167th Street station (IRT Jerome Avenue Line)

History

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.

167th Street 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.

On July 1, 1918, trains on the Ninth Avenue Elevated began stopping here, as they were extended from 155th Street, entering the Bronx via the Putnam Bridge, a now-demolished swing bridge immediately north of the Macombs Dam Bridge, to connect with the Jerome Avenue line between 161st Street and 167th Street.

Through service to the IRT Lexington Avenue Line began on July 17, 1918. The line was completed with a final extension to Woodlawn on April 15, 1918. This section was initially served by shuttle service, with passengers transferring at this station. The construction of the line encouraged development along Jerome Avenue, and led to the growth of the surrounding communities.

A new high exit turnstile entrance from the southern end of the northbound platform opened on October 6, 1931.

The city government took over the IRT's operations on June 12, 1940. Also in 1940, the New York City Board of Transportation proposed that the IRT Ninth Avenue Line should be connected to the IRT Lenox Avenue Line near the current Harlem–148th Street station. However, the tunnel from Sedgwick Avenue to Anderson–Jerome Avenues was built to elevated-railway standards, whose "open" third rails were shorter than the subway's "covered" third rails, as the "open" rails did not have any protective covers on top. This incompatibility prevented the connection from being built. Another issue was that the Ninth Avenue Line could not carry subway cars, it was only strong enough to carry the lighter elevated cars.

From 1940 to 1958, 167th Street served as a terminal for the last remnant of the Ninth Avenue El operating from 155th Street (Polo Grounds) to 167th Street. On reaching 167th Street, trains would switch to the center track, change direction, and return to 155th Street on the downtown track. Service was eventually reduced to a single two-car train operating in both directions on the uptown track. In 1958, service was discontinued after the New York Giants left for San Francisco. From the southern end of the station, the ramps leading to the Ninth Avenue line structure can still be seen. These ramps end south of the southwest corner of River Avenue and 164th Street, between Gate 8 and the 164th Street parking garage at Yankee Stadium.

This station was rehabilitated in 2004.

Station layout

This elevated station has three tracks with two side platforms. The 4 stops here at all times.

This station has old-style signs that have been painted over and covered up with new-style signs. It also features new fare control railings as a crossunder.

Exits

Fare control is situated in the mezzanine under the tracks. Outside of the fare control area, exit stairs go to all corners of River Avenue and 167th Street.

References

References

1. {{cite NYC bus map. Bx
2. (1913). "New Subways For New York: The Dual System of Rapid Transit Chapter 5: Terms and Conditions of Dual System Contracts". New York Public Service Commission.
3. (1912). "The Dual System of Rapid Transit (1912)". New York State Public Service Commission.
4. (September 9, 1917). "Most Recent Map of the Dual Subway System Which Shows How Brooklyn Borough Is Favored In New Transit Lines". The Brooklyn Daily Eagle.
5. (June 1917). "Service Begun on the Jerome Avenue Line". Public Service Record.
6. (1917). "Annual report of the Interborough Rapid Transit Company For The Year Ended June 30, 1917". Interborough Rapid Transit Company.
7. (February 18, 1903). "Along the Line".
8. (July 2, 1918). "Open New Subway To Regular Traffic — First Train On Seventh Avenue Line Carries Mayor And Other Officials — To Serve Lower West Side — Whitney Predicts An Awakening Of The District — New Extensions Of Elevated Railroad Service". The New York Times.
9. (1922). "Brooklyn Daily Eagle Almanac". The Brooklyn Daily Eagle.
10. (April 13, 1918). "Jerome Av. Line Ordered Opened.". The New York Times.
11. (1916). "Brooklyn Daily Eagle Almanac". The Brooklyn Daily Eagle.
12. (1993). "A History of the New York City Subway System". J. Schmidt, R. Giglio, and K. Lang.
13. (1922). "Eleventh Annual Report For The Calendar Year 1931". New York State Transit Commission.
14. (1940-06-13). "City Transit Unity Is Now a Reality; Title to I.R.T. Lines Passes to Municipality, Ending 19-Year Campaign". The New York Times.
15. (June 13, 1940). "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.
16. (1945). "Report, Including Analysis of Operations of the New York City Transit System: For Five Years Ended June 30, 1945".
17. "History of the Independent Subway".
18. {{cite rnt
19. "Polo Grounds Shuttle".
20. (July 5, 2004). "Three Bronx subway stations closed to undergo renovations for four months". news12.
21. Feuer, Alan. (March 27, 2004). "Riders on No. 4 Subway Line Rerouted by Station Upgrades". The New York Times.
22. {{NYCS const. trackref. trackbook
23. {{NYCS const. timetable. 4
24. (April 2018). "167th Street Neighborhood Map". Metropolitan Transportation Authority.