper=The New York Times|issn=0362-4331|access-date=August 2, 2016|archive-date=April 28, 2023|archive-url=https://web.archive.org/web/20230428142838/https://www.nytimes.com/1977/12/16/archives/double-fare-to-be-eliminated-at-3-subway-transfer-points.html|url-status=live}}{{Cite news |date=December 16, 1977 |title=MTA to Kill Double Fare at 3 Points |pages=56 |work=Daily News |url=https://www.newspapers.com/article/daily-news-mta-to-kill-double-fare-at-3/125182774/ |access-date=May 23, 2023 |archive-date=September 18, 2023 |archive-url=https://web.archive.org/web/20230918092712/https://www.newspapers.com/article/daily-news-mta-to-kill-double-fare-at-3/125182774/ |url-status=live }}

File:Canal St Chinese vc.jpg

With the exception of three months in 1990, train service to the Manhattan Bridge line's platforms 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 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.{{cite news |first=Dennis |last=Hevesi |title=Hazards Halt Manhattan Bridge Subway Line |url=https://www.nytimes.com/1990/12/28/nyregion/hazards-halt-manhattan-bridge-subway-line.html |work=The New York Times |date=December 28, 1990 |access-date=March 18, 2010 |issn=0362-4331 |archive-date=December 20, 2013 |archive-url=https://web.archive.org/web/20131220092536/http://www.nytimes.com/1990/12/28/nyregion/hazards-halt-manhattan-bridge-subway-line.html |url-status=live }}{{cite news |first=Calvin |last=Sims |title=New York Reopened Bridge Subway Line In Spite of Warnings |url=https://www.nytimes.com/1991/01/08/nyregion/new-york-reopened-bridge-subway-line-in-spite-of-warnings.html |work=The New York Times |date=January 8, 1991 |access-date=March 18, 2010 |issn=0362-4331 |archive-date=December 20, 2013 |archive-url=https://web.archive.org/web/20131220093225/http://www.nytimes.com/1991/01/08/nyregion/new-york-reopened-bridge-subway-line-in-spite-of-warnings.html |url-status=live }} During the 1990s, garbage accumulated on the unused spur tracks, and the ceiling and tiles developed water damage.{{cite news |last=Donohue |first=Pete |date=December 6, 2000 |title=New Life for Canal St. Subway |page=3 |work=New York Daily News |issn=2692-1251 |id={{ProQuest|305622463}}}} In 1997, a temporary art exhibit known as the Canal Street Canal by Alexander Brodsky was installed on the northbound track,{{cite web |url=http://www.nycsubway.org/perl/artwork_show?119 |title=Canal Street Canal, Alexander Brodsky (1997) |publisher=nycsubway.org |access-date=May 18, 2010 |archive-date=September 27, 2020 |archive-url=https://web.archive.org/web/20200927042230/https://www.nycsubway.org/perl/artwork_show?119 |url-status=live }} after Brodsky won an MTA Arts for Transit design competition.{{Cite news |last=Kaplan |first=Fred |date=December 9, 1996 |title=Touch of Venice at Canal Street Artwork at station fairly transports NYC subway riders: City Edition |page=A.3 |work=Boston Globe |id={{ProQuest|403802128}}}} It consisted of a large waterproof tub filled with water, with Venetian canal boats floating inside.{{Cite news |last=Weber |first=Bruce |date=September 11, 1996 |title=Artist Transforms Bleak Bridge Walk Into Urban Dream |language=en-US |work=The New York Times |url=https://www.nytimes.com/1996/09/11/nyregion/artist-transforms-bleak-bridge-walk-into-urban-dream.html |access-date=May 16, 2023 |issn=0362-4331 |archive-date=May 16, 2023 |archive-url=https://web.archive.org/web/20230516161033/https://www.nytimes.com/1996/09/11/nyregion/artist-transforms-bleak-bridge-walk-into-urban-dream.html |url-status=live }}

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,{{Cite news |last=Benenson |first=Joel |date=April 1, 1993 |title=Albany deal to save the $1.25 fare |pages=1059 |work=New York Daily News |url=https://www.newspapers.com/clip/123677736/albany-deal-to-save-the-125-farejoel/ |url-status=live |access-date=April 28, 2023 |archive-url=https://web.archive.org/web/20230428152841/https://www.newspapers.com/clip/123677736/albany-deal-to-save-the-125-farejoel/ |archive-date=April 28, 2023}}{{Cite news |last=Faison |first=Seth |date=April 3, 1993 |title=$9.6 Billion Package for M.T.A. Is Crucial to its Rebuilding Plans |language=en-US |work=The New York Times |url=https://www.nytimes.com/1993/04/03/nyregion/article-269693-no-title.html |url-status=live |access-date=April 28, 2023 |archive-url=https://web.archive.org/web/20230428152843/https://www.nytimes.com/1993/04/03/nyregion/article-269693-no-title.html |archive-date=April 28, 2023 |issn=0362-4331}} including the entire Canal Street complex.{{Cite news |date=May 28, 1993 |title=Stop the Fussing |pages=56 |work=Newsday |url=https://www.newspapers.com/clip/123677942/stop-the-fussing/ |url-status=live |access-date=April 28, 2023 |archive-url=https://web.archive.org/web/20230503130326/https://www.newspapers.com/clip/123677942/stop-the-fussing/ |archive-date=May 3, 2023}} 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.{{Cite news |last=Howe |first=Marvine |date=May 29, 1994 |title=Neighborhood Report: Lower Manhattan; Rebuilding the Canal St. Station (Unobtrusively) |language=en-US |work=The New York Times |url=https://www.nytimes.com/1994/05/29/nyregion/neighborhood-report-lower-manhattan-rebuilding-canal-st-station-unobtrusively.html |access-date=May 16, 2023 |issn=0362-4331 |archive-date=May 16, 2023 |archive-url=https://web.archive.org/web/20230516161032/https://www.nytimes.com/1994/05/29/nyregion/neighborhood-report-lower-manhattan-rebuilding-canal-st-station-unobtrusively.html |url-status=live }} 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 the Lexington Avenue Line platforms compliant with the Americans with Disabilities Act of 1990 (ADA).{{cite web |date=January 27, 2023 |title=MTA Accessible Stations |url=https://new.mta.info/accessibility/stations |url-status=live |archive-url=https://web.archive.org/web/20211210123258/https://new.mta.info/accessibility/stations |archive-date=December 10, 2021 |access-date=May 17, 2023 |website=Metropolitan Transportation Authority}}

The project was originally supposed to be complete in December 1997.{{cite news |last=Donohue |first=Pete |date=June 14, 1999 |title=Stuck in the Station / Subway Rehab Years Late, Way Over Budget |page=5 |work=New York Daily News |issn=2692-1251 |id={{ProQuest|313691443}}}} 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.{{Cite news |last=Harney |first=John |date=October 27, 1996 |title=Takin' the MTA Token Tour |work=New York Daily News |url=https://www.newspapers.com/clip/28821744/daily_news/ |access-date=February 24, 2019 |archive-date=September 18, 2023 |archive-url=https://web.archive.org/web/20230918174949/https://www.newspapers.com/article/28821744/daily_news/ |url-status=live }} During the renovation, in October 1995, workers accidentally drilled into the foundation of a neighboring building named Fu Long Plaza, causing that building to tilt.{{Cite news |last=Kennedy |first=Randy |date=October 1, 1995 |title=Earth Shifts, Building Sags, IRT Stops |language=en-US |work=The New York Times |url=https://www.nytimes.com/1995/10/01/nyregion/earth-shifts-building-sags-irt-stops.html |access-date=May 16, 2023 |issn=0362-4331 |archive-date=May 16, 2023 |archive-url=https://web.archive.org/web/20230516161031/https://www.nytimes.com/1995/10/01/nyregion/earth-shifts-building-sags-irt-stops.html |url-status=live }} Water main breaks also delayed the project.{{Cite news |last=Lueck |first=Thomas J. |date=June 15, 1999 |title=Satellite Tracking System Planned for Buses, but Subway Renovations Drag On |language=en-US |work=The New York Times |url=https://www.nytimes.com/1999/06/15/nyregion/satellite-tracking-system-planned-for-buses-but-subway-renovations-drag-on.html |access-date=May 16, 2023 |issn=0362-4331 |archive-date=September 13, 2017 |archive-url=https://web.archive.org/web/20170913074658/http://www.nytimes.com/1999/06/15/nyregion/satellite-tracking-system-planned-for-buses-but-subway-renovations-drag-on.html |url-status=live }} 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.{{cite news |last1=Lemire |first1=Jonathan |last2=Donohue |first2=Pete |date=July 25, 2001 |title=Big Crush at Subway Station With Reroutings |page=3 |work=New York Daily News |issn=2692-1251 |id={{ProQuest|305613525}}}}{{Cite news |last=Dewan |first=Shaila K. |date=July 23, 2001 |title=For Riders, Many Riddles, Written in Q's, D's and W's |language=en-US |work=The New York Times |url=https://www.nytimes.com/2001/07/23/nyregion/for-riders-many-riddles-written-in-q-s-d-s-and-w-s.html |access-date=May 16, 2023 |issn=0362-4331 |archive-date=September 29, 2015 |archive-url=https://web.archive.org/web/20150929223713/http://www.nytimes.com/2001/07/23/nyregion/for-riders-many-riddles-written-in-q-s-d-s-and-w-s.html |url-status=live }}

The complex consists of four originally separate stations joined by underground passageways. Three of 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.{{cite magazine |last=Freeman |first=Milton H. |date=1925 |title=Stopping Leaks in the Brooklyn Rapid Transit Subway at the Broadway – Canal Street Station |url=https://hdl.handle.net/2027/uc1.b2977862?urlappend=%3Bseq=37 |magazine=Proceedings ... constitution and by-laws |publisher=Brooklyn Engineers' Club |volume=23 |hdl=2027/uc1.b2977862?urlappend=%3Bseq=37 |access-date=May 17, 2023 |via=HathiTrust}}{{Rp|page=25}} The Bridge line platforms serve as transfer passageways between all other lines.{{Cite book |url=https://home.nyc.gov/assets/planning/download/pdf/applicants/env-review/soho-noho/14-feis.pdf |title=SoHo/NoHo Neighborhood Plan Final Environmental Impact Statement |date=December 15, 2021 |publisher=New York City Department of City Planning |chapter=14: Transportation |access-date=April 1, 2021}}{{Rp|page=14.22}}

The station serves multiple neighborhoods, including Chinatown, Little Italy, SoHo, and Tribeca. Some relative depths of the stations in the Canal Street complex are as follows:

• IRT Lexington Avenue Line, {{convert|20|ft}} below street
• BMT Broadway Line, mainline, {{convert|20|ft}}
• BMT Nassau Street Line, {{convert|40|ft}}
• BMT Broadway Line, Manhattan Bridge branch, {{convert|55|ft}}

File:BwyWalk0505_StationCanal.jpg

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 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 the southbound Lexington Avenue Line platform there are staircases to the western corners of Lafayette Street and Canal Street.{{cite web|url=https://new.mta.info/document/2501|title=Canal Street Neighborhood Map|date=April 2018|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=January 7, 2021|archive-date=January 10, 2021|archive-url=https://web.archive.org/web/20210110044419/https://new.mta.info/document/2501|url-status=live}}

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 is at the northwestern corner. None of the other platforms in the complex are ADA-accessible,{{Cite web |date=October 2021 |title=Elevate Transit: Zoning for Accessibility Manhattan, Community District 1 |url=https://www1.nyc.gov/assets/planning/download/pdf/plans-studies/zoning-for-accessibility/applicability_maps/mn01.pdf?r=5 |access-date=February 20, 2022 |website=nyc.gov |archive-date=February 20, 2022 |archive-url=https://web.archive.org/web/20220220164135/https://www1.nyc.gov/assets/planning/download/pdf/plans-studies/zoning-for-accessibility/applicability_maps/mn01.pdf?r=5 |url-status=live }}{{Rp|page=2}} but accessibility to those platforms has been proposed under the MTA's 2025–2029 Capital Program.{{Cite web|url=https://new.mta.info/document/151266|title=2025-2029 Capital Plan|date=September 25, 2024|website=mta.info|publisher=Metropolitan Transportation Authority|page=187 (PDF p. 95)|access-date=January 1, 2025}}

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;{{Cite web |date=1939–1941 |title=233 Canal Street |url=https://nycma.lunaimaging.com/luna/servlet/detail/NYCMA~5~5~181031~560282:233-Canal-Street?sort=borough%2Cblock%2Clot%2Czip_code&qvq=q:identifier%3D%22nynyma_rec0040_1_00207_0001%22;sort:borough%2Cblock%2Clot%2Czip_code;lc:NYCMA~5~5&mi=0&trs=1 |access-date=September 19, 2021 |website=New York City Department of Records and Informational Services |publisher=New York City Department of Finance |archive-date=September 20, 2021 |archive-url=https://web.archive.org/web/20210920212734/https://nycma.lunaimaging.com/luna/servlet/detail/NYCMA~5~5~181031~560282:233-Canal-Street?sort=borough,block,lot,zip_code&qvq=q:identifier%3D%22nynyma_rec0040_1_00207_0001%22;sort:borough,block,lot,zip_code;lc:NYCMA~5~5&mi=0&trs=1 |url-status=live }} 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 a 1995 neighborhood map,{{Cite web |date=1995 |title=1995 Neighborhood Map |url=https://www.flickr.com/photos/127872292@N06/33304282058/in/photostream/ |access-date=February 28, 2019 |website=Flickr |publisher=Metropolitan Transportation Authority |archive-date=May 23, 2023 |archive-url=https://web.archive.org/web/20230523025146/https://www.flickr.com/photos/127872292@N06/33304282058/in/photostream/ |url-status=live }} but they had been removed by 1999.{{Cite map |date=1999 |title=1999 Neighborhood Map Lower East Side |url= |publisher=Metropolitan Transportation Authority}} At the intersection of Canal and Lafayette Streets, there were additional staircases at the northeastern corner,{{Cite web |date=1939–1941 |title=245 Canal Street |url=https://nycma.lunaimaging.com/luna/servlet/detail/NYCMA~5~5~181035~484154:245-Canal-Street?sort=borough%2Cblock%2Clot%2Czip_code&qvq=q:identifier%3D%22nynyma_rec0040_1_00208_0021%22;sort:borough%2Cblock%2Clot%2Czip_code;lc:NYCMA~5~5&mi=0&trs=1 |access-date=September 19, 2021 |website=New York City Department of Records and Informational Services |publisher=New York City Department of Finance |archive-date=September 20, 2021 |archive-url=https://web.archive.org/web/20210920212307/https://nycma.lunaimaging.com/luna/servlet/detail/NYCMA~5~5~181035~484154:245-Canal-Street?sort=borough,block,lot,zip_code&qvq=q:identifier%3D%22nynyma_rec0040_1_00208_0021%22;sort:borough,block,lot,zip_code;lc:NYCMA~5~5&mi=0&trs=1 |url-status=live }} the northwestern corner,{{Cite web |date=1939–1941 |title=255 Canal Street |url=https://nycma.lunaimaging.com/luna/servlet/detail/NYCMA~5~5~181039~560226:255-Canal-Street?sort=borough%2Cblock%2Clot%2Czip_code&qvq=q:identifier%3D%22nynyma_rec0040_1_00209_0025b%22;sort:borough%2Cblock%2Clot%2Czip_code;lc:NYCMA~5~5&mi=0&trs=1 |access-date=September 19, 2021 |website=New York City Department of Records and Informational Services |publisher=New York City Department of Finance |archive-date=September 20, 2021 |archive-url=https://web.archive.org/web/20210920211912/https://nycma.lunaimaging.com/luna/servlet/detail/NYCMA~5~5~181039~560226:255-Canal-Street?sort=borough,block,lot,zip_code&qvq=q:identifier%3D%22nynyma_rec0040_1_00209_0025b%22;sort:borough,block,lot,zip_code;lc:NYCMA~5~5&mi=0&trs=1 |url-status=live }} and the southwestern corner.{{Cite web |date=1939–1941 |title=254–260 Canal Street |url=https://nycma.lunaimaging.com/luna/servlet/detail/NYCMA~5~5~180984~558779:254-260-Canal-Street?sort=borough%2Cblock%2Clot%2Czip_code&qvq=q:identifier%3D%22nynyma_rec0040_1_00196_0021%22;sort:borough%2Cblock%2Clot%2Czip_code;lc:NYCMA~5~5&mi=0&trs=1 |access-date=September 19, 2021 |website=New York City Department of Records and Informational Services |publisher=New York City Department of Finance |archive-date=September 20, 2021 |archive-url=https://web.archive.org/web/20210920212344/https://nycma.lunaimaging.com/luna/servlet/detail/NYCMA~5~5~180984~558779:254-260-Canal-Street?sort=borough%2Cblock%2Clot%2Czip_code&qvq=q%3Aidentifier%3D%22nynyma_rec0040_1_00196_0021%22%3Bsort%3Aborough%2Cblock%2Clot%2Czip_code%3Blc%3ANYCMA~5~5&mi=0&trs=1 |url-status=live }}

{{Clear}}

{{Infobox NYCS

| name = Canal Street

| image = IRT Lexington Canal Street Northbound Platform.jpg

| image_caption =R62A 6 train departing from the northbound platform

| accessible = yes

| acc_note = transfers to other routes are not accessible; there is also no accessible transfer between northbound and southbound platforms

| division = IRT

| line = IRT Lexington Avenue Line

| service = Lexington local

| service_header = Lexington local header

| platforms = 2 side platforms

| tracks = 4

| structure = Underground

| open_date = {{start date and age|1904|10|27}}{{Cite news|url=http://timesmachine.nytimes.com/timesmachine/1904/10/28/118948832.html|title=Our Subway Open: 150,000 Try It; Mayor McClellan Runs the First Official Train.|date=October 28, 1904|work=The New York Times|access-date=April 21, 2020|language=en-US|issn=0362-4331|page=1|archive-date=December 13, 2021|archive-url=https://web.archive.org/web/20211213201856/https://timesmachine.nytimes.com/timesmachine/1904/10/28/118948832.html|url-status=live}}

| hide_traffic = yes

| adjacent_stations = {{Adjacent stations|system=New York City Subway

|line1=Lexington local|left1=Spring Street|right1=Brooklyn Bridge–City Hall|note-left1={{NYCS Lexington local|time=1}}|note-right1={{NYCS Lexington local|time=1}}

|note-row2={{Rail-interchange|nycs|5}} does not stop here}}

| unused_adjacent_stations = {{Adjacent stations|system=New York City Subway

|line=none|left=blank|right=Worth Street|note-right=closed}}

| legend = {{NYCS infobox legend|alltimes}}{{NYCS infobox legend|nightsonly}}{{NYCS infobox legend|rushpeak}}

| layout = {{NYCS 4-tracked local station|inline=y

|1=Spring Street

|2=Brooklyn Bridge–City Hall

|code=IRT Lexington Avenue Line

|code2=

|deg=330

}}

}}

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,{{NYCS const|timetable|6}} rush-hour and midday <6> trains stop here in the peak direction; and the 4 stops here during late nights.{{NYCS const|timetable|4}} The two express tracks are used by the 4 and 5 trains during daytime hours. The station is between {{stl|NYCS|Spring Street|Lexington}} to the north and {{stl|NYCS|Brooklyn Bridge–City Hall}} to the south. When the subway opened, the next local stop to the south was {{stl|NYCS|Worth Street|Lexington}}; that station closed in 1962.{{Cite news |last=Adachi |first=Jiro |date=March 28, 2004 |title=1904–2004; Ghost Worlds |language=en-US |work=The New York Times |url=https://www.nytimes.com/2004/03/28/nyregion/1904-2004-ghost-worlds.html |access-date=May 30, 2023 |issn=0362-4331 |archive-date=May 30, 2023 |archive-url=https://web.archive.org/web/20230530152053/https://www.nytimes.com/2004/03/28/nyregion/1904-2004-ghost-worlds.html |url-status=live }} The platforms were originally {{convert|200|ft}} long, like at other local stations on the original IRT,{{Rp|4}}{{rp|8}} but, as a result of the 1959 platform extensions, became {{convert|525|ft}} long. The platform extensions are at the north ends of the original platforms.{{rp|32}}

As with other stations built as part of the original IRT, the station was constructed using a cut-and-cover method.{{rp|237}} The tunnel is covered by a U-shaped trough that contains utility pipes and wires. The bottom of this trough contains a foundation of concrete no less than {{Convert|4|in||abbr=}} thick.{{rp|9}} Each platform consists of {{Convert|3|in|cm|-thick|abbr=|adj=mid}} concrete slabs, beneath which are drainage basins. The platforms contain columns with white glazed tiles, spaced every {{Convert|15|ft||abbr=}}. Additional columns between the tracks, spaced every {{convert|5|ft}}, support the jack-arched concrete station roofs.{{Rp|4}}{{cite web|last=Framberger|first=David J.|date=1978|title=Architectural Designs for New York's First Subway|url=https://tile.loc.gov/storage-services/master/pnp/habshaer/ny/ny0300/ny0387/data/ny0387data.pdf|access-date=December 20, 2020|publisher=Historic American Engineering Record|pages=1–46 (PDF pp. 367–412)|postscript=. {{PD-notice}}|archive-date=January 17, 2021|archive-url=https://web.archive.org/web/20210117001227/https://tile.loc.gov/storage-services/master/pnp/habshaer/ny/ny0300/ny0387/data/ny0387data.pdf|url-status=live}}{{rp|9}} There is a {{Convert|1|in||abbr=|adj=on}} gap between the trough wall and the platform walls, which are made of {{Convert|4|in||abbr=|adj=on}}-thick brick covered over by a tiled finish.{{rp|9}} During the late 1910s, contractors waterproofed the station, placing a {{Cvt|5|in|cm|-thick|adj=mid}} layer of brick and a {{Cvt|6|in|cm|-thick|adj=mid}} layer of concrete under the trackbeds. Retaining walls of brick and asphalt concrete were built on either side of 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.{{Rp|page=27}}

The original decorative scheme consisted of blue/green tile station-name tablets, green tile bands, a buff terracotta cornice, and green terracotta plaques.{{rp|32}} The mosaic tiles at all original IRT stations were manufactured by the American Encaustic Tile Company, which subcontracted the installations at each station.{{rp|31}} The terracotta plaques depict a small house next to a bridge above a creek.{{Cite magazine|id={{ProQuest|1290844928}}|title=Folk Art in the New York Subway|last=Walter|first=Marie-Louise|magazine=New York Folklore Quarterly|volume=14|issue=1|date=Spring 1958|pages=268–269}} The decorative work was performed by tile contractor Manhattan Glass Tile Company and terracotta contractor Atlantic Terra Cotta Company.{{rp|32}} The ceilings of the original platforms and fare control areas contain plaster molding.{{rp|10}} 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 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 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.{{Rp|page=14.22}}

File:Canal Street IR 001.JPG|Terra-cotta plaque by Heins & LaFarge / Atlantic Terra Cotta Company, 1904

File:Canal Street IRT 002.JPG|Name tablet by Heins & LaFarge / Manhattan Glass Tile Company, 1904

{{Clear}}

{{Infobox NYCS

| name = Canal Street

| division = BMT

| line = BMT Nassau Street Line

| image = Canal Street - Nassau Line Platform.jpg

| service = Nassau north

| service_header = Nassau south

| platforms = 2 island platforms (1 in regular service)

| tracks = 3 (2 in regular service)

| structure = Underground

| open_date = {{start date and age|1913|08|04}}

| rebuilt = 2004

| caption = Canal Street after renovation

| accessible = mf

| hide_traffic = yes

| adjacent_stations = {{Adjacent stations|system=New York City Subway

|line=Nassau|left=Bowery|right=Chambers Street|note-left={{NYCS Nassau|time=1}}|note-right={{NYCS Nassau|time=1}}}}

| legend = {{NYCS infobox legend|alltimes}}{{NYCS infobox legend|rushpeak}}{{NYCS infobox legend|eveningsonly}}

| layout = {{Routemap|inline=y

|legend=track

|map=

uvSTR!~MFADEg\uevSTR!~MFADEg~~ ~~ ~~ to {{stl|NYCS|Bowery}}

numN330\uvSTRfg\uevSTR\

uv-SHI2r\uxvSTR\uvSHI2l-

udSTR\dPLT\uxvSTR\exdPLT\udSTR

udSTR\dPLT\uxvSTR\exdPLT\udSTR

udSTR\dPLT\uxvSTR\exdPLT\udSTR

uvSHI2l-\uxvSTR!~uSTRc2\uexd-STR+1!~uv-STR3\d

udSTR\uexv-STR!~uvABZg+1-\uexdSTR!~udSTRc4

\uvSTRfg\uexvSTR!~uvSTR+l\uvCONTfq ~~ ~~ ~~ Manhattan Br sidings

uvSTR!~MFADEf\uvSTR!~MFADEf ~~ ~~ ~~ to {{stl|NYCS|Chambers Street|Nassau}}

}}

}}

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 the Z stops here during rush hours in the peak direction.{{NYCS const|timetable|j}} The station is between {{stl|NYCS|Bowery}} to the north and {{stl|NYCS|Chambers Street|Nassau}} to the south.

During the late 1910s, contractors waterproofed the station, placing a layer of brick and a {{Cvt|6|in|cm|-thick|adj=mid}} layer of concrete under the trackbeds. Lead plates were installed under the trackbeds where they crossed over the Bridge Line platforms.{{Rp|page=29}}

Formerly, Canal Street resembled 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 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.{{NYCS const|trackref|trackbook3}} One stair descends from 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.{{Rp|page=14.22}}

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 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.{{Cite news|date=July 1, 1913|title=First Train Runs in Loop Subway; Just a Demonstration, Which Proves the Line Will Be in Service by Aug. 1.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1913/07/01/archives/first-train-runs-in-loop-subway-just-a-demonstration-which-proves.html|access-date=May 16, 2023|issn=0362-4331|archive-date=May 17, 2023|archive-url=https://web.archive.org/web/20230517003318/https://www.nytimes.com/1913/07/01/archives/first-train-runs-in-loop-subway-just-a-demonstration-which-proves.html|url-status=live}} 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 {{Convert|50|feet|meters|abbr=}} from the end of the station{{Cite web |last=Gobetz |first=Wally |date=2024-11-30 |title=Chambers Street Subway Station (BMT) |url=https://www.flickr.com/photos/wallyg/5409717746 |website=Flickr}} 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.http://www.columbia.edu/~brennan/abandoned/Canal.junction.jpg {{Webarchive|url=https://web.archive.org/web/20200531040907/http://www.columbia.edu/~brennan/abandoned/Canal.junction.jpg |date=May 31, 2020 }} From the Abandoned Stations website: "Another Public Service Commission image shows the tunnel just south of the station as it was in 1909. Here, as in the plan, the trackways curving in from the Manhattan Bridge line, right, just run into the main line on the level. At left is the track opening into the east track of Canal St station. This arrangement was rebuilt in 1913–1914, shifting the track to Canal St station a little farther back, so that when the Manhattan Bridge trains began running in 1915, they reached the east side of Chambers St without crossing the tracks of the Williamsburg Bridge trains". These tracks were disconnected with the opening of the Chrystie Street Connection in 1967 and now end at bumper blocks.{{Cite web|url = http://ltvsquad.com/2017/08/01/of-dust-and-tails-an-abandoned-subway-tunnel-from-a-forgotten-era/|title = Of Dust and Tails: An abandoned subway tunnel from a forgotten era|date = August 2017|access-date = July 29, 2019|archive-date = July 29, 2019|archive-url = https://web.archive.org/web/20190729171316/http://ltvsquad.com/2017/08/01/of-dust-and-tails-an-abandoned-subway-tunnel-from-a-forgotten-era/|url-status = live}}

File:Canal Street wall.jpg

{{Clear}}

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,{{NYCS const|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 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,{{Cite news |last=Molinelli |first=Don |date=September 12, 1961 |title=Mosaics in Subways Are Deep Stuff |pages=79 |work=Daily News |url=https://www.newspapers.com/article/daily-news-mosaics-in-subways-are-deep-s/125370955/ |access-date=May 27, 2023 |archive-date=May 27, 2023 |archive-url=https://web.archive.org/web/20230527002436/https://www.newspapers.com/article/daily-news-mosaics-in-subways-are-deep-s/125370955/ |url-status=live }}{{cite news |last=Williams |first=Richmond B. |date=July 27, 1930 |title=The Subway Plaques |page=A7 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1113199384}}}} as seen in a 1796 sketch. The mosaics appeared to also depict the house of U.S. vice president Aaron Burr, who lived near 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".{{Cite news |last=Lee |first=Jennifer 8 |date=January 27, 2006 |title=In Chinatowns, All Sojourners Can Feel Hua |language=en-US |work=The New York Times |url=https://www.nytimes.com/2006/01/27/arts/in-chinatowns-all-sojourners-can-feel-hua.html |access-date=May 16, 2023 |issn=0362-4331 |archive-date=May 17, 2023 |archive-url=https://web.archive.org/web/20230517000755/https://www.nytimes.com/2006/01/27/arts/in-chinatowns-all-sojourners-can-feel-hua.html |url-status=live }} The platform walls also feature the names "Canal Street" and "Chinatown" in Chinese ({{lang-zh|t=堅尼街華埠|p=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 the MTA Arts & Design program.{{cite web |title=Empress Voyage 2.22.1794 |url=https://new.mta.info/agency/arts-design/collection/empress-voyage-2-22-1794 |access-date=May 16, 2023 |website=Metropolitan Transportation Authority |archive-date=May 16, 2023 |archive-url=https://web.archive.org/web/20230516232600/https://new.mta.info/agency/arts-design/collection/empress-voyage-2-22-1794 |url-status=live }}{{cite web |last=Gaylord |first=Kristen |date=August 22, 2012 |title=NYC Subway Art: J, Z Lines |url=https://untappedcities.com/2012/08/22/nyc-subway-art-j-z-lines/ |access-date=May 16, 2023 |website=Untapped New York |archive-date=May 17, 2023 |archive-url=https://web.archive.org/web/20230517013356/https://untappedcities.com/2012/08/22/nyc-subway-art-j-z-lines/ |url-status=live }} 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.

{{Infobox NYCS

| name = Canal Street

| division = BMT

| line = BMT Broadway Line

| image= Canal Street Southbound BMT Broadway Line Local Platform, December 2024.jpg

| image_caption = R46 {{NYCS|W}} train departing the southbound platform

| service = Broadway south

| service_header = Broadway south header

| platforms = 2 side platforms

| tracks = 4 (2 of them not for passenger service)

| structure = Underground

| open_date = {{start date and age|1918|01|05}}{{Cite news|url=https://www.nytimes.com/1918/01/06/archives/open-new-subway-to-times-square-brooklyn-directly-connected-with.html|title=Open New Subway to Times Square|date=January 6, 1918|work=The New York Times|access-date=April 21, 2020|language=en-US|issn=0362-4331|archive-date=July 28, 2021|archive-url=https://web.archive.org/web/20210728230238/https://www.nytimes.com/1918/01/06/archives/open-new-subway-to-times-square-brooklyn-directly-connected-with.html|url-status=live}} (Broadway Line)

| accessible = mf

| hide_traffic = yes

| adjacent_stations = {{Adjacent stations|system=New York City Subway

|line=Broadway south|left=Prince Street|right=City Hall|note-left={{NYCS Broadway south|time=1}}|note-right={{NYCS Broadway south|time=1}}}}

| legend = {{NYCS infobox legend|allexceptnights}}{{NYCS infobox legend|nightsonly}}{{NYCS infobox legend|weekdaysonly}}

| layout = {{Routemap|inline=y

|legend=track

|map-title=Upper level

|map=

uSTR!~MFADEg\d\uSTR!~MFADEg ~~ ~~ ~~ to {{stl|NYCS|Prince Street}}

udSTRf\numN330\udSTRg

uPSTR(R)\d\uPSTR(L)

cPLT\udSTR\uvENDEa\udSTR\cPLT

cPLT\ubvvvSTR\cPLT

cPLT\ubvvvSTR\cPLT

uvÜST\uvÜST

udSTRf\uvÜST\udSTRg

udSTR!~dMFADEf\uvSTR\udSTR!~dMFADEf ~~ ~~ ~~ to {{stl|NYCS|City Hall|Broadway}}

uvSTR!~MFADEf ~~ ~~ ~~ Storage tracks

}}

}}

The Canal Street station on the mainline has four tracks and two side platforms. The outer local tracks, the only ones to stop at this station, provide through service via the Montague Street Tunnel. The R stops here at all times except late nights,{{NYCS const|timetable|r}} when it is replaced by the N.{{NYCS const|timetable|n}} The W stops here during weekdays.{{NYCS const|timetable|w}} The station is between {{stl|NYCS|Prince Street|Broadway}} to the north and {{stl|NYCS|City Hall|Broadway}} to the south.

The center tracks, which have never seen revenue service, begin at the unused lower level of City Hall and run north to here, dead-ending at bumper blocks about two-thirds of the way through. The center tracks can be used for layups, but this use has been completely made redundant with the nearby City Hall lower level being used as a layup yard instead. There is a fare control area adjacent to each of the platforms, which in turn contains exit stairways that ascend to the corners of Broadway and Canal Street. 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 stair from each platform descends to an underpass, which leads to a crossover at the western end of the Bridge Line platforms. The northbound fare-control area also has a ramp leading to this passageway.{{Rp|page=14.22}}

{{Clear}}

{{Infobox NYCS

| name = Canal Street

| division = BMT

| line = BMT Broadway Line

| image= Canal Street Northbound BMT Broadway Line Express Platform (1), December 2024.jpg

| image_caption = R46 {{NYCS|N}} train arriving at the northbound platform

| service = Manhattan Bridge south

| platforms = 2 side platforms

| tracks = 2

| structure = Underground

| open_date = {{start date and age|1917|09|04}}{{cite news |work=The New York Times |url=https://www.nytimes.com/1917/09/05/archives/open-first-section-of-broadway-line-train-carrying-1000-passengers.html |title=Open First Section of Broadway Line |date=September 5, 1917 |access-date=April 21, 2020 |issn=0362-4331 |archive-date=June 12, 2018 |archive-url=https://web.archive.org/web/20180612191916/https://www.nytimes.com/1917/09/05/archives/open-first-section-of-broadway-line-train-carrying-1000-passengers.html |url-status=live }} (Manhattan Bridge)

| rebuilt = 2001

| accessible = mf

| hide_traffic = yes

| adjacent_stations = {{Adjacent stations|system=New York City Subway

|line1=Broadway bridge local|left1=Prince Street|right1=DeKalb Avenue|note-left1={{NYCS Broadway Canal Bridge Line-Prince|time=1}}|note-right1={{NYCS Manhattan Bridge south DeKalb|time=1}}

|line2=Broadway bridge via Brighton|left2=14th Street–Union Square|right2=DeKalb Avenue|note-left2={{NYCS Broadway express|time=1}}|note-right2={{NYCS Manhattan Bridge south DeKalb|time=1}}

|line3=Broadway bridge via Fourth|left3=14th Street–Union Square|right3=Atlantic Avenue–Barclays Center|note-left3={{NYCS Broadway express|time=1}}|note-right3={{NYCS Manhattan Bridge south bypass|time=1}}}}

| unused_adjacent_stations = {{Adjacent stations|system=New York City Subway

|line=none|left=blank|right=Myrtle Avenue|note-right=Fourth Ave local; demolished}}

| legend = {{NYCS infobox legend|alltimes}}{{NYCS infobox legend|allexceptnights}}{{NYCS infobox legend|weekendsonly}}{{NYCS infobox legend|nightsonly}}{{NYCS infobox legend|weekdaysonly}}

| layout = {{Routemap|inline=y

|legend=track

|map-title=Lower level

|map=

uexvENDEa ~~ ~~ ~~ {{BSsplit|Unbuilt Canal St.|crosstown line}}

\uexvSTR!~uvSTR+l\uvSTRq!~MFADEfq ~~ ~~ ~~ {{BSsplit|to {{stl|NYCS|14th Street–Union Square|Broadway}} (express)|or {{stl|NYCS|Prince Street}} (local)}}

\uvSTRfg\numN045

cPLT\uvSTR\cPLT

cPLT\uvSTR\cPLT

cPLT\uvSTR\cPLT

cPLT\uvSTR\cPLT

uvSTRq!~MFADEgq\uvSTR+r\uvSTR\\ ~~ ~~ ~~ to {{stl|NYCS|Chambers Street|Nassau}}

ubvvvSTR\ ~~ ~~ ~~ {{BSsplit|pre-Chrystie Street|Connection tracks}}

uvENDExe\uvSTR\

uexvSTR2\uexvSTRc3!~uexvSTR2-!~uexvSPL2~l~l!~uvSTR\uexSTRc3!~uexvSTR2+4~r!~MFADEfq

uexvSTRc1\uexvSTR+4!~uexSTRc1!~uvSTR\uexSTR2+4!~uexvSTRc1!~MFADEfq ~~ ~~ ~~ to Manhattan Bridge north side

\uvSTRfg\uexSTRc1!~MFADEfq

uvSTR!~MFADEf ~~ ~~ ~~ {{BSsplit|to {{stl|NYCS|DeKalb Avenue|Fourth}} (Brighton Line)|or Atlantic Ave–Barclays Center}}

}}

}}

The Canal Street station on the Manhattan Bridge route has two tracks and two side platforms. When it opened, this station was known as Broadway. The N stops here except at night when it stops at the mainline platforms, while the Q stops here at all times.{{NYCS const|timetable|q}} West (railroad north) of this station, the N makes express stops on weekdays and local stops on weekends, while the Q makes express stops during the day and local stops during the night. The next stop to the west is {{stl|NYCS|Prince Street|Broadway}} for local trains and {{stl|NYCS|14th Street–Union Square|Broadway}} for express trains. The next stop to the east (railroad south) is {{stl|NYCS|DeKalb Avenue|Brighton}} for Q trains and {{stl|NYCS|Atlantic Avenue–Barclays Center|Fourth}} for N trains.

Although technically located on the BMT Broadway Line, it was originally a distinct station from the mainline, connected only by a passageway. This passageway, accessed by a single stair at the end of either platform, leads to the underpass under the mainline platforms. Additional stairs on each platform lead up to the Nassau Street Line's western platform, the Lexington Avenue Line's southbound platform, and the Lexington Avenue Line's northbound platform.{{Rp|page=14.22}}

West of the station, the bridge tracks curve to the north and ramp up between the tracks from the local upper-level platform to form the express tracks. The tunnel continues straight ahead, past the diverge to the mainline. The bellmouths going westward from the west end of the station are a provision from the original plans. East of the station, the tracks cross the south side of the Manhattan Bridge to enter Brooklyn. There are disused trackways leading to the north side tracks of the bridge, which trains from these platforms used to travel on. These tracks were disconnected with the opening of the Chrystie Street Connection in 1967 and no longer have rails or any other infrastructure.

{{Clear}}

File:Canal BMT sb local plat tile band jeh.jpg|Mainline platform mosaic

File:Canal Street BMT 001.JPG|Bridge Line platform mosaic

File:Canal Street BMT 002.JPG|Name tablet mosaics

File:Empress Voyage 2.22.1794.jpg|A permanent art installation titled Empress Voyage February 22, 1794 (1998) by Bing Lee in a passageway leading to the Bridge Line platforms

{{Reflist}}

• {{cite book | last=Stookey | first=Lee | title=Subway ceramics : a history and iconography of mosaic and bas relief signs and plaques in the New York City subway system | publisher=L. Stookey | publication-place=Brattleboro, Vt | year=1994 | isbn=978-0-9635486-1-0 | oclc=31901471 }}

{{commons category}}

nycsubway.org:

{{refbegin|30em}}

• {{NYCS ref|http://www.nycsubway.org/perl/stations?5:3094|IRT East Side Line|Canal Street}}
• {{NYCS ref|http://www.nycsubway.org/perl/stations?192:3234|BMT Nassau St./Jamaica Line|Canal Street}}
• {{NYCS ref|http://www.nycsubway.org/perl/stations?202:3228|BMT Broadway Line|Canal Street}}
• nycsubway.org — [http://www.nycsubway.org/perl/artwork_show?119 Canal Street Canal Artwork by Alexander Brodsky (1997) (no longer in display)] {{Webarchive|url=https://web.archive.org/web/20200927042230/https://www.nycsubway.org/perl/artwork_show?119 |date=September 27, 2020 }}
• nycsubway.org — [http://www.nycsubway.org/perl/artwork_show?14 Empress Voyage 2/27/1784 Artwork by Bing Lee (1998)] {{Webarchive|url=https://web.archive.org/web/20201203075041/http://www.nycsubway.org/perl/artwork_show?14 |date=December 3, 2020 }}
• [http://www.nycsubway.org/articles/earlyrapidtransitinbrooklyn.html Early Rapid Transit in Brooklyn, 1878 to 1913] {{Webarchive|url=https://web.archive.org/web/20120805130634/http://www.nycsubway.org/articles/earlyrapidtransitinbrooklyn.html |date=August 5, 2012 }}
• [http://www.nycsubway.org/articles/psr_broadway.html Broadway Subway Now Open] {{Webarchive|url=https://web.archive.org/web/20120523174322/http://www.nycsubway.org/articles/psr_broadway.html |date=May 23, 2012 }}, Public Service Record, Volume IV, Number 9: September 1917
• [http://www.nycsubway.org/articles/nytimes-1918-broadway.html Opening of the Broadway Subway] {{Webarchive|url=https://web.archive.org/web/20100614203951/http://www.nycsubway.org/articles/nytimes-1918-broadway.html |date=June 14, 2010 }}, a collection of New York Times articles from 1918 regarding the then-new BMT Broadway Line

{{refend}}

Google Maps Street View:

{{refbegin|30em}}

• [https://maps.google.com/maps?ll=40.717802,-74.00014&spn=0.003383,0.014259&layer=c&cbll=40.717802,-74.000138&panoid=Q8S5tM_9KLx9uQ4w1ff39w&cbp=12,291.09,,0,1.49&t=m&z=17 Centre Street entrance south of Canal Street] {{Webarchive|url=https://web.archive.org/web/20230918174926/https://www.google.com/maps?ll=40.717802,-74.00014&spn=0.003383,0.014259&layer=c&cbll=40.717802,-74.000138&panoid=Q8S5tM_9KLx9uQ4w1ff39w&cbp=12,291.09,,0,1.49&t=m&z=17 |date=September 18, 2023 }}
• [https://maps.google.com/?ie=UTF8&ll=40.718241,-74.00028&spn=0,0.013314&z=17&layer=c&cbll=40.718305,-74.000364&panoid=9K8pvtAkeV-2_y2ouE-klg&cbp=12,35.12,,0,9.86 Canal Street and Lafayette Street entrance] {{Webarchive|url=https://web.archive.org/web/20121112012004/https://maps.google.com/?ie=UTF8&ll=40.718241,-74.00028&spn=0,0.013314&z=17&layer=c&cbll=40.718305,-74.000364&panoid=9K8pvtAkeV-2_y2ouE-klg&cbp=12,35.12,,0,9.86 |date=November 12, 2012 }}
• [https://maps.google.com/?ie=UTF8&ll=40.719404,-74.001889&spn=0,0.013314&z=17&layer=c&cbll=40.719507,-74.002033&panoid=-1CgwMhTfkgdBi8qQHrMtg&cbp=12,219.94,,0,11.53 Canal Street and Broadway entrance] {{Webarchive|url=https://web.archive.org/web/20121112012012/https://maps.google.com/?ie=UTF8&ll=40.719404,-74.001889&spn=0,0.013314&z=17&layer=c&cbll=40.719507,-74.002033&panoid=-1CgwMhTfkgdBi8qQHrMtg&cbp=12,219.94,,0,11.53 |date=November 12, 2012 }}
• [http://www.google.com/maps/@40.7188428,-74.0002732,3a,75y,207.48h,87.81t/data=!3m8!1e1!3m6!1s-SaMX1cAOJcU%2FVknpic8h0WI%2FAAAAAAABAX8%2FFfC7ixLm32s!2e4!3e11!6s%2F%2Flh4.googleusercontent.com%2F-SaMX1cAOJcU%2FVknpic8h0WI%2FAAAAAAABAX8%2FFfC7ixLm32s%2Fw203-h100-n-k-no%2F!7i8704!8i4352!6m1!1e1 IRT Lexington Avenue Line southbound platform] {{Webarchive|url=https://web.archive.org/web/20200531040939/https://www.google.com/maps/@40.7188428,-74.0002732,3a,75y,207.48h,87.81t/data=%213m8%211e1%213m6%211s-SaMX1cAOJcU%2FVknpic8h0WI%2FAAAAAAABAX8%2FFfC7ixLm32s%212e4%213e11%216s%2F%2Flh4.googleusercontent.com%2F-SaMX1cAOJcU%2FVknpic8h0WI%2FAAAAAAABAX8%2FFfC7ixLm32s%2Fw203-h100-n-k-no%2F%217i8704%218i4352%216m1%211e1 |date=May 31, 2020 }}
• [https://www.google.com/maps/contrib/103237729589375373179/photos/@40.7178149,-74.0002377,3a,75y,60h,90t/data=!3m8!1e1!3m6!1s-H89SGQZZ2TI%2FWUKx77b8HeI%2FAAAAAAAAsfY%2FV06SiKSH1i4Epf5DosIjzFSR9oFORlrowCLIBGAYYCw!2e4!3e11!6s%2F%2Flh3.googleusercontent.com%2F-H89SGQZZ2TI%2FWUKx77b8HeI%2FAAAAAAAAsfY%2FV06SiKSH1i4Epf5DosIjzFSR9oFORlrowCLIBGAYYCw%2Fw203-h100-p-k-no%2F!7i8704!8i4352!4m3!8m2!3m1!1e1 BMT Nassau Street Line platform] {{Webarchive|url=https://web.archive.org/web/20200531040949/https://www.google.com/maps/contrib/103237729589375373179/photos/@40.7178149,-74.0002377,3a,75y,60h,90t/data=%213m8%211e1%213m6%211s-H89SGQZZ2TI%2FWUKx77b8HeI%2FAAAAAAAAsfY%2FV06SiKSH1i4Epf5DosIjzFSR9oFORlrowCLIBGAYYCw%212e4%213e11%216s%2F%2Flh3.googleusercontent.com%2F-H89SGQZZ2TI%2FWUKx77b8HeI%2FAAAAAAAAsfY%2FV06SiKSH1i4Epf5DosIjzFSR9oFORlrowCLIBGAYYCw%2Fw203-h100-p-k-no%2F%217i8704%218i4352%214m3%218m2%213m1%211e1 |date=May 31, 2020 }}
• [https://www.google.com/maps/contrib/103237729589375373179/photos/@40.7195137,-74.0017967,3a,75y,232h,90t/data=!3m7!1e1!3m5!1s-abHK-wJW1IA%2FWUKp6gFI_lI%2FAAAAAAAAseo%2Fo37wL9Pg0MAYU46xpM9p8yQ-N2HJw88PACLIBGAYYCw!2e4!6s%2F%2Flh5.googleusercontent.com%2F-abHK-wJW1IA%2FWUKp6gFI_lI%2FAAAAAAAAseo%2Fo37wL9Pg0MAYU46xpM9p8yQ-N2HJw88PACLIBGAYYCw%2Fw203-h100-p-k-no%2F!7i8704!8i4352!4m3!8m2!3m1!1e1 BMT Broadway Line platforms (Main Line; Upper Level)] {{Webarchive|url=https://web.archive.org/web/20200531040953/https://www.google.com/maps/contrib/103237729589375373179/photos/@40.7195137,-74.0017967,3a,75y,232h,90t/data=%213m7%211e1%213m5%211s-abHK-wJW1IA%2FWUKp6gFI_lI%2FAAAAAAAAseo%2Fo37wL9Pg0MAYU46xpM9p8yQ-N2HJw88PACLIBGAYYCw%212e4%216s%2F%2Flh5.googleusercontent.com%2F-abHK-wJW1IA%2FWUKp6gFI_lI%2FAAAAAAAAseo%2Fo37wL9Pg0MAYU46xpM9p8yQ-N2HJw88PACLIBGAYYCw%2Fw203-h100-p-k-no%2F%217i8704%218i4352%214m3%218m2%213m1%211e1 |date=May 31, 2020 }}
• [https://www.google.com/maps/contrib/103237729589375373179/photos/@40.7194779,-74.0018574,3a,75y,225h,90t/data=!3m7!1e1!3m5!1s-fifQzgE_c_o%2FWUKp99IYnaI%2FAAAAAAAAse4%2F-JlOAeXnOU4LR8J_evoK4MFhbzbWQQVdACLIBGAYYCw!2e4!6s%2F%2Flh5.googleusercontent.com%2F-fifQzgE_c_o%2FWUKp99IYnaI%2FAAAAAAAAse4%2F-JlOAeXnOU4LR8J_evoK4MFhbzbWQQVdACLIBGAYYCw%2Fw203-h100-p-k-no%2F!7i8704!8i4352!4m3!8m2!3m1!1e1 BMT Broadway Line platforms (Bridge Line; Lower Level)] {{Webarchive|url=https://web.archive.org/web/20200531040958/https://www.google.com/maps/contrib/103237729589375373179/photos/@40.7194779,-74.0018574,3a,75y,225h,90t/data=%213m7%211e1%213m5%211s-fifQzgE_c_o%2FWUKp99IYnaI%2FAAAAAAAAse4%2F-JlOAeXnOU4LR8J_evoK4MFhbzbWQQVdACLIBGAYYCw%212e4%216s%2F%2Flh5.googleusercontent.com%2F-fifQzgE_c_o%2FWUKp99IYnaI%2FAAAAAAAAse4%2F-JlOAeXnOU4LR8J_evoK4MFhbzbWQQVdACLIBGAYYCw%2Fw203-h100-p-k-no%2F%217i8704%218i4352%214m3%218m2%213m1%211e1 |date=May 31, 2020 }}

{{refend}}

Other:

{{refbegin|30em}}

• Station Reporter — [https://web.archive.org/web/20121105170309/http://www.stationreporter.net/canal.htm Canal Street Complex]
• Forgotten NY — [http://forgotten-ny.com/2006/01/the-original-28-part-1-a-look-at-the-artwork-from-the-nycs-first-28-stations-opened-october-27-1904-2/ Original 28 – NYC's First 28 Subway Stations] {{Webarchive|url=https://web.archive.org/web/20190110023049/http://forgotten-ny.com/2006/01/the-original-28-part-1-a-look-at-the-artwork-from-the-nycs-first-28-stations-opened-october-27-1904-2/ |date=January 10, 2019 }}
• MTA's Arts For Transit — [https://web.archive.org/web/20110606071650/http://mta.info/mta/aft/permanentart/permart.html?agency=nyct&line=6&station=18&xdev=1940 Canal Street]
• Abandoned Stations – [http://www.columbia.edu/~brennan/abandoned/canal.html Canal St east side platform (BMT Nassau/Centre Street Subway)] {{Webarchive|url=https://web.archive.org/web/20210210234928/http://www.columbia.edu/~brennan/abandoned/canal.html |date=February 10, 2021 }}

{{refend}}

{{Chinatown, Manhattan}}

{{SoHo, Manhattan}}

{{Tribeca}}

{{NYCS stations navbox by service|l6=y|l6x=y|lj=y|ln=y|lq=y|lr=y|lw=y|lz=y}}

{{NYCS stations navbox by line|nassau=yes|broadway=yes|lexington=yes}}

{{Broadway (Manhattan)|state=collapsed}}

Category:BMT Broadway Line stations

Category:BMT Nassau Street Line stations

Category:Broadway (Manhattan)

Category:Chinatown, Manhattan

Category:IRT Lexington Avenue Line stations

Category:New York City Subway stations in Manhattan

Category:New York City Subway transfer stations

Category:SoHo, Manhattan

Category:Tribeca