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149th Street–Grand Concourse station

Coordinates: 40°49′05″N 73°55′39″W / 40.8181°N 73.9275°W / 40.8181; -73.9275
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 149 Street–Grand Concourse
 "2" train​"4" train​"5" train
New York City Subway station complex
Street entrance
Station statistics
AddressEast 149th Street & Grand Concourse
Bronx, NY 10451
BoroughThe Bronx
LocaleMott Haven, Melrose
Coordinates40°49′05″N 73°55′39″W / 40.8181°N 73.9275°W / 40.8181; -73.9275
DivisionA (IRT)[1]
LineIRT Jerome Avenue Line
IRT White Plains Road Line
Services   2 all times (all times)​
   4 all times (all times)​
   5 all except late nights (all except late nights)
TransitBus transport NYCT Bus: Bx1, Bx2, Bx19
Levels2
Other information
Accessiblenot ADA-accessible; currently undergoing renovations for ADA access
Traffic
20232,087,779[2] Increase 3%
Rank162 out of 423[2]
Location
149th Street–Grand Concourse station is located in New York City Subway
149th Street–Grand Concourse station
149th Street–Grand Concourse station is located in New York City
149th Street–Grand Concourse station
149th Street–Grand Concourse station is located in New York
149th Street–Grand Concourse station
Street map

Map

Station service legend
Symbol Description
Stops all times except late nights Stops all times except late nights
Stops all times Stops all times

The 149th Street–Grand Concourse station is a New York City Subway station complex shared by the IRT Jerome Avenue Line and the IRT White Plains Road Line. It is located at East 149th Street and Grand Concourse in Mott Haven and Melrose in the Bronx. The complex is served by the 2 and 4 trains at all times, and by the 5 train at all times except late nights.

History

First subway

Planning for a subway line in New York City dates to 1864.[4]: 21  However, development of what would become the city's first subway line did not start until 1894, when the New York State Legislature authorized the Rapid Transit Act.[4]: 139–140  The subway plans were drawn up by a team of engineers led by William Barclay Parsons, chief engineer of the Rapid Transit Commission. 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.[5]: 3  A plan was formally adopted in 1897, and legal challenges were resolved near the end of 1899.[4]: 148  The Rapid Transit Construction Company, organized by John B. McDonald and funded by August Belmont Jr., signed the initial Contract 1 with the Rapid Transit Commission in February 1900,[6] in which it would construct the subway and maintain a 50-year operating lease from the opening of the line.[4]: 165  In 1901, the firm of Heins & LaFarge was hired to design the underground stations.[5]: 4  Belmont incorporated the Interborough Rapid Transit Company (IRT) in April 1902 to operate the subway.[4]: 182 

The 149th Street–Mott Avenue station was constructed as part of the connection between the IRT's East Side Branch (now the Lenox Avenue Line) and the West Farms Branch (now the White Plains Road Line).[6][7]: 252  This connection was constructed in two phases: section 9A, west of Gerard Avenue in the Bronx, and section 9B, east of Gerard Avenue. McMullen and McBean were hired to build section 9A on September 10, 1901, while J. C. Rodgers & Son were hired to build section 9B on June 13, 1901.[6]: 233 

The 8,000-foot-long (2,400 m) section 9 began at 135th Street and Lenox Avenue in Manhattan, ran under the Harlem River, and surfaced in the Bronx at Melrose Avenue. In the portions of this double track section not beneath the river, three types of construction (standard steel frame, reinforced concrete, and concrete arch) were used. Twin cast-iron tunnels were built under the Harlem River tunnel; each measured 450 feet (140 m) long, with an interior diameter of 14 feet (4.3 m), and were connected by a vertical cast iron diaphragm. The two tubes were surrounded by a layer of concrete measuring at least 1 foot (0.30 m) thick, while the roof was covered by a layer of concrete 2.5 feet (0.76 m) thick. An order issued by the United States War Department required that the top of the subway tunnel be at least 20 feet (6.1 m) below the tide level of the river. As a result, the tubes sloped downward at a 3 percent grade on either side of the river; these were the steepest sections of track built in Contract 1.[7]: 252  Since the river bed contained clay, silt, and irregular rock, it could not be excavated using a conventional shield. Instead, the contractor suggested building a submerged rectangular cofferdam extending from the shore to the middle of the river, then excavating the riverbed and constructing the tunnel one half at a time. The Chief Engineer of the Rapid Transit Commission agreed to permit this method of tunnel construction, and work on the Harlem River tunnel began from the west side of the river in June 1901.[7]: 253 

The connection between the IRT White Plains Road Line and the IRT Lenox Avenue Line, including the 149th Street station, opened on July 10, 1905. Trains from the newly opened IRT subway ran via the line.[8][9][10] Initially, the station was served by East Side express trains, which had their southern terminus at South Ferry and had their northern terminus at 145th Street or West Farms (180th Street).[11] In 1906, West Farms express trains began operating through to Atlantic Avenue in Brooklyn.[12]

To address overcrowding, in 1909, the New York Public Service Commission proposed lengthening platforms at stations along the original IRT subway.[13]: 168  As part of a modification to the IRT's construction contracts, made on January 18, 1910, the company was to lengthen station platforms to accommodate ten-car express and six-car local trains. In addition to $1.5 million (equivalent to $49.1 million in 2023) spent on platform lengthening, $500,000 (equivalent to $16,350,000 in 2023) was spent on building additional entrances and exits. It was anticipated that these improvements would increase capacity by 25 percent.[14]: 15  Both platforms at the 149th Street station were extended 130 feet (40 m) to the east.[14]: 113  On January 23, 1911, ten-car express trains began running on the West Farms Branch. The platforms at the Mott Avenue station were only eight cars long.[13]: 168 [15]

Dual Contracts

The Dual Contracts, which were signed on March 19, 1913, were contracts for the construction and/or rehabilitation and operation of rapid transit lines in the City of New York. The contracts were "dual" in that they were signed between the City and two separate private companies (the Interborough Rapid Transit Company and the Brooklyn Rapid Transit Company), all working together to make the construction of the Dual Contracts possible. The Dual Contracts promised the construction of several lines in the Bronx. As part of Contract 3, the IRT agreed to build an elevated line along Jerome Avenue in the Bronx.[16][17][18]

The Jerome Avenue Line station opened as part of the initial section of the line to Kingsbridge Road on June 2, 1917. Service was initially operated as a shuttle between Kingsbridge Road and 149th Street.[19][20] Through service to the IRT Lexington Avenue Line began on July 17, 1918.[21] The line was completed with a final extension to Woodlawn on April 15, 1918.[22] This section was initially served by shuttle service, with passengers transferring at 167th Street.[23][24] On August 1, 1918, the Broadway–Seventh Avenue Line opened south of Times Square–42nd Street, thereby dividing the original IRT line into an "H"-shaped system. Through service began on the new east and west side trunk lines.[25] In 1920, a project to extend the Mott Avenue station platforms 230 feet (70 m) to the west to provide a connection with a proposed station on the New York Central Railroad was completed.[26]

Post-unification

The city government took over the IRT's operations on June 12, 1940.[27][28] The IRT routes were given numbered designations with the introduction of "R-type" rolling stock. These fleet contained rollsigns with numbered designations for each service. The first such fleet, the R12, was put into service in 1948.[29] The route from the Broadway–Seventh Avenue Line to the White Plains Road Line became known as the 2. The route from the Lexington Avenue Line to the Jerome Avenue Line became the 4, while the route from the Lexington Avenue Line to the White Plains Road Line became the 5.[30]

The original elevators to the White Plains Road Line platforms, and the areas near the elevators, were closed in 1975 due to security reasons. The MTA initially stated in February 2014 that there were no plans to reopen the elevators, since the station "was not a main station". In 2013, several local institutions and groups of riders protested in support of restoring the elevators.[31] As part of the MTA's 2015-2019 Capital Program, all platforms at the 149th Street–Grand Concourse station are planned to receive full ADA accessibility.[32][33][34]: 90  In December 2015, the MTA initially agreed to repair both elevators in addition to installing another one across the street. It was estimated that $45 million would go towards this previous elevator installation and repair plan.[35][36][37] It is estimated that "over $50 million" will go towards the current installation and repair plan.[38] Construction on new elevators and the refurbishment of an existing elevator shaft started in August 2020 after a "preliminary design stage,"[39] and substantial completion is projected for July 2023.[40]

In 2022, the New York State Legislature passed a bill to rename the station as 149th Street–Hostos station. Governor Kathy Hochul signed the bill into law in June 2022.[41]

Station layout

G Street level Exit/entrance
B1 Mezzanine Fare control, station agent, Metrocard vending machines
B2 Northbound local ← "4" train toward Woodlawn (161st Street–Yankee Stadium)
Island platform
Peak-direction express ← "4" train PM rush toward Woodlawn (161st Street–Yankee Stadium)
(No service: Burnside Avenue)
"4" train AM rush toward Crown Heights–Utica Avenue (125th Street) →
Island platform
Southbound local "4" train toward Crown Heights–Utica Avenue (New Lots Avenue late nights) (138th Street–Grand Concourse) →
B3 Mezzanine Transfer between platforms
B4 Side platform
Northbound ← "2" train toward Wakefield–241st Street (Third Avenue–149th Street)
← "5" train toward Eastchester–Dyre Avenue or Nereid Avenue (Third Avenue–149th Street)
Southbound "2" train toward Flatbush Avenue–Brooklyn College via Seventh (135th Street) →
"5" train toward Flatbush Avenue via Lexington weekdays, Bowling Green evenings/weekends (138th Street–Grand Concourse) →
Side platform

Exits

There are two exit stairs each to the southwest and southeast corners of 149th Street and Grand Concourse.[42]

Elevators

When the station was first opened, the only way to exit the station was through two elevators. The elevators had four levels: one at the northbound lower level platform, one at the level of a pedestrian overpass connecting the two lower level platforms at their southern ends, one at the mezzanine of the upper level platforms (added when those platforms were opened),[citation needed] and one at a street-level headhouse.[43][44] When the elevators were opened up for service, they were considered state-of-the-art at the time, holding up to 20 people. The elevators closed in 1975.[31]

As of 2020, the MTA planned to rebuild one of the two original elevators so that it operates from the headhouse to the pedestrian overpass above the lower level platforms, and build two new elevators with three stops. One elevator would have stops at both Manhattan-bound platforms and the overpass, and the other would have stops at both northbound platforms and the overpass. A new fare control area would be built somewhere in the overpass level.[45] Construction began in mid-2021.[46]

Unbuilt New York Central Railroad station

There are some remaining signs on the walls that point to a never-built station of the New York Central Railroad lines (now part of Metro-North Railroad).[47] The station had been approved in 1908 and would have been located at 149th Street and Park Avenue, one block east.[48]

IRT Jerome Avenue Line platforms

 149 Street–Grand Concourse
 "4" train
New York City Subway station (rapid transit)
View from southbound platform
Station statistics
DivisionA (IRT)[1]
LineIRT Jerome Avenue Line
Services   4 all times (all times)
StructureUnderground
Platforms2 island platforms
cross-platform interchange
Tracks3
Other information
OpenedJune 2, 1917; 107 years ago (1917-06-02)
Accessiblenot ADA-accessible; currently undergoing renovations for ADA access
Opposite-
direction
transfer		Yes
Traffic
20232,087,779[2] Increase 3%
Rank162 out of 423[2]
Services
Preceding station New York City Subway New York City Subway Following station
161st Street–Yankee Stadium
4 all times
toward Woodlawn
 125th Street
4 rush hours, peak direction
express
138th Street–Grand Concourse
4 all except rush hours, peak direction
toward Crown Heights–Utica Avenue
Track layout

Legend
to Burnside Av
to 161 St
to 138 St
to 125 St
Station service legend
Symbol Description
Stops all times except rush hours in the peak direction Stops all times except rush hours in the peak direction
Stops all times Stops all times
Stops rush hours in the peak direction only Stops rush hours in the peak direction only

The 149th Street–Grand Concourse station is an express station on the IRT Jerome Avenue Line that has three tracks and two island platforms, with the center track used during rush hours in the peak direction. This station is on the upper level of the two-level station complex, with a free transfer to the IRT White Plains Road Line on the lower level.

The station was opened on June 2, 1917, and was the southern terminus of the Jerome Avenue Line[49] until it was extended through Mott Haven Avenue into the Upper East Side extension of the IRT Lexington Avenue Line.[49][21]

IRT White Plains Road Line platforms

 149 Street–Grand Concourse
 "2" train​"5" train
New York City Subway station (rapid transit)
View from northbound platform
Station statistics
DivisionA (IRT)[1]
LineIRT White Plains Road Line
Services   2 all times (all times)
​   5 all times except late nights (all times except late nights)
StructureUnderground
Platforms2 side platforms
Tracks2
Other information
OpenedJuly 10, 1905; 119 years ago (1905-07-10)
Accessiblenot ADA-accessible; currently undergoing renovations for ADA access
AccessibilitySame-platform wheelchair transfer available
Opposite-
direction
transfer		Yes
Former/other namesMott Avenue
Traffic
20232,087,779[2] Increase 3%
Rank162 out of 423[2]
Services
Preceding station New York City Subway New York City Subway Following station
Third Avenue–149th Street
2 all times ​5 all times except late nights
via East 180th Street
Local 		135th Street
2 all times
toward Flatbush Avenue–Brooklyn College
138th Street–Grand Concourse
5 all except late nights
toward Flatbush Avenue–Brooklyn College
Track layout

Legend
to 3 Av–149 St
from 138 St–GC
to 138 St–GC
to 135 St
Station service legend
Symbol Description
Stops all times except late nights Stops all times except late nights
Stops all times Stops all times
Mott Avenue Control House
Seen in November 2014
MPSNew York City Subway System MPS
NRHP reference No.80002590[50]
Added to NRHPMay 6, 1980

The 149th Street–Grand Concourse station on the IRT White Plains Road Line has two tracks and two side platforms. The station is built at a deep level and contains arched ceilings, similar in design to those of 168th Street and 181st Street stations on the IRT Broadway–Seventh Avenue Line. As a result, it was initially only accessible by elevators.[51]: 8 [52] Unlike at other stations on the original IRT, there was an overpass connecting the two platforms.[53]: 146 

Originally opened as the Mott Avenue station on July 10, 1905, 149th Street–Grand Concourse was the first subway station to be opened in the Bronx. The original headhouse is listed in the National Register of Historic Places.[50]

Today, all of the original mosaic "Mott Avenue" name tablets have been covered over with metal "149 St–Grand Concourse" signs. Only one name tablet, located on the downtown platform between the last two staircases at the northern end, remained uncovered and survived intact until a few years into the 21st century when a serious water leak after very heavy rainfall caused individual tiles to separate from the wall and fall off. There were no known plans by the MTA to repair or restore this name tablet. In late 2011, the MTA covered this name tablet with a metal "149 St–Grand Concourse" sign. Until 2002, there were no columns between the northbound and southbound tracks; thin supports for a communications conduit have since been installed.

South of the station, there are track connections to the IRT Jerome Avenue Line. The line splits and makes a sharp turn to merge with the Jerome Avenue Line just south of the upper level station. Due to high usage levels and the sharp turn of the connection, it often causes delays on the 5 train. The White Plains Road Line continues straight under the Harlem River and merges with the IRT Lenox Avenue Line at 142nd Street Junction.[54]

References

  1. ^ a b c "Glossary". Second Avenue Subway Supplemental Draft Environmental Impact Statement (SDEIS) (PDF). Vol. 1. Metropolitan Transportation Authority. March 4, 2003. pp. 1–2. Archived from the original (PDF) on February 26, 2021. Retrieved January 1, 2021.
  2. ^ a b c d e f "Annual Subway Ridership (2018–2023)". Metropolitan Transportation Authority. 2023. Retrieved April 20, 2024.
  3. ^ "Subway and bus ridership for 2020". MTA. MTA. Archived from the original on October 31, 2021. Retrieved December 30, 2021.
  4. ^ a b c d e Walker, James Blaine (1918). Fifty Years of Rapid Transit — 1864 to 1917. New York, N.Y.: Law Printing. Retrieved November 6, 2016.
  5. ^ a b "Interborough Rapid Transit System, Underground Interior" (PDF). New York City Landmarks Preservation Commission. October 23, 1979. Archived (PDF) from the original on March 27, 2016. Retrieved November 19, 2019.
  6. ^ a b c Report of the Board of Rapid Transit Railroad Commissioners for the City of New York For The Year Ending December 31, 1904 Accompanied By Reports of the Chief Engineer and of the Auditor. Board of Rapid Transit Railroad Commissioners. 1905. pp. 229–236.
  7. ^ a b c Scott, Charles (1978). "Design and Construction of the IRT: Civil Engineering" (PDF). Historic American Engineering Record. pp. 208–282 (PDF pp. 209–283). Archived (PDF) from the original on January 17, 2021. Retrieved December 20, 2020. Public Domain This article incorporates text from this source, which is in the public domain.{{cite web}}: CS1 maint: postscript (link)
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  18. ^ "Most Recent Map of the Dual Subway System Which Shows How Brooklyn Borough Is Favored In New Transit Lines". The Brooklyn Daily Eagle. September 9, 1917. Archived from the original on November 22, 2021. Retrieved August 23, 2016 – via newspapers.com. Open access icon
  19. ^ "Service Begun on the Jerome Avenue Line". Public Service Record. 4 (6). June 1917. Archived from the original on May 24, 2022. Retrieved June 1, 2022.
  20. ^ Annual report of the Interborough Rapid Transit Company For The Year Ended June 30, 1917. Interborough Rapid Transit Company. 1917. hdl:2027/mdp.39015016416920. Archived from the original on August 2, 2022. Retrieved June 1, 2022. {{cite book}}: |website= ignored (help)
  21. ^ a b Brooklyn Daily Eagle Almanac. The Brooklyn Daily Eagle. 1922. p. 372. Archived from the original on April 17, 2022. Retrieved May 2, 2020.
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  27. ^ "City Transit Unity Is Now a Reality; Title to I.R.T. Lines Passes to Municipality, Ending 19-Year Campaign". The New York Times. June 13, 1940. ISSN 0362-4331. Archived from the original on January 7, 2022. Retrieved May 14, 2022.
  28. ^ "Transit Unification Completed As City Takes Over I. R. T. Lines: Systems Come Under Single Control After Efforts Begun in 1921; Mayor Is Jubilant at City Hall Ceremony Recalling 1904 Celebration". New York Herald Tribune. June 13, 1940. p. 25. ProQuest 1248134780.
  29. ^ Brown, Nicole (May 17, 2019). "How did the MTA subway lines get their letter or number? NYCurious". amNewYork. Archived from the original on March 2, 2021. Retrieved January 27, 2021.
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  31. ^ a b "Group Calls For South Bronx Subway Elevator To Be Restored After 30 Years". CBS New York. January 20, 2014. Archived from the original on April 23, 2019. Retrieved May 1, 2020.
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  34. ^ Capital Program Oversight Committee Meeting November 2018 (PDF). Capital Program Oversight Committee Meeting November 2018. Metropolitan Transportation Authority. November 13, 2018. Archived (PDF) from the original on July 17, 2019. Retrieved November 10, 2018 – via mta.info.
  35. ^ Assunção, Muri (December 10, 2015). "MTA will repair Concourse elevator after 40 years". Mott Haven Herald. Archived from the original on April 23, 2019. Retrieved May 1, 2020.
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  40. ^ https://new.mta.info/document/44206 Archived July 16, 2021, at the Wayback Machine PDF page 16
  41. ^ "NY State Senate Bill S8294A". NY State Senate. March 10, 2022. Archived from the original on May 23, 2022. Retrieved July 2, 2022.
  42. ^ "149th Street–Grand Concourse Neighborhood Map" (PDF). new.mta.info. Metropolitan Transportation Authority. April 2018. Archived (PDF) from the original on July 3, 2018. Retrieved February 28, 2019.
  43. ^ "Showing Image 7913". www.nycsubway.org. Archived from the original on August 20, 2020. Retrieved April 23, 2019.
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  45. ^ https://www.youtube.com/watch?v=2m5SBsXeHuQ Archived July 27, 2021, at the Wayback Machine 13:28
  46. ^ Conde, Ed García (June 11, 2021). "Elevator Construction Begins at 149th St-Grand Concourse". Welcome2TheBronx. Retrieved October 10, 2022.
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  50. ^ a b "New York MPS Mott Avenue Control House". Records of the National Park Service, 1785 - 2006, Series: National Register of Historic Places and National Historic Landmarks Program Records, 2013 - 2017, Box: National Register of Historic Places and National Historic Landmarks Program Records: New York, ID: 75312110. National Archives.
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