Worth Street station

{{Short description|New York City Subway station in Manhattan (closed 1962)}}

{{Infobox NYCS | type = former

| name = Worth Street

| image = Worth St Station 2015-07-06.jpg

| caption = Platform of the Worth Street station

| line = IRT Lexington Avenue Line

| service_custom = None (abandoned)

| platforms = 2 side platforms

| tracks = 4

| structure = Underground

| address = Lafayette Street & Worth Street
New York, NY

| borough = Manhattan

| locale = Civic Center

| coordinates = {{coord|40.7155|N|74.003|W|display=inline,title}}

| division = IRT

| hide_traffic = yes

| open_date = {{start date and age|October 27, 1904}}{{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}}

| close_date = {{start date and age|September 1, 1962}}

| next_north = Canal Street

| next_south = Brooklyn Bridge–City Hall

| nolegend = yes

| layout = {{Worth Street station|inline=y}}

}}

The Worth Street station was a local station on the IRT Lexington Avenue Line of the New York City Subway. It is located at Lafayette Street and Worth Street, in Civic Center, Manhattan.

The Worth Street station was constructed for the Interborough Rapid Transit Company (IRT) as part of the city's first subway line, which was approved in 1900. Construction of the line segment that includes the Worth Street station started on July 10 of the same year. The station opened on October 27, 1904, as one of the original 28 stations of the New York City Subway. The southbound platform was lengthened in the late 1940s. The station was closed on September 1, 1962, as a result of a platform lengthening project at Brooklyn Bridge–City Hall.

The Worth Street station contains two abandoned side platforms and four tracks. The station was built with tile and mosaic decorations. Many of these decorations have been covered with graffiti.

History

= Construction and opening =

File:Worth Street 1904.gif

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}}{{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}}

The Worth 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. By late 1903, 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=1903-11-14 |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=2022-05-10 |issn=0362-4331}} The Worth 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}}

The first collision in the history of the New York City Subway system occurred at the station on January 11, 1905. On that date, the motorman of a southbound Lenox Avenue train did not obey a caution signal at the Spring Street station, which indicated that there was a train ahead between Canal Street and Worth Street, and collided into a Broadway train that was stopped at Worth Street, waiting for a signal to clear.{{Cite news|date=January 11, 1905|title=Blames Motorman For Crash In The Subway. Superintendent Hedley Declares He Ran Past Signals—Clever Device to Guard Express Trains|work=New York Evening World|url=https://www.newspapers.com/clip/54832911/the-evening-world/|access-date=July 6, 2020}} The accident shattered the glass in the rear car of the Broadway train, and the first two cars of the Lenox Avenue train. Six people were hurt by falling glass.{{Cite news|date=January 11, 1905|title=Accident In The Subway|work=Fort Wayne Daily News|url=https://www.newspapers.com/clip/54832106/fort-wayne-daily-news/|access-date=July 6, 2020}} The accident could have been averted if the local tracks had had automatic tripping devices, which were present on the express tracks.{{Cite news|date=January 18, 1905|title=First Collision On The New Subway. Fault of Motorman Who Disregarded Warning Signal|work=Albuquerque Journal|url=https://www.newspapers.com/clip/54832445/albuquerque-journal/|access-date=July 6, 2020}} The installation of these devices on the local tracks was considered to be impractical due to the high frequency of local service. The accident only resulted in a ten-minute delay in service, and after it was determined no people were killed, the trains proceeded in regular service.{{Cite news|date=January 11, 1905|title=Brooklynites In Crash. Subway Train, Carrying Party Home from Euchre, in Collision—Three Badly Hurt.|work=Brooklyn Times Union|url=https://www.newspapers.com/clip/54832710/times-union/|access-date=July 6, 2020}}

= Service changes and station renovations =

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}} 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=Brooklyn Daily Eagle|year=1916|pages=119}}

On March 20, 1906, the IRT tested a vacuum cleaner connected to a portable wagon plant to clean the station. It found that it was very successful at removing dust from the station's tiling and woodwork, and at removing greasy dirt from girders.{{Cite news|date=March 21, 1906|title=Clean Subway By Vacuum. Plain Is Tried as an Experiment and Is Declared To Have Been Successful|work=The New York Herald|url=https://www.loc.gov/resource/sn83030313/1906-03-21/ed-1/?q=new+york+herald&sp=4&st=text&clip=2040,7969,869,816&ciw=445&rot=0|access-date=July 6, 2020}}{{Cite journal|date=May 1906|title=Vacuum Cleaning Tried In Subway. Interborough Makes Practical Test of System at Worth Street Station|url=https://books.google.com/books?id=mrwhAQAAMAAJ&q=%22worth+street+station%22+%22subway%22&pg=PA4049|journal=Compressed Air|volume=11|issue=3|pages=4049}}

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}}}}{{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}}{{Rp|15}} The northbound platform of the Worth Street station was extended about {{convert|10|ft}} northward into the "electric manhole", a passageway leading to the equipment closet. The southbound platform was extended {{convert|15|ft}} into the "manholes" in either direction.{{rp|107}} Six-car local trains began operating in October 1910.{{Rp|168}} 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|access-date=November 6, 2016|archive-date=February 21, 2021|archive-url=https://web.archive.org/web/20210221065215/https://timesmachine.nytimes.com/timesmachine/1918/08/02/97011929.pdf|url-status=live}}

In December 1922, the Transit Commission approved a $3 million project to lengthen platforms at 14 local stations along the original IRT line, including Worth 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 |access-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=1923-09-07|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|access-date=2022-06-21|issn=0362-4331}}{{cite news |id={{ProQuest|1237290874}} |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 |date=7 Sep 1923 |page=6 |work=New-York Tribune}}

The city government took over the IRT's operations on June 12, 1940.{{Cite news |date=1940-06-13 |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=2022-05-14 |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 downtown platform was lengthened in 1948 by the New York City Board of Transportation, providing for the full length of a ten-car, {{convert|514|ft|m|-long|adj=mid}} train.{{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}} The work was done only on the downtown side to save costs, and that platform was chosen for lengthening since it was the main unloading side in the business district.{{Citation needed|date=July 2020}}

= Closure =

File:IRT Worth St. Station To Be Closed Reade-Lafayette Stairway To Open (1962).jpg

On January 3, 1957, the New York City Transit Authority announced that this station would be closed within two years as part of a plan to improve the Brooklyn Bridge–City Hall station. As part of the project, the platforms at Brooklyn Bridge would be lengthened to accommodate ten-car trains, and the curved platform at Brooklyn Bridge would be eliminated. In order to achieve both of these goals, the platforms would be extended {{convert|250|ft|m}} to the north. The Worth Street station would be closed as it would only be {{convert|600|ft|m}} feet away from the platforms at Brooklyn Bridge. If the station were retained, service on the line would be slowed down, and there was no suitable signal system that could operate with such a short distance. The project would cost $4.4 million and was projected to take two years.{{Cite news|url=https://www.nytimes.com/1957/01/04/archives/irt-will-abandon-worth-st-station-decision-based-on-planned.html|first=Stanley|last=Levey|work=The New York Times|issn=0362-4331|title=IRT Will Abandon Worth St. Station; Decision Based on Planned Extension of the Brooklyn Bridge Stop by 250 Feet|date=January 4, 1957 |access-date=September 4, 2016}}

The station was closed on September 1, 1962, with the completion of work at Brooklyn Bridge. While the opening of new entrance at the northwest corner of Reade Street and Lafayette Street was also scheduled for that date,{{cite news |title=New Platform for IRT Locals At Brooklyn Bridge to End Jams |first=Charles |last=Grutzner |url=https://www.nytimes.com/1962/09/01/archives/new-platform-for-irt-locals-at-brooklyn-bridge-to-end-jams-sharp.html |work=The New York Times |issn=0362-4331|date=September 1, 1962

|page=42 |access-date=May 30, 2010}} it ended up opening a week later.{{Cite book|url=https://books.google.com/books?id=uLLVAAAAMAAJ&q=%22worth+street%22|title=ERA Headlights|date=1962|publisher=Electric Railroaders Association|language=en}} After the Worth Street station's closure, Brooklyn Bridge–City Hall was renamed Brooklyn Bridge–Worth Street.{{Cite web|date=1962|title=IRT Worth St. Station To Be Closed Reade-Lafayette Stairway To Open|url=https://www.flickr.com/photos/127872292@N06/50084189452/|access-date=July 6, 2020|website=Flickr|publisher=New York City Transit Authority}} This name lasted until at least 1984,{{cite news |title=Repairs to Subway Track Force Rerouting of Lines |author=The Associated Press |url=https://www.newspapers.com/image/703920032/ |url-access=subscription |work=Newsday |date=April 21, 1984 |access-date=October 18, 2023}} though has since fallen out of use.{{cite web |url=https://untappedcities.com/2013/12/04/abandoned-worth-street-subway-station-nyc/ |title=The Abandoned Worth Street Subway Station in NYC |first=Joyce |last=Lam |date=December 4, 2013 |website=Untapped New York |access-date=October 18, 2023}}

Station layout

{{NYCS Platform Layout IRT Lexington Avenue Line/Park Avenue South former stations}}

Like other local stations, Worth Street has four tracks and two abandoned side platforms. The two local tracks, which formerly served the station, are used by the 6 train at all times, <6> trains during weekdays in the peak direction, and the 4 train during late nights. The two express tracks are used by the 4 and 5 trains during daytime hours.{{NYCS const|trackref|trackbook3}} The platforms were originally {{convert|200|ft}} long, like at other local stations on the original IRT.{{Rp|4}}{{rp|8}} The southbound platform later became {{convert|520|ft}} long. The platforms were curved significantly. The curves made it impossible for all doors on trains to open at the station, when it was in use,{{Cite news|date=August 29, 1962|title=Station To Open: $6-Million Subway Platform In Lower Manhattan|work=The Hackensack Record|url=https://www.newspapers.com/clip/54831780/the-record/|access-date=July 6, 2020}} and many accidents occurred at the large gaps between trains and the platforms.{{Cite book|last=Skinner|first=Burrhus Frederic|url=https://books.google.com/books?id=azw29F4e7lUC&q=%22worth+street%22+%22IRT%22&pg=PT158|title=Verbal Behavior|date=1957|publisher=Appleton-Century-Crofts|isbn=9780390812957|language=en}} Wide fare control areas were located at the southern end of the platforms.{{Cite web|title=Fare Control Area at Worth Street|url=http://www.guerrillaexploring.com/gesite/public_html/images/guerrilla/GES175/GES175-09.jpg|access-date=July 6, 2020|website=guerrillaexploring.com}}

As with other stations built as part of the original IRT, the station was constructed using a cut-and-cover method.{{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}}}}{{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 former platform consists of {{Convert|3|in|cm|-thick|abbr=|adj=mid}} concrete slabs, beneath which are drainage basins. The former platforms contain glazed tile columns spaced every {{Convert|15|ft||abbr=}}.{{Rp|4}}{{rp|9}} Alternating platform columns had tiles reading "WORTH".{{Cite web|date=1960|title=Image of the southbound platform at Worth Street|url=https://www.nycsubway.org/perl/show?151327|access-date=July 6, 2020|website=nycsubway.org}} 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=2020-12-20|publisher=Historic American Engineering Record|pages=1–46 (PDF pp. 367–412)|postscript=. {{PD-notice}}}}{{rp|9}} Alternating columns between the local and express tracks had black on white signs reading "Worth."{{Cite web|title=Worth Street sign on column|url=http://www.columbia.edu/~brennan/abandoned/Worth.sign.jpg|access-date=July 6, 2020|website=Abandoned Stations}} 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}}

The decorative scheme consisted of blue/green tile tablets, buff tile bands, a green terracotta cornice, and buff terracotta plaques.{{rp|34}}{{Cite journal|date=January 31, 1903|title=The Subway and its Stations|url=https://books.google.com/books?id=ELJCAQAAIAAJ&q=%22%2C+at+the+Worth+Street+station%2C+dull+green%22&pg=PA176|journal=Harper's Weekly|volume=47|issue=2406|pages=176}} 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 decorative work was performed by tile contractor Manhattan Glass Tile Company and terracotta contractor Atlantic Terra Cotta Company.{{rp|34}} The station walls had shields with the white letter "W".{{Cite web|date=2002|title=Shield at Worth Street|url=http://www.columbia.edu/~brennan/abandoned/Worth.shield.jpg|access-date=July 6, 2020|website=Abandoned Stations}} The station's walls and columns have been heavily covered with graffiti.{{Cite web|last=Anastasio|first=Joe|date=August 17, 2005|title=Exploring the Abandoned Worth Street Subway Station (2005)|url=https://ltvsquad.com/2005/08/17/exploring-the-abandoned-worth-street-subway-station/|access-date=July 6, 2020|website=ltvsquad.com}}

The station lies beneath the sidewalk on the west side of Foley Square. When the Federal Plaza Building was in the planning stages, it was found that, because of the existence of the station, the building could not extend out to Foley Square. As a result, that structure is set far back from the street, well beyond the station. The building's plaza and fountain lie directly above the station.{{Citation needed|date=July 2020}}

References

External links

{{NYCS ref|http://www.nycsubway.org/perl/stations?5:3356|IRT East Side Line|Worth Street}}
Abandoned Stations — [http://www.columbia.edu/~brennan/abandoned/worth.html Worth Street]
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]

Category:Defunct Interborough Rapid Transit Company stations

Category:IRT Lexington Avenue Line stations

Category:Railway stations in the United States opened in 1904

Category:1904 establishments in New York City

Category:1962 disestablishments in New York (state)

Category:Former elevated and subway stations in Manhattan

Category:Civic Center, Manhattan

Category:Railway stations in the United States closed in 1962