View source for IRT Broadway–Seventh Avenue Line

{{short description|New York City Subway line}}
{{distinguish|BMT Broadway Line}}
{{Use American English|date=February 2025}}
{{good article}}
{{Use mdy dates|date=August 2023}}
{{Infobox rail line
|color = {{rcr|NYCS|Seventh}}
|name = IRT Broadway–Seventh Avenue Line
|image = {{rint|nycs|1|size=50}}{{rint|nycs|2|size=50}}{{rint|nycs|3|size=50}}
|image_width = 150 px
|caption = The [[1 (New York City Subway service)|1]], [[2 (New York City Subway service)|2]], and [[3 (New York City Subway service)|3]], which use the Broadway–Seventh Avenue Line through [[Midtown Manhattan]], are colored red.
|type = [[Rapid transit]]
|system = [[New York City Subway]]
|status = 
|locale       = [[Manhattan]] and [[the Bronx]], [[New York City]]
|owner       = [[Government of New York City|City of New York]]
|operator    = [[New York City Transit Authority]]
|start = [[Van Cortlandt Park–242nd Street (IRT Broadway–Seventh Avenue Line)|Van Cortlandt Park–242nd Street]]
|end = {{ubl|[[South Ferry (IRT Broadway–Seventh Avenue Line)|South Ferry]] (Manhattan branch)|[[Borough Hall (IRT Broadway–Seventh Avenue Line)|Borough Hall]] (Brooklyn branch)}}
|stations = 44
|routes = 
| daily_ridership = 772,083 (south of 96th Street)<br/> 230,318 (north of 96th Street) (2023, weekday){{efn|This total is achieved by adding the total ridership of the stations on the Broadway–Seventh Avenue Line.<ref name="ridership">{{NYCS const|riderref|weekday}}</ref>}}
|open = 1904–1919
|close = 
|character = {{ubl|Underground (Brooklyn {{avoid wrap|and most of Manhattan)}}|Elevated (125th Street {{avoid wrap|and North of Inwood)}}}}
|stock = 
|linelength  = 
|tracklength = 
| tracks = 1–4
|gauge       = {{RailGauge|ussg}}
| electrification = [[Railway electric traction|625V DC third rail]]
|speed       = 
|elevation   =
|map         ={{IRT Broadway–Seventh Avenue Line|inline=1}}
|map_state   = collapsed
}}

The '''IRT Broadway–Seventh Avenue Line''' (also known as the '''IRT Seventh Avenue Line''' or the '''IRT West Side Line''') is a [[New York City Subway]] line. It is one of several lines that serves the [[A Division (New York City Subway)|A Division]], stretching from [[South Ferry (IRT Broadway–Seventh Avenue Line)|South Ferry]] in [[Lower Manhattan]] north to [[Van Cortlandt Park–242nd Street (IRT Broadway–Seventh Avenue Line)|Van Cortlandt Park–242nd Street]] in [[Riverdale, Bronx]].<ref>{{cite web|url=http://web.mta.info/capconstr/sft/documents/chapters/513_archaeo_and_historic_resources.pdf|title=South Ferry Terminal Project, Environmental Assessment and Section 4(f) Evaluation Chapter 5–13: Archaeological and Historic Resources|date=May 2004|website=mta.info|publisher=Metropolitan Transportation Authority|pages=5–110|access-date=May 30, 2017}}</ref> The Brooklyn Branch, known as the Wall and William Streets Branch during construction,<ref>{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1919/01/14/109331226.pdf|title=$377,000,000 Spent on Subways in 1918 — Public Service Commission Reports Good Progress on New Lines — Promise 300 Miles in 1919 — City's Transportation Lines Carried 1,975,482,316 Passengers in Past Year|date=January 14, 1919|newspaper=The New York Times|access-date=August 26, 2016|page=13|issn=0362-4331}}</ref><ref>{{cite web|url=http://web.mta.info/capital/fc_docs/pa_summ_0306.pdf|title=Status Report On the Programmatic Agreement regarding the Fulton Street Transit Center Project In New York City, New York|date=March 2006|website=mta.info|publisher=Metropolitan Transportation Authority|page=4|access-date=May 28, 2017}}</ref> from the main line at [[Chambers Street (IRT Broadway–Seventh Avenue Line)|Chambers Street]] southeast through the Clark Street Tunnel to [[Borough Hall (IRT Broadway–Seventh Avenue Line)|Borough Hall]] in [[Downtown Brooklyn]], is also part of the Broadway–Seventh Avenue Line.<ref>{{cite web|url=http://web.mta.info/capital/sas_docs/sdeis/chapter5b.pdf|title=Second Avenue Subway Supplementary Draft Environmental Impact Statement Chapter 5B: Transportation—Subway and Commuter Rail|date=April 2003|website=mta.info|publisher=Metropolitan Transportation Authority|page=5B–12|access-date=May 28, 2017}}</ref> The IRT Broadway–Seventh Avenue Line is the only line to have elevated stations in Manhattan, with two short stretches of elevated track at 125th Street and between Dyckman and 225th Streets.

The line was constructed in two main portions by the [[Interborough Rapid Transit Company]] (IRT), a private operator. The first portion, north of 42nd Street, was opened between 1904 and 1908, and is part of the first subway line in the city. The line ran from [[City Hall (IRT Lexington Avenue Line)|City Hall]], up the [[IRT Lexington Avenue Line|Lexington Avenue Line]], across [[42nd Street Shuttle|42nd Street]], and up Seventh Avenue and Broadway, before splitting into the Broadway Branch and the [[IRT Lenox Avenue Line|Lenox Avenue Line]]. The second portion of the line, that south of 42nd Street, was constructed as part of the [[Dual Contracts]], which were signed between the IRT, the [[New York Municipal Railway]] (a subsidiary of the Brooklyn Rapid Transit Company), and the City of New York. Among the various subway lines that were to be constructed as part of the contracts, the West Side Line was to be extended south along Seventh Avenue to serve Manhattan's West Side.

This extension extended service to the end of Lower Manhattan and into Brooklyn, relieving crowding on the East Side Line, while opening up service to new areas. The [[Pennsylvania Railroad]]'s new hub in Manhattan, [[Pennsylvania Station (New York City)|Penn Station]], could now be accessed by the subway. Additionally, Manhattan's West Side was rebuilt with the arrival of the line. To allow the wide four-track line to go through the area, new streets had to be mapped and built, and new buildings were constructed as a result. Capacity on the IRT's subway system doubled, increasing its usage.

Since the line opened, service patterns have been streamlined. Originally, express and local trains ran to both the Broadway Branch and to the Lenox Avenue Line, resulting in delays. As part of a rebuilding of the line in the late 1950s, all local trains were sent up the Broadway Branch, and all express trains were sent up the Lenox Avenue Line. Accompanying these changes were the lengthening of platforms, new subway cars, and the closing of the [[91st Street (IRT Broadway–Seventh Avenue Line)|91st Street]] station. One other major change in service was the implementation of skip-stop service on the 1 and 9 trains in 1989, but this was discontinued in 2005 as few people benefited. The [[WTC Cortlandt (IRT Broadway–Seventh Avenue Line)|Cortlandt Street]] station, destroyed following the [[September 11 attacks]], was completely rebuilt and reopened in September 2018 as WTC Cortlandt. The original South Ferry station, a five-car [[balloon loop]], was also replaced with a two-track terminal in 2009; the new South Ferry terminal was rebuilt in 2017 after being flooded during [[Hurricane Sandy]] in 2012.

==Description==
[[File:50th Street IRT Broadway 7th Avenue Line 0919.JPG|thumb|[[50th Street station (IRT Broadway–Seventh Avenue Line)|50th Street]], one of the line's original stations]]
Also known as the IRT West Side Line,<ref name="New York City Transit Authority 1953">{{Cite book|url=https://books.google.com/books?id=XZDVAAAAMAAJ&q=%22IRT+West+Side+Line%22|title=Report|date=1953|publisher=New York City Transit Authority|pages=32|language=en}}</ref> since it runs along the [[West Side (Manhattan)|west side]] of [[Manhattan]], the IRT Broadway–Seventh Avenue Line runs from [[Van Cortlandt Park–242nd Street station|Van Cortlandt Park–242nd Street]] in [[the Bronx]], close to New York City's border with [[Westchester County, New York|Westchester]], to [[South Ferry (IRT Broadway-Seventh Avenue Line)|South Ferry]] in [[Lower Manhattan]], at [[South Ferry (Manhattan)|the southernmost point in the borough]]. Along the way, the line serves places such as [[Times Square]], [[Lincoln Center]], [[Columbia University]], and the [[City College of New York]].<ref>
*{{Cite NYCS map|neighborhood|Midtown West}}
*{{Cite NYCS map|neighborhood|Morningside Heights}}</ref> The portion of the line north of [[42nd Street (Manhattan)|42nd Street]] was built as part of the [[History of the IRT subway before 1918|first subway]] in New York in 1904.<ref name="Walker 1918" />{{Rp|162–191}}

Train services that use the IRT Broadway–Seventh Avenue Line are colored {{NYCS const|color|red}} on subway signage and literature.<ref name="Grynbaum 2010" /> The line is served by the {{NYCS trains|Broadway-Seventh}}, which operate together over much of the line. Between 1989 and 2005, the 1 train operated as a [[skip-stop]] service in [[Upper Manhattan]] in tandem with the {{NYCS|9}}. The 1 and 9 alternated skipping stops along the line, with some stops having both trains stop. This was intended to speed commutes without having to have express service run down the line. This service was discontinued after May 27, 2005; from 1994 onward, this skip-stop separation existed only during rush hours.<ref name="mta.info 2005" /><ref name="skip-stop2" />

A third track along much of the line north of [[96th Street (IRT Broadway–Seventh Avenue Line)|96th Street]] has been used in the past for peak direction express service, at least between 96th Street and [[137th Street–City College (IRT Broadway–Seventh Avenue Line)|137th Street]].<ref>{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1906/11/18/101807861.pdf|title=New Subway Expresses Part of the Service Ordered Will Begin To-morrow|date=November 18, 1906|newspaper=The New York Times|access-date=November 6, 2016|page=3|issn=0362-4331}}</ref> This center track is currently used only during construction reroutes. There is another unused third track between Dyckman Street and Van Cortlandt Park–242nd Street. Three yards have connections to the line. The [[240th Street Yard]] is located between Van Cortlandt Park-242nd Street and [[238th Street (IRT Broadway–Seventh Avenue Line)|238th Street]]. This yard holds 21 layup tracks and can hold the entire rolling stock for the 1. The next yard, [[207th Street Yard]] holds a few trains that are used during rush hours and cleans and overhauls some of the line's fleet. Finally, the [[137th Street Yard]] has six tracks, which hold rush hour turn-around trains.<ref name="tracks">{{NYCS const|trackref|trackbook3}}</ref>

Where the Brooklyn Branch ends at its southern end is unclear. In a 1981 list of "most deteriorated subway stations", the MTA listed Borough Hall and Clark Street stations as part of the [[IRT New Lots Line]].<ref>{{cite news|url=https://www.nytimes.com/1981/06/11/nyregion/agency-lists-its-69-most-deteriorated-subway-stations.html|title=Agency Lists Its 69 Most Deteriorated Subway Stations|last1=Gargan|first1=Edward A.|date=June 11, 1981|newspaper=The New York Times|access-date=November 6, 2016|issn=0362-4331}}</ref> However, as of 2007, emergency exit signs label Borough Hall as an IRT Broadway–Seventh Avenue Line station, and the two parts of Borough Hall are signed as being along the Broadway–Seventh Avenue and [[IRT Eastern Parkway Line]]s. At Borough Hall, the [[New York City Subway chaining|chaining]] designations, "K" (Clark Street Tunnel) and "M" ([[Joralemon Street Tunnel]]), which are used to precisely specify locations in the system, join and become "E" (Eastern Parkway Line) at Borough Hall.<ref name="tracks" />

===Clark Street Tunnel===
[[File:Clark St vent & emergency Exit Furman St jeh.jpg|left|thumb|250px|Emergency exit, Furman Street, Brooklyn]]
[[File:Seventh Avenue subway collapse with car fallen in tunnel.jpg|left|thumb|250px|1915 Seventh Avenue subway collapse with car fallen in tunnel]]

The Clark Street Tunnel carries the {{NYCS trains|Clark}} under the [[East River]] between the boroughs of [[Manhattan]] and [[Brooklyn]]. It was opened for revenue service on Tuesday, April 15, 1919, relieving crowding on the [[Joralemon Street Tunnel]] and providing passengers with a direct route between Brooklyn and the west side of [[Manhattan]].<ref name=p576071281>{{cite news |id={{ProQuest|576071281}} |title=50,000 Persons Use New Tube On First Day: Clark Street Tunnel of the West Side Subway Cuts Down the Congestion of Traffic From Brooklyn |date=April 16, 1919 |page=11 |work=New-York Tribune|issn=1941-0646}}</ref><ref>{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1919/04/13/96293789.pdf|title=New Subway Service Between Brooklyn and Manhattan Boroughs|date=April 13, 1919|newspaper=The New York Times|access-date=September 5, 2009|page=114|issn=0362-4331}}</ref> It is about {{convert|5900|ft|m}} long, with about {{convert|3100|ft|m}} underwater.<ref name="McGraw-Hill Publishing Company 1916">{{Cite book|url=https://books.google.com/books?id=mONHAQAAMAAJ&q=5%2C900+feet+long+clark+street+tunnel&pg=PA846|title=Engineering News-record|date=1916|publisher=McGraw-Hill Publishing Company|language=en}}</ref>

Booth & Flinn Ltd. and the O'Rourke Engineering Construction Company received a $6.47 million contract in July 1914 to build a tunnel between Old Slip in Manhattan and Clark Street in Brooklyn.<ref>{{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 2, 2023|issn=0362-4331}}</ref> Construction of the tunnel began on October 12, 1914, using a [[tunneling shield]] in conjunction with compressed air. The tunnel was designed by civil engineer [[Clifford Milburn Holland]], who later served as the first chief engineer of the [[Holland Tunnel]].<ref>{{cite news|url=https://www.nytimes.com/1914/10/11/archives/work-begins-on-new-tubes-under-river-engineer-tells-how-subway.html|title=Work Begins on New Tubes Under River — Engineer Tells How Subway Tunnels Will Be Cut Through to Brooklyn — Will Burrow in Shield — Steel Ring Pushed Forward Under Hydraulic Pressure of 6,000,000 Pounds|date=October 11, 1914|newspaper=The New York Times|access-date=February 28, 2010|page=2|issn=0362-4331}}</ref><ref>{{cite news|url=http://www.nydailynews.com/archives/news/digger-clifford-holland-article-1.821506|title=The Digger Clifford Holland|last=Aronson|first=Michael|date=June 15, 1999|newspaper=New York Daily News|access-date=July 2, 2010|url-status=dead|archive-url=https://web.archive.org/web/20170705231930/http://www.nydailynews.com/archives/news/digger-clifford-holland-article-1.821506|archive-date=July 5, 2017}}</ref> Five hundred men, working in several shifts, excavated the tubes for 24 hours a day.<ref name="nyt-1916-11-26">{{Cite news |date=November 26, 1916 |title=This Week is to See Final Blast in Tube; Tunnel Connecting Old Slip and Clark Street, Brooklyn, Nearing Completion |language=en-US |work=The New York Times |url=https://www.nytimes.com/1916/11/26/archives/this-week-is-to-see-final-blast-in-tube-tunnel-connecting-old-slip.html |access-date=May 2, 2023 |issn=0362-4331}}</ref> The north tube was holed through on November 28, 1916,<ref>{{cite journal|title=Under-River Tunnel Headings Meet|journal=Public Service Record|date=December 1916|volume=III|issue=12|url=http://www.nycsubway.org/wiki/Under-River_Tunnel_Headings_Meet_(1916)|access-date=November 6, 2016}}</ref><ref name=nyt-1916-11-29>{{Cite news|date=November 29, 1916|title=Blast Merges Tube Beneath East River; Two Headings of New Westbound Subway from Brooklyn Vary Only an Inch|language=en-US|work=The New York Times|url=https://www.nytimes.com/1916/11/29/archives/blast-merges-tube-beneath-east-river-two-headings-of-new-westbound.html|access-date=May 2, 2023|issn=0362-4331}}</ref> followed by the south tube on December 19 of the same year.<ref name=nyt-1916-12-20>{{Cite news|date=December 20, 1916|title=Lutheran Book Is Rushed; Published In Seven Days to Answer Charges Against Reformer.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1916/12/20/archives/lutheran-book-is-rushed-published-in-seven-days-to-answer-charges.html|access-date=May 2, 2023|issn=0362-4331}}</ref><ref name=p575661566>{{cite news
|id={{ProQuest|575661566}}
|title=Blast Opens New Tube: South Tunnel of Old Slip-Clark Street Subway Now Clear for Tracking
|date=December 20, 1916
|page=18
|work=New-York Tribune|issn=1941-0646}}</ref>

On December 28, 1990, an electrical fire in the Clark Street Tunnel trapped passengers on a subway train for over half an hour. The fire killed two people and injured 149 others.<ref>{{cite news|url=https://www.nytimes.com/1990/12/29/nyregion/2-subway-riders-die-after-a-blast.html|title=2 Subway Riders Die After Blast|last=McFadden|first=Robert D.|date=December 29, 1990|newspaper=The New York Times|access-date=September 5, 2009|page=27|issn=0362-4331}}</ref>

== History ==

=== Contracts 1 and 2 ===
{{For|further information on the construction of the IRT Broadway–Seventh Avenue Line's initial sections|Early history of the IRT subway#History}}
Operation of the [[Early history of the IRT subway|first subway]] began on October 27, 1904, with the opening of all stations from [[City Hall (IRT Lexington Avenue Line)|City Hall]] to [[145th Street (IRT Broadway – Seventh Avenue Line)|145th Street]] on the West Side Branch.<ref name="Walker 1918">{{cite book|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.|last1=Walker|first1=James Blaine|access-date=November 6, 2016}}</ref>{{Rp|162–191}}<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1904/10/27/101400669.pdf|title=Subway Opening To-day With Simple Ceremony – Exercises at One O'Clock – Public to be Admitted at Seven – John Hay May Be Present – Expected to Represent the Federal Government – President Roosevelt Sends Letter of Regret|date=October 27, 1904|work=The New York Times|access-date=May 28, 2017|issn=0362-4331}}</ref><ref name="145th" /> The line was mostly underground, except for the section surrounding [[125th Street (IRT Broadway–Seventh Avenue Line)|125th Street]], which ran across the elevated Manhattan Valley Viaduct to cross a deep valley there.<ref name="NYCL-1094">{{cite web|url=http://s-media.nyc.gov/agencies/lpc/lp/1094.pdf|title=Interborough Rapid Transit System, Manhattan Valley Viaduct|date=November 24, 1981|publisher=[[New York City Landmarks Preservation Commission]]|access-date=November 19, 2019}}</ref> Service was extended to 157th Street on November 12, 1904, as that station's opening had been delayed because of painting and plastering work.<ref>{{Cite book|url=https://books.google.com/books?id=oJ5RAAAAYAAJ|title=Real Estate Record and Builders' Guide|date=November 12, 1904|publisher=F. W. Dodge Corporation|pages=1026|language=en}}</ref> The West Side Branch was extended northward to a temporary terminus at [[221st Street (IRT Broadway – Seventh Avenue Line)|221st Street]] and Broadway on March 12, 1906, served by shuttle trains operating between 157th Street and 221st Street.<ref>{{Cite web|url=https://upload.wikimedia.org/wikipedia/commons/1/15/1906_IRT_map_north.png|title=Interborough Rapid Transit Subway and Elevated Map|date=1906|website=wikimedia.org|page=55|access-date=May 30, 2017}}</ref> However, only the [[Dyckman Street (IRT Broadway–Seventh Avenue Line)|Dyckman Street]], [[215th Street (IRT Broadway–Seventh Avenue Line)|215th Street]], and 221st Street stations opened on that date as the other stations were not yet completed.<ref name="SkippedStations">{{cite news|url=https://www.nytimes.com/1906/03/13/archives/trains-to-ship-canal-but-they-whiz-by-washington-heights-stations.html|title=Trains To Ship Canal — But They Whiz by Washington Heights Stations|date=March 13, 1906|newspaper=The New York Times|access-date=August 16, 2015|page=16|issn=0362-4331}}</ref><ref name="225th2">{{cite news|url=https://www.nytimes.com/1907/01/14/archives/farthest-north-in-town-by-the-interborough-take-a-trip-to-the-new.html|title=Farthest North in Town by the Interborough — Take a Trip to the New Station, 225th Street West — It's Quite Lke the Country — You Might Be in Dutchess County, but You Are Still In Manhattan Borough — Place Will Bustle Soon|date=January 14, 1907|newspaper=The New York Times|access-date=November 6, 2016|page=18|issn=0362-4331}}</ref> The [[168th Street (New York City Subway)|168th Street]] station opened on April 14, 1906.<ref name="SkippedStations" /><ref name="168thOpen" /> The [[181st Street (IRT Broadway–Seventh Avenue Line)|181st Street]] station opened on May 30, 1906, and on that date express trains on the Broadway branch began running through to 221st Street, eliminating the need to transfer at 157th Street to shuttles.<ref name="221stOpen">{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1906/05/30/101426453.pdf|title=Expresses to 221st Street — Will Run in the Subway Today — New 181st Street Station Ready|date=May 30, 1906|newspaper=The New York Times|access-date=November 6, 2016|page=1|issn=0362-4331}}</ref> The station at [[207th Street (IRT Broadway–Seventh Avenue Line)|207th Street]] was completed in 1906, but since it was located in a sparsely occupied area, it did not open until April 1, 1907.<ref name="SkippedStations" /><ref name="225th2" /><ref name="Merritt 1914">{{Cite web|url=http://www.nycsubway.org/wiki/Ten_Years_of_the_Subway_(1914)|title=Ten Years of the Subway (1914)|last=Merritt|first=A. L.|date=1914|website=www.nycsubway.org|publisher=Interborough Bulletin|language=en|access-date=March 19, 2017}}</ref> The original system as included in Contract 1 was completed on January 14, 1907, when trains started running across the [[Harlem Ship Canal]] on the [[Broadway Bridge (Manhattan)|Broadway Bridge]] to [[Marble Hill – 225th Street (IRT Broadway – Seventh Avenue Line)|225th Street]], and the nearby 221st Street station was closed.<ref name="225th2" />
[[File:MTA NYC Subway 1 train leaving 125th St.jpg|thumb|A [[1 (New York City Subway service)|1]] train in service departing 125th Street along part of the route of the Original Subway.]]
Once the line was extended to 225th Street on January 14, 1907, the 221st Street platforms were dismantled and moved to 230th Street for a new temporary terminus.<ref name="225th2" /> Service was extended to the temporary terminus at 230th Street on January 27, 1907.<ref name="Merritt 1914" /><ref>{{Cite book|url=https://books.google.com/books?id=Fg4KAQAAMAAJ&q=Van+Cortlandt|title=A History of the New York City Subway System|last1=Cunningham|first1=Joseph|last2=DeHart|first2=Leonard O.|date=1993|publisher=J. Schmidt, R. Giglio, and K. Lang|language=en}}</ref>{{Rp|33}} An extension of Contract 1 north to [[Van Cortlandt Park – 242nd Street (IRT Broadway – Seventh Avenue Line)|242nd Street]] at [[Van Cortlandt Park]] was approved in 1906<ref name="Walker 1918" />{{Rp|204}} and opened on August 1, 1908.<ref name="242nd2">{{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|issn=0362-4331}}</ref><ref name="Interborough Rapid Transit Company 1911">{{Cite book|url=https://babel.hathitrust.org/cgi/pt?id=uiug.30112111474968;view=1up;seq=99|title=1910–1911 Annual Report of the Interborough Rapid Transit Company For The Year Ended June 30, 1911|publisher=Interborough Rapid Transit Company|year=1911|pages=15}}</ref> (The original plan had been to turn east on 230th Street to just west of Bailey Avenue, at the [[New York Central Railroad]]'s [[Kings Bridge (NYC station)|Kings Bridge]] station.<ref>{{Cite web|url=http://www.nycsubway.org/wiki/The_New_York_Subway_Souvenir_(1904)|title=The New York Subway Souvenir (1904)|date=1904|website=www.nycsubway.org|publisher=Burroughs and Company, Publishers|language=en|access-date=May 28, 2017}}</ref>) When the line was extended to 242nd Street, the temporary platforms at 230th Street were dismantled, and were rumored to be brought to 242nd Street to serve as the station's side platforms. The 191st Street station did not open until January 14, 1911, because the elevators and other work at the station had not yet been completed.<ref name="SkippedStations" /><ref name="Interborough Rapid Transit Company 1911" /><ref name="nyt19110122">{{cite news|url=https://www.nytimes.com/1911/01/22/archives/article-17-no-title.html|title=Era of Building Activity Opening for Fort George — New Subway Station at 191st Street and Proposed Underground Road to Fairview Avenue Important Factors in Coming Development — One Block of Apartments Finished|date=January 22, 1911|newspaper=The New York Times|access-date=November 6, 2016|page=67|issn=0362-4331}}</ref>

Between 1904 and 1908, one of the main service patterns was the West Side Branch, running from [[Lower Manhattan]] to [[Van Cortlandt Park]] via what is now the [[IRT Lexington Avenue Line|Lexington Avenue]], [[42nd Street Shuttle|42nd Street]], and Broadway–Seventh Avenue Lines. There were both local and express services with express trains south of [[96th Street (IRT Broadway–Seventh Avenue Line)|96th Street]]. Some express trains ran to [[Atlantic Avenue–Barclays Center (IRT Eastern Parkway Line)|Atlantic Avenue]] in Brooklyn via the [[Joralemon Street Tunnel]] during rush hours while all other trains turned around at [[City Hall (IRT Lexington Avenue Line)|City Hall]] or [[South Ferry (IRT Lexington Avenue Line)|South Ferry]].<ref>Commerce and Industry Association of New York, [https://books.google.com/books?id=2OXifdf0CbUC Pocket Guide to New York], 1906, pp. 19–26.</ref><ref>{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1908/04/30/104802599.pdf|title=Bronx to Montauk; One Change of Cars — This Trip Made Possible by the Opening of Brooklyn Subway Extension Friday — Official Opening Trip — And the Public Can Go Through to Long Island Railroad Station To-night After Midnight|date=April 30, 1908|newspaper=The New York Times|access-date=November 6, 2016|page=4|issn=0362-4331}}</ref>

=== Dual Contracts ===

==== Planning and construction ====
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 [[New York City|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 Brooklyn. As part of Contract 3, the IRT agreed to build a branch of the original subway line south down Seventh Avenue, Varick Street, and West Broadway to serve the West Side of Manhattan.<ref name="chapter 5">{{cite web|url=http://www.nycsubway.org/wiki/Chapter_5:_Terms_and_Conditions_of_Dual_System_Contracts|title=Terms and Conditions of Dual System Contracts|date=March 19, 1913|publisher=Public Service Commission|work=nycsubway.org|access-date=February 16, 2015}}</ref><ref name="nycsubway dual">{{cite web|url=http://www.nycsubway.org/wiki/The_Dual_System_of_Rapid_Transit_(1912)|title=The Dual System of Rapid Transit (1912)|date=September 1912|website=nycsubway.org|publisher=Public Service Commission|access-date=May 30, 2017}}</ref><ref name="DualContracts">{{Cite news|url=https://www.newspapers.com/image/55017329/?terms=nostrand%2Bavenue%2Bsubway|title=Most Recent Map of the Dual Subway System WhIch Shows How Brooklyn Borough Is Favored In New Transit Lines|date=September 9, 1917|access-date=August 23, 2016|via=Brooklyn Newspapers|newspaper=The Brooklyn Daily Eagle|page=37}}</ref>

The construction of this line, in conjunction with the construction of the [[IRT Lexington Avenue Line|Lexington Avenue Line]], would change the operations of the IRT system. Instead of having trains go via Broadway, turning onto 42nd Street, before finally turning onto Park Avenue, there would be two trunk lines connected by the [[42nd Street Shuttle]]. The system would be changed from looking like a "Z" system on a map to an "H" system. One trunk would run via the new Lexington Avenue Line down Park Avenue, and the other trunk would run via the new Seventh Avenue Line up Broadway. In order for the line to continue down Varick Street and West Broadway, these streets needed to be widened, and two new streets were built, the Seventh Avenue Extension and the Varick Street Extension.<ref name="McGraw-Hill Publishing Company 1916" /> It was predicted that the subway extension would lead to the growth of the Lower West Side, and to neighborhoods such as [[Chelsea, Manhattan|Chelsea]] and [[Greenwich Village]].<ref name="HSystem">{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1918/03/10/118138743.pdf|title=The Seventh and Lexington Avenue Subways Will Revive Dormant Sections — Change in Operation That Will Transform Original Four-Tracked Subway Into Two Four-Tracked Systems and Double Present Capacity of the Interborough|last1=Whitney|first1=Travis H.|date=March 10, 1918|work=The New York Times|access-date=August 26, 2016|page=12|issn=0362-4331}}</ref><ref name="The New York Times 1918">{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1918/05/19/98265513.pdf|title=Public Service Commission Fixes July 15 For Opening of The New Seventh and Lexington Avenue Subway Lines — Will Afford Better Service and Less Crowding — Shuttle Service for Forty-Second Street — How the Various Lines of the Dual System Are Grouped for Operation and List of Stations on All Lines|date=May 19, 1918|newspaper=The New York Times|access-date=November 6, 2016|page=32|issn=0362-4331}}</ref>

Originally, there were to be no express stops between [[34th Street–Penn Station (IRT Broadway–Seventh Avenue Line)|34th Street–Penn Station]] to the north and [[Chambers Street station (IRT Broadway–Seventh Avenue Line)|Chambers Street]] to the south. By late 1912, local merchants were advocating for the construction of an express station at 14th Street and Seventh Avenue.<ref name="nyt-1912-09-17">{{Cite news |date=September 17, 1912 |title=Another Brisk Fight for Subway Stops; Fourteenth Street Gives More Effort to Getting an Express Station on Seventh Av. Line. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1912/09/17/archives/another-brisk-fight-for-subway-stops-fourteenth-street-gives-more.html |access-date=May 5, 2023 |issn=0362-4331}}</ref>

Construction started on the extension in 1914. To allow for the extension of the line south from Times Square, the entire western wall of the subway between 43rd Street and 44th Street was removed, all while service continued uninterrupted. The line was mostly built in an open-cut, excluding the segments within the limits of Battery Park, the widened portions of Varick Street, and the new Varick and Seventh Avenue Extensions. Filled in ground was found south of Varick Street along Greenwich Street, which approximately marked the old shore line of the Hudson River during the time of the American Revolution. Many buildings had to be underpinned during the construction of the line, especially those on the lower sections through Greenwich Street.<ref name="McGraw-Hill Publishing Company 1916" />

South of Chambers Street, there were to be two branches constructed. The first of the two would run to the Battery via Greenwich Street, while the second branch would turn eastward under Park Place and Beekman Street and down William Street and Old Slip. After going through Lower Manhattan, the second branch would go through a tunnel under the East River before running under Clark and Fulton Streets until a junction at Borough Hall with the existing Contract 2 IRT Brooklyn Line.<ref name="HSystem" /><ref name="The New York Times 1918" /> In order to pass under the Broadway and Park Row subway lines, this branch has grades as steep as 3%, being located {{convert|60|ft|m}} below surface level. As a result, the Park Place station was built with escalators. Because William Street is so narrow ({{convert|40|ft|m}} wide), every building along the line had to be underpinned. The entire line, consisting of eight sections, was expected to cost $14,793,419 ({{inflation|index=US|value=14793419|start_year=1916|fmt=eq}}).<ref name="McGraw-Hill Publishing Company 1916" />

{{stack|{{commons category|1915 Seventh Avenue subway collapse}}
[[File:Seventh_Avenue_subway_collapse_looking_from_above.jpg|thumb|Subway collapse in 1915]]}}
On September 22, 1915, there was an explosion during construction of the [[23rd Street (IRT Broadway–Seventh Avenue Line)|23rd Street]] subway station that caused the tunnel to collapse. Seven people were killed after a blast of dynamite in the subway tunnel destroyed the plank roadway over Seventh Avenue. As a result, a crowded trolley car, and a brewery truck fell into the excavation, accounting for most of the injuries.<ref>{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1915/09/23/100177092.pdf|title=Subway Explosion Kills 7, Injures 85; Rips Open Seventh Av. For Two Blocks; Crowded Car Plunges Into 30 Foot Pit — Disaster at Rush Hour — Lays Work in New Tunnel from 23d to 25th St. in Tangled Ruin — Bursting Gas and Water Mains Impede Scores in Cavity Aiding the Wounded — Horrified Crowds Look On — Two Passengers Killed in Panic Among Struggling Victims in Wrecked Trolley — Gas or Free Dynamite May Be the Cause — Chief of Blasters Is Sought by the Police|date=September 23, 1915|newspaper=The New York Times|access-date=December 19, 2013|page=1|issn=0362-4331}}</ref>

==== Opening ====
On June 3, 1917, the first portion of the Broadway–Seventh Avenue Line south of [[Times Square–42nd Street (IRT Broadway–Seventh Avenue Line)|Times Square–42nd Street]], a shuttle to [[34th Street–Penn Station (IRT Broadway–Seventh Avenue Line)|34th Street–Penn Station]], opened; a separate shuttle service, running between 42nd and 34th Streets, was created.<ref name=34th/><ref name="HathiTrust 2013">{{cite journal|url=https://babel.hathitrust.org/cgi/pt?id=mdp.39015016416920;seq=23|title=Annual report. 1916-1917.|date=December 12, 2013|website=HathiTrust|publisher=Interborough Rapid Transit Company|page=22|access-date=September 5, 2016}}</ref> This short extension was opened even though the rest of the route was not yet completed in order to handle the mass of traffic to and from [[Pennsylvania Station (New York City)|Pennsylvania Station]]. Only the northern part of the station was opened at this time, and piles of plaster, rails, and debris could be seen on the rest of the platforms.<ref>{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1917/06/04/102349861.pdf|title=Open Subway Spur to 34th Street — Pennsylvania Station Now Accessible by Seventh Avenue Line from Times Square — Run Made in Two Minutes —— Rush Work at Finish Leaves Piles of Debris Still to be Cleared Up|date=June 4, 1917|newspaper=The New York Times|access-date=November 6, 2016|page=7|issn=0362-4331}}</ref>

On June 27, 1918, the Public Service Commission (PSC) announced that on July 1, the shuttle would be extended south to [[South Ferry loops (IRT Broadway–Seventh Avenue Line)|South Ferry]], with a shorter shuttle on the Brooklyn branch between [[Chambers Street (IRT Broadway–Seventh Avenue Line)|Chambers Street]] and [[Wall Street (IRT Broadway–Seventh Avenue Line)|Wall Street]], on July 1, 1918.<ref name="The New York Times 1918 2">{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1918/07/02/106215771.pdf|title=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|date=July 2, 1918|newspaper=The New York Times|access-date=November 6, 2016|page=11|issn=0362-4331}}</ref> The PSC's decision to open the line before the Lexington Avenue Line was completed was unexpected.<ref>{{Cite news|url=https://www.newspapers.com/clip/35066713/the_sun/|title=Subway Sections To Open Next Week. Extension of Seventh Avenue Line Service to Battery Begins Monday.|date=June 28, 1918|work=New York Sun|access-date=August 19, 2019}}</ref> The new "H" system was implemented on August 1, 1918, joining the two halves of the Broadway–Seventh Avenue Line and sending all West Side trains south from Times Square.<ref>{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1918/08/02/97011929.pdf|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|date=August 2, 1918|newspaper=The New York Times|access-date=November 6, 2016|page=1|issn=0362-4331}}</ref> An immediate result of the switch was the need to transfer using the 42nd Street Shuttle. The completion of the "H" system doubled the capacity of the IRT system.<ref name="HSystem" />
[[File:New Interborough Subway Service Between Brooklyn and Manhattan.jpg|thumb|Poster announcing the opening of the Clark Street Tunnel.]]
The local tracks ran to South Ferry, while the express tracks used the Brooklyn branch to Wall Street, extended to Atlantic Avenue in Brooklyn via the Clark Street Tunnel on April 15, 1919.<ref name="The New York Times 1919">{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1919/04/16/118144723.pdf|title=Open Clark Street Line — New Route Doubles Subway Service Between the Two Boroughs|date=April 16, 1919|newspaper=The New York Times|access-date=November 6, 2016|page=18|issn=0362-4331}}</ref> Extensions of the [[IRT Eastern Parkway Line|Eastern Parkway Line]] and the connecting [[IRT Nostrand Avenue Line|Nostrand Avenue Line]] and [[IRT New Lots Line|New Lots Line]] opened in the next few years, with the end result being that West Side trains ran to [[Flatbush Avenue–Brooklyn College (IRT Nostrand Avenue Line)|Flatbush Avenue]] or [[New Lots Avenue (IRT New Lots Line)|New Lots Avenue]].<ref name="EPkwy">{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1920/10/11/103481051.pdf|title=Subway Stations Opened: Last Three in Eastern Parkway Branch of I.R.T. Put Into Service|date=October 11, 1920|work=The New York Times|access-date=December 20, 2015|issn=0362-4331}}</ref><ref>{{Cite journal|url=https://babel.hathitrust.org/cgi/pt?id=mdp.39015016416888;view=1up;seq=24;size=200|title=Annual report. 1920-1921.|date=1921|website=HathiTrust|publisher=Interborough Rapid Transit Company|page=22|access-date=September 5, 2016}}</ref><ref>{{Cite web|url=http://pudl.princeton.edu/sheetreader.php?obj=f304cf40-5610-4c05-9ee0-e56cf06d5599|title=More Interborough Service for Brooklyn 2 New Lines|date=August 23, 1920|website=pudl.princeton.edu|publisher=Interborough Rapid Transit Company|access-date=September 19, 2016}}</ref>

=== 1940s to 1990s ===
In 1948, platforms on the line from 103rd Street to 238th Street were lengthened to {{convert|514|ft|m}} to allow full ten-car express trains to platform. Previously the stations could accommodate only six car local trains. The platform extensions were opened in stages. On April 6, 1948, the stations from [[103rd Street (IRT Broadway–Seventh Avenue Line)|103rd Street]] to [[Dyckman Street (IRT Broadway–Seventh Avenue Line)|Dyckman Street]] had their platform extensions opened, with the exception of the [[125th Street (IRT Broadway–Seventh Avenue Line)|125th Street]] station, which had its extension opened on June 11, 1948. On July 9, 1948, the platform extensions at stations between [[207th Street (IRT Broadway–Seventh Avenue Line)|207th Street]] and [[238th Street (IRT Broadway–Seventh Avenue Line)|238th Street]] were opened for use at the cost of $423,000 ({{inflation|index=US|value=423000|start_year=1948|fmt=eq}}).<ref name="BOT-1949">{{Cite book|url=https://babel.hathitrust.org/cgi/pt?id=mdp.39015023094926|title=Report For The Three and One-Half Years Ending June 30, 1949|date=1949|publisher=New York City Board of Transportation|pages=11|access-date=May 28, 2017}}</ref><ref>{{Cite news|url=https://www.nytimes.com/1948/07/10/archives/more-long-platforms-five-subway-stations-on-irt-to-accommodate.html|title=More Long Platforms — Five Subway Stations on IRT to Accommodate 10-Car Trains|date=July 10, 1948|newspaper=The New York Times|access-date=March 27, 2016|page=8|issn=0362-4331}}</ref>

During the early 1950s, it was considered to convert the Columbus Circle station from a local stop to an express stop in order to serve the anticipated rise of ridership at the stop resulting from the proposed [[New York Coliseum]] and the expected redevelopment of the area.<ref name="New York City Transit Authority 1953" /> In 1955, the firm Edwards, Kelcey and Beck was hired as Consulting Engineers for the construction of the express station.<ref>{{Cite book|url=https://books.google.com/books?id=MrAjAQAAMAAJ&q=%22columbus+circle%22+%22express+station%22|title=Minutes and Proceedings|date=1955|publisher=New York City Transit Authority|pages=3, 254, 1457|language=en}}</ref>

[[File:WestSideIRT.gif|thumb|A poster detailing the improvements made to the line as part of the West Side Improvement.]]
Under a $100 million ({{inflation|index=US|value=100000000|start_year=1959|fmt=eq}}) rebuilding program, increased and lengthened service was implemented during peak hours on the 1 train. To the north of 96th Street, delays occurred as some trains from the Lenox Avenue Line switched from the express to the local tracks, while some trains from the Broadway Branch switched from the local to the express tracks. This bottleneck was removed on February 6, 1959. All Broadway trains became locals, and all Lenox Avenue trains became expresses, eliminating the need to switch tracks. All 3 trains began to run express south of 96th Street on that date running to Brooklyn. 1 trains began to run between 242nd Street and South Ferry at all times. Trains began to be branded as Hi-Speed Locals, being as fast as the old express service was, with 8-car trains consisting of new [[R21 (New York City Subway car)|R21]] and [[R22 (New York City Subway car)|R22]] subway cars from the [[St. Louis Car Company]].<ref>{{cite web|url=https://www.flickr.com/photos/127872292@N06/27076258093/|title=New Hi-Speed Locals 1959 New York City Transit Authority|date=February 1959|website=Flickr|publisher=New York City Transit Authority|access-date=June 15, 2016}}</ref><ref>{{cite news|url=https://www.nytimes.com/1959/02/07/archives/wagner-praises-modernized-irt-mayor-and-transit-authority-are.html?_r=0|title=Wagner Praises Modernized IRT — Mayor and Transit Authority Are Hailed as West Side Changes Take Effect|date=February 7, 1959|newspaper=The New York Times|access-date=November 6, 2016|page=21|issn=0362-4331}}</ref> During rush hour in the peak direction, alternate trains, those running from 242nd Street, made no stops except 168th Street between Dyckman and 137th Streets in the direction of heavy traffic. The bypassed stations were served by locals originating from Dyckman Street.<ref>{{cite news|url=https://www.nytimes.com/1959/01/26/archives/modernized-irt-to-bow-0n-feb-6-west-side-line-to-eliminate.html|title=Modernized IRT To Bow on Feb. 6 — West Side Line to Eliminate Bottleneck at 96th Street|last1=Levey|first1=Stanley|date=January 26, 1959|newspaper=The New York Times|access-date=November 6, 2016|page=1|issn=0362-4331}}</ref>

The improved service could not be implemented until the platform extensions at all stations on the line were completed. The original IRT stations north of Times Square could barely fit five or six car locals based on whether the trains had one or two ends with cars that had manually operated doors. In 1958, the platform extensions at the local stations were nearly completed, but there were more problems with the platform extensions at the two express stations, 72nd Street and 96th Street. To make room for the platform extension at 72nd Street, the track layout was changed. However, in order to fit the platform extension at 96th Street, the local tracks and the outside walls had to be moved. A new mezzanine with stairways to the street was built between West 93rd Street and West 94th Street. Since the [[86th Street (IRT Broadway–Seventh Avenue Line)|86th Street]] and [[96th Street (IRT Broadway–Seventh Avenue Line)|96th Street]] stations had their platforms extended in order to accommodate 10-car trains, the [[91st Street (IRT Broadway–Seventh Avenue Line)|91st Street]] station was closed on February 2, 1959, because it was too close to the other two stations.<ref>{{Cite news|url=https://www.nytimes.com/1999/01/08/arts/my-manhattan-next-stop-subway-s-past.html|title=My Manhattan — Next Stop: Subway's Past|last=Aciman|first=Andre|date=January 8, 1999|access-date=August 26, 2016|issn=0362-4331|newspaper=The New York Times}}</ref><ref>{{Cite journal|date=February 2009|title=High-Speed Broadway Local Service Began in 1959|url=https://issuu.com/erausa/docs/2009-02-bulletin/1|journal=The Bulletin|publisher=New York Division, Electric Railroaders' Association|volume=52|issue=2|access-date=August 26, 2016|via=Issuu}}</ref>

In 1961, the [[New York City Transit Authority]] (NYCTA) awarded a $11 million ({{inflation|index=US|value=11000000|start_year=1961|fmt=eq}}) contract to [[General Railway Signal]] to upgrade the line's signals between the 96th Street and 242nd Street stations.<ref>{{Cite news|date=December 15, 1961|title=IRT Revising Signals; 11 Million Modernizing Job Set on Broadway Line|language=en-US|work=The New York Times|url=https://www.nytimes.com/1961/12/15/archives/irt-revising-signals-11-million-modernizing-job-set-on-broadway.html|access-date=May 24, 2023|issn=0362-4331}}</ref> On August 9, 1964, the NYCTA announced the letting of a $7.6 million ({{inflation|index=US|value=7600000|start_year=1964|fmt=eq}}) contract to lengthen platforms at stations from [[Rector Street station (IRT Broadway–Seventh Avenue Line)|Rector Street]] to [[34th Street–Penn Station (IRT Broadway–Seventh Avenue Line)|34th Street–Penn Station]] on the line, and stations from [[Central Park North–110th Street station|Central Park North–110th Street]] to [[145th Street station (IRT Lenox Avenue Line)|145th Street]] on the Lenox Avenue Line to allow express trains to be lengthened from nine-car trains to ten-car trains, and to lengthen locals from eight-car trains to ten-car trains. With the completion of this project, the NYCTA project to lengthen IRT stations to accommodate ten-car trains would be complete.<ref>{{Cite news|date=August 10, 1964|title=IRT Riders To Get More Train Room; $8.5 Million Is Allocated for Longer Stations and for 3 New Car Washers|language=en-US|work=The New York Times|url=https://www.nytimes.com/1964/08/10/archives/irt-riders-to-get-more-train-room-85-million-is-allocated-for.html|access-date=January 4, 2021|issn=0362-4331}}</ref> During the 1964–1965 fiscal year, the platforms at [[Park Place (IRT Broadway–Seventh Avenue Line)|Park Place]], [[Fulton Street (New York City Subway)|Fulton Street]], [[Wall Street (IRT Broadway–Seventh Avenue Line)|Wall Street]], [[Clark Street (IRT Broadway–Seventh Avenue Line)|Clark Street]] and [[Court Street–Borough Hall (New York City Subway)|Borough Hall]] were lengthened to {{convert|525|ft|m}} to accommodate a ten-car train of {{convert|51|ft|m}} long IRT cars.<ref name="AnnualReport1965">{{Cite book|title=Annual Report 1964–1965|publisher=New York City Transit Authority|year=1965}}</ref>

In 1986, the NYCTA launched a study to determine whether to close 79 stations on 11 routes, including the Broadway–Seventh Avenue Line north of 215th Street, due to low ridership and high repair costs.<ref name="Brooke 1986 p781">{{cite web |last=Brooke |first=James |date=April 29, 1986 |title=Subway Aides to Weigh Cuts on 11 Routes |url=https://www.nytimes.com/1986/04/29/nyregion/subway-aides-to-weigh-cuts-on-11-routes.html |access-date=January 25, 2024 |website=The New York Times}}</ref><ref name="n139526241">{{Cite news |last=Gordy |first=Margaret |date=1986-04-29 |title=MTA Studies Citywide Cuts in Subway Lines, Stations |url=https://www.newspapers.com/article/newsday-mta-studies-citywide-cuts-in-sub/139526241/ |access-date=2024-01-25 |work=Newsday |pages=3, [https://www.newspapers.com/article/newsday-mta-studies-citywide-cuts-in-sub/139526291/ 27]}}</ref> Numerous figures, including New York City Council member [[Carol Greitzer]], criticized the plans.<ref name="n139526241" /><ref name="Finder 1986 j495">{{cite web |last1=Finder |first1=Alan |last2=Connelly |first2=Mary |date=May 4, 1986 |title=The Region; On Shrinking The Subways |url=https://www.nytimes.com/1986/05/04/weekinreview/the-region-on-shrinking-the-subways.html |access-date=January 25, 2024 |website=The New York Times}}</ref>

On August 21, 1989, the 1/{{NYCS|9}} weekday skip-stop service started. The plan was to have skip-stop service begin north of [[116th Street–Columbia University (IRT Broadway–Seventh Avenue Line)|116th Street–Columbia University]], but due to objections, most notably that riders did not want [[125th Street (IRT Broadway–Seventh Avenue Line)|125th Street]] to be a skip-stop station, skip-stop service was only implemented north of [[137th Street–City College (IRT Broadway–Seventh Avenue Line)|137th Street–City College]] between the hours of 6:30&nbsp;am and 7:00&nbsp;pm. All 1 trains skipped [[Marble Hill–225th Street (IRT Broadway–Seventh Avenue Line)|Marble Hill–225th]], [[207th Street (IRT Broadway–Seventh Avenue Line)|207th]], [[191st Street (IRT Broadway–Seventh Avenue Line)|191st]] and [[145th Street (IRT Broadway–Seventh Avenue Line)|145th Streets]], while all 9 trains skipped [[238th Street (IRT Broadway–Seventh Avenue Line)|238th]], [[215th Street (IRT Broadway–Seventh Avenue Line)|215th]], [[Dyckman Street (IRT Broadway-Seventh Avenue Line)|Dyckman]] and [[157th Street (IRT Broadway–Seventh Avenue Line)|157th Streets]].<ref>{{cite web|url=http://subwaynut.com/brochures/1and9skipstop.pdf|title=Announcing 1 and 9 Skip-Stop Service on the Broadway-Seventh Avenue Line|date=August 1989|publisher=New York City Transit Authority|access-date=August 1, 2009|archive-date=June 26, 2020|archive-url=https://web.archive.org/web/20200626000015/http://subwaynut.com/brochures/1and9skipstop.pdf|url-status=dead}}</ref><ref>{{Cite news|url=https://www.nytimes.com/1989/06/04/nyregion/skip-stop-subway-plan-annoys-no-1-riders.html|title='Skip-Stop' Subway Plan Annoys No. 1 Riders|last=Brozan|first=Nadine|date=June 4, 1989|access-date=June 15, 2016|issn=0362-4331|newspaper=The New York Times}}</ref><ref>{{Cite news|url=https://www.nytimes.com/1989/08/22/nyregion/new-service-for-subways-on-west-side.html|title=New Service For Subways On West Side|last=Lorch|first=Donatella|date=August 22, 1989|access-date=June 15, 2016|issn=0362-4331|newspaper=The New York Times}}</ref> On September 4, 1994, midday [[skip-stop]] service was discontinued,<ref name="skip-stop2">{{cite news|url=https://query.nytimes.com/gst/fullpage.html?res=9B07E5D71638F931A25752C0A9639C8B63|title=MTA Proposes Dropping No. 9 Train|last=Chan|first=Sewell|date=January 12, 2005|newspaper=The New York Times|access-date=April 18, 2010|issn=0362-4331}}</ref> and 191st Street was no longer a skip-stop station.<ref>{{Cite journal|date=September 1994|journal=New York Division Bulletin|publisher=Electric Railroaders' Association|volume=37|issue=9}}</ref>

=== 21st century ===
After the [[September 11 attacks]], all 1 trains had to be rerouted since the IRT Broadway–Seventh Avenue Line ran directly under the [[World Trade Center site]] and was heavily damaged in the collapse of the Twin Towers. 1 trains ran only between 242nd Street and [[14th Street (IRT Broadway–Seventh Avenue Line)|14th Street]], making local stops north of and express stops south of 96th Street. The skip-stop service with the 9 train was suspended. On September 19, after a few switching delays at 96th Street, service was changed. All 1 trains made all stops from 242nd Street to New Lots Avenue via the Clark Street Tunnel and [[IRT Eastern Parkway Line]], to replace all {{NYCS|3}} trains (which terminated at 14th Street) at all times except late nights, when it terminated at [[Chambers Street (IRT Broadway–Seventh Avenue Line)|Chambers Street]] in Manhattan instead. On September 15, 2002, all 1 trains returned to the [[South Ferry – Whitehall Street (New York City Subway)|South Ferry Loop]] and 9 skip-stop service was reinstated. [[Cortlandt Street (IRT Broadway–Seventh Avenue Line)|Cortlandt Street]], which was directly underneath the World Trade Center, was demolished as part of the clean-up, to be rebuilt as part of the [[World Trade Center Transportation Hub]].<ref>{{cite news|url=https://www.nytimes.com/2002/09/15/nyregion/old-service-old-stops-restored-on-west-side.html|title=Old Service, Old Stops Restored on West Side|last=Lueck|first=Thomas J.|date=September 15, 2002|newspaper=The New York Times|access-date=April 18, 2010|issn=0362-4331}}</ref>

In June 2002, the  [[Metropolitan Transportation Authority]] (MTA) announced that ten subway stations citywide, including 103rd Street, 110th Street, 116th Street, 125th Street, and 231st Street on the IRT Broadway–Seventh Avenue Line, would receive renovations. As part of the project, fare control areas would be redesigned, flooring, and electrical and communication systems would be upgraded, and new lighting, public address systems and stairways would be installed. In addition, since 110th Street, 116th Street, and 125th Street had landmark status, historical elements would be replaced or restored, including their white wall tiles. At the ends of the station platforms at 103rd Street, 110th Street, and 116th Street, a small section of station wall, which would look identical to the existing station walls, would be added to provide space for scrubber rooms.<ref name="ColumbiaInvests">{{Cite news|last=Nowakowski|first=Xan|date=September 11, 2002|title=Columbia Invests in Area Subway Stations|work=Columbia Daily Spectator|url=http://spectatorarchive.library.columbia.edu/?a=d&d=cs20020911-01.2.4&srpos=3&e=-------en-20--1--txt-txIN-subway+renovation------|access-date=January 5, 2021}}</ref><ref name="Homans 2003 2">{{Cite news|last=Homans|first=Charlie|date=February 6, 2003|title=CB7 Rejects MTA's Arts For Transit Proposition|work=Columbia Daily Spectator|url=http://spectatorarchive.library.columbia.edu/?a=d&d=cs20030206-01.2.2&srpos=16&e=-------en-20--1--txt-txIN-subway+renovation------|access-date=January 5, 2021}}</ref> Work on the ten citywide renovation projects was estimated to cost almost $146 million, and was scheduled to start later that year, and be completed in April 2004, in time for the 100th anniversary of the station's opening, and the 250th anniversary of Columbia University.<ref>{{Cite news|last=Donohue|first=Pete|date=June 11, 2002|title=Renovation Is Set For 10 Subway Stations|language=en|work=New York Daily News|url=http://www.nydailynews.com/archives/boroughs/renovation-set-10-subway-stations-article-1.485558|access-date=January 8, 2018}}</ref><ref name="Angara 2004">{{Cite news|last=Angara|first=Harini|date=January 23, 2004|title=116th Subway Station Gets a Face Lift|work=Columbia Spectator|url=http://spectatorarchive.library.columbia.edu/?a=d&d=cs20040123-01.2.35&srpos=1&e=-------en-20--1--txt-txIN-116th+Subway+Station+Gets+a+Face+Lift------|access-date=January 5, 2021}}</ref>

Columbia University agreed to contribute $1 million to the renovation of the 103rd Street station following its announcement in April that it would purchase a building adjacent to that station. In September 2002, the university was in negotiations to provide funding for the renovation of the 110th Street station. As a condition of the funding allocation for the station renovation at 103rd Street, the university wanted work on the project to be expedited. Residents of Morningside Heights approved of the renovations plans, but were concerned that the expedited repairs would come at the cost of damaging the stations' historic elements. Block associations near the 103rd Street station contracted a firm to develop a plan to renovate the station quickly while maintaining its historic elements. A similar plan was already completed for the 110th Street station. The MTA was expected to decide whether preservation or speed would be prioritized in the station renovation projects by the end of the year.<ref name="ColumbiaInvests"/>

The design of the station renovations at the 110th Street and 116th Street was met with controversy as local community activists believed that the plan to include artwork from the MTA's [[Arts for Transit]] program would damage the stations' original decorative tiling, which had remained untouched since the stations opened. The community activists believed that the new artwork would also be illegal for going against restrictions put into place when they were landmarked. The MTA had planned to install a small bronze subway track and train to be inlaid within the station walls surrounded by sepia-toned photographs of the neighborhood at 116th Street. In December 2002, [[Manhattan Community Board 7]] voted in favor of the plan to include artwork from the MTA's [[Arts for Transit]] program at the 103rd Street station, which was not landmarked, but voted against the plan to include new artwork at the landmarked 110th Street and 116th Street.<ref name="Homans 2003">{{Cite news|last=Homans|first=Charlie|date=January 24, 2003|title=Tunnel Vision: MTA, Locals Don't See Eye to Eye|work=Columbia Daily Spectator|url=http://spectatorarchive.library.columbia.edu/?a=d&d=cs20030124-01.2.4&srpos=5&e=-------en-20--1--txt-txIN-subway+renovation------|access-date=January 5, 2021}}</ref> On February 4, 2003, Community Board 7 voted in favor of renovating the 103rd Street and 110th Street stations, but against the inclusion of any new artwork in the stations, going against the board's initial vote to support the installation of artwork at 103rd Street. The opposition to the addition of artwork at that stop stemmed from the belief among opponents of the plan for artwork that the station's historic features would be more vulnerable as the station was not landmarked.<ref name="Homans 2003 2" />

Columbia University contributed $1 million ({{inflation|index=US|value=1000000|start_year=2004|fmt=eq}}) to the station renovation project at 116th Street after the MTA said it would have to put off the renovation projects in Manhattan due to funding issues. Columbia also provided funding to cover a portion of the cost of renovating the 125th Street station, and funded the substitution of the station's aluminum vents with glass windows to reflect the station's original design. Due to concerns expressed by community groups, the addition of art to the 110th Street and 116th Street stations was dropped.<ref name="Angara 2004"/><ref name="Homans 2003" /> From May 31 to July 12, 2003, the uptown platforms at 116th Street station and 103rd Street were closed at all times for their renovations.<ref>{{Cite news|date=May 28, 2003|title=1 9 Uptown Platforms at 103 St. and 116 St. will be closed|work=Columbia Daily Spectator|url=http://spectatorarchive.library.columbia.edu/?a=d&d=cs20030528-01.2.26.1&srpos=20&e=-------en-20--1--txt-txIN-new+york+city+transit+authority------|access-date=January 5, 2021}}</ref> The station renovation project at 116th Street began in January 2003.<ref name="ColumbiaInvests"/> Between October 5 and November 17, 2003, the downtown platforms at 110th Street and 125th Street were closed to expedite work on their renovations.<ref>{{Cite news|date=October 3, 2003|title=1 9 Downtown Trains skip 125 St. and 110 St.|work=Columbia Daily Spectator|url=http://spectatorarchive.library.columbia.edu/?a=d&d=cs20031003-01.2.46.1&srpos=19&e=-------en-20--1--txt-txIN-new+york+city+transit+authority------|access-date=January 5, 2021}}</ref>

{{stack|{{wikinews|New York City Subway's skip-stop 9 service to make its last run May 27}}}}

On May 27, 2005, the 9 train was discontinued and all 1 trains began to make all stops.<ref name="mta.info 2005">{{cite web|url=http://www.mta.info/nyct/service/9_discont.htm|title=Noteworthy – 9 Discontinued|date=May 7, 2005|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=September 18, 2016|archive-url=https://web.archive.org/web/20050507104933/http://www.mta.info/nyct/service/9_discont.htm|archive-date=May 7, 2005}}</ref><ref name="skip-stop2" /> The skip-stop service made less sense by 2005 because of the increased number of trains being run and the higher ridership at the bypassed stations; the MTA estimated that eliminating skip-stop service only added 2{{frac|1|2}} to 3 minutes of travel time (for passengers at the northernmost stations at [[Van Cortlandt Park - 242nd Street (IRT Broadway - Seventh Avenue Line)|242nd Street]] and [[238th Street (IRT Broadway - Seventh Avenue Line)|238th Street]]) but many passengers would see trains frequencies double, resulting in decreased overall travel time (because of less time waiting for trains).<ref>{{Cite news|url=https://www.nytimes.com/2005/05/25/nyregion/25train.html|title=On Its Last Wheels, No. 9 Line Is Vanishing on Signs|last=Chan|first=Sewell|date=May 25, 2005|access-date=August 29, 2016|issn=0362-4331|newspaper=The New York Times}}</ref>
[[File:South Ferry arrival vc.ogv|thumb|Gap fillers deploy as a train arrives at the South Ferry station]]
On March 16, 2009, the new [[South Ferry (IRT Broadway – Seventh Avenue Line)|South Ferry]] station opened, replacing the original loop station.<ref name="mta.info 2009">{{Cite web|url=http://www.mta.info/press-release/mta-headquarters/mta-opens-new-south-ferry-subway-terminal|title=MTA Opens New South Ferry Subway Terminal|date=March 16, 2009|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=May 14, 2017|archive-date=December 23, 2015|archive-url=https://web.archive.org/web/20151223111621/http://www.mta.info/press-release/mta-headquarters/mta-opens-new-south-ferry-subway-terminal|url-status=dead}}</ref> The loop station [[selective door operation|could only accommodate the first five cars of a train]] and required the use of [[Platform gap filler|gap fillers]] because of the sharpness of the loop curve.<ref name="NYTimes-SFerry-ExitStrategy-20082">{{cite news|url=https://www.nytimes.com/2008/12/12/nyregion/12station.html?_r=1&ref=nyregion|title=At the Last Subway Stop, a New Exit Strategy|last=Neuman|first=William|date=December 11, 2008|newspaper=The New York Times|access-date=June 7, 2009|page=A34|issn=0362-4331}}</ref><ref>{{Cite web|url=http://web.mta.info/capconstr/sft/documents/chapters/1_purpose_and_need.pdf|title=South Ferry Terminal Project – Purpose and Need and Description for the Proposed Action|date=May 2004|website=mta.info|publisher=Metropolitan Transportation Authority|pages=1–5|access-date=May 30, 2017}}</ref> The new station was built as a two-track, full (10-car)-length [[island platform]] on a less severe curve, permitting the operation of a typical [[terminal station]].<ref name="NYTimes-SFerry-ExitStrategy-20082" /><ref name="SIAdvance-Dec2008">{{cite news|url=http://www.silive.com/siadvance/stories/index.ssf?/base/news/12290877048010.xml&coll=1|title=New Subway Station Has Plenty of Upside|last=Yates|first=Maura|date=December 12, 2008|archive-url=https://web.archive.org/web/20090810225103/http://www.silive.com/siadvance/stories/index.ssf?%2Fbase%2Fnews%2F12290877048010.xml&coll=1|archive-date=August 10, 2009|url-status=dead|newspaper=[[Staten Island Advance]]|access-date=June 7, 2009}}</ref> The newer station does not have a connection to the IRT Lexington Avenue Line, and is underneath the loop station. The MTA claimed that the new station saved four to six minutes of a passenger's trip time and increased the peak capacity of the 1 service to 24 trains per hour, as opposed to 16 to 17 trains per hour with the loop station. This was the first new station to open since 1989 when the [[IND 63rd Street Line]] stations opened.<ref>{{cite news|url=http://www.ny1.com/Default.aspx?ArID=90508&ap=1&Flash |title=Brand-New South Ferry Station To Open Soon |last=Cuza |first=Bobby |date=December 11, 2008 |work=[[NY1]] |access-date=June 7, 2009 |url-status=dead |archive-url=https://web.archive.org/web/20090810224825/http://www.ny1.com/Default.aspx?ArID=90508&ap=1&Flash |archive-date=August 10, 2009 }}</ref>

[[File:Escalator under Water @ South Ferry (8141518609).jpg|thumb|After Hurricane Sandy, the new South Ferry station was flooded and damaged, requiring the old station to reopen.]]

1 service was [[Effects of Hurricane Sandy in New York|affected]] by [[Hurricane Sandy]] in October 2012, following serious flood damage at South Ferry. Rector Street served as a temporary terminal until April 4, 2013,<ref>{{cite web|url=http://web.mta.info/nyct/service/RestoringSouthFerryStation.htm|title=Restoring South Ferry Station|date=November 28, 2012|website=mta.info|publisher=Metropolitan Transportation Authority|url-status=live|archive-url=https://web.archive.org/web/20160605060608/http://web.mta.info/nyct/service/RestoringSouthFerryStation.htm|archive-date=June 5, 2016|access-date=June 15, 2016}}</ref><ref name="cityroom-20130308">{{cite news|url=http://cityroom.blogs.nytimes.com/2013/03/08/old-subway-station-will-temporarily-replace-new-station-damaged-by-sandy/|title=Storm Damage Prompts Return of Old Subway Stop|last=Flegenheimer|first=Matt|date=March 9, 2013|newspaper=The New York Times|access-date=July 23, 2016|page=A14|issn=0362-4331}}</ref> when the 1 returned to the reopened old loop station.<ref name="SouthFerrySandy">{{cite web|url=http://web.mta.info/sandy/nyct_girds.htm|title=Superstorm Sandy: One Year Later|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=July 23, 2016|archive-url=https://web.archive.org/web/20160803224532/http://web.mta.info/sandy/nyct_girds.htm|archive-date=August 3, 2016|url-status=dead}}</ref><ref>{{cite web|url=http://web.mta.info/nyct/service/SouthFerryStationReopenApril2013.htm|title=Old South Ferry Station to Reopen for Service|date=April 2013|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=June 15, 2016}}</ref><ref>{{cite news|url=http://www.nydailynews.com/new-york/south-ferry-subway-station-reopens-public-sandy-damage-article-1.1307488|title=South Ferry Subway Station Reopens to Public After Sandy Damage|last=Donohue|first=Pete|date=April 4, 2013|website=New York Daily News|access-date=June 15, 2016}}</ref> Hurricane Sandy also damaged the Clark Street Tubes, necessitating a full closure on weekends from June 27, 2017, to June 24, 2018, thus affecting 2, 3, [[4 (New York City Subway service)|4]], and [[5 (New York City Subway service)|5]] service. In addition, as a result of the closure for repairs of the Clark Street Tubes, the stations on the Brooklyn Branch of the line (Park Place to Borough Hall, as well as Hoyt Street on the Eastern Parkway Line) saw closures on weekends as well (2 trains continued to operate to Brooklyn on weekdays and weekday late nights as did 3 trains on weekdays except late nights).<ref>{{Cite web|url=http://web.mta.info/mta/news/books/pdf/161212_1000_Transit.pdf|title=Transit & Bus Committee Meeting December 2016|website=mta.info|publisher=[[Metropolitan Transportation Authority]]|date=December 12, 2016|access-date=December 9, 2016|archive-url=https://web.archive.org/web/20161210041234/http://web.mta.info/mta/news/books/pdf/161212_1000_Transit.pdf|archive-date=December 10, 2016|url-status=dead|pages=PDF–169 to PDF–175}}</ref> The new South Ferry station reopened on June 27, 2017, in time to accommodate the Clark Street closures.<ref>{{cite web |url=http://abc7ny.com/news/south-ferry-subway-station-in-manhattan-reopens/2153353/ |title=South Ferry subway station in Manhattan reopens |publisher=ABC 7 New York |date=June 27, 2017|access-date=June 27, 2017}}</ref><ref>{{Cite web |url=https://ny.curbed.com/2017/6/26/15872784/south-ferry-station-reopening-1-train-mta-sandy |title=South Ferry subway station readies for its reopening after Sandy |last=Warerkar |first=Tanay |date=June 26, 2017 |website=Curbed NY|access-date=June 27, 2017}}</ref> Throughout the duration of the Clark Street tunnel closures, a free out-of-system MetroCard transfer was provided between South Ferry (where 2 trains were rerouted from 11:45pm Fridays to 5:00am Mondays), and Bowling Green (where 4 and 5 trains ran local in Brooklyn in place of the 2 and 3 trains during those same times).<ref>{{Cite web|url=http://web.mta.info/sandy/sandy_recovery_work.htm|title=Clark St Tunnel Reconstruction Weekend Service Changes|date=June 8, 2017|website=mta.info|publisher=Metropolitan Transportation Authority|archive-url=https://web.archive.org/web/20170825003558/http://web.mta.info/sandy/sandy_recovery_work.htm|archive-date=August 25, 2017|url-status=dead|access-date=June 8, 2017}}</ref> Normal service on the Brooklyn Branch resumed on June 25, 2018.<ref>{{Cite web|url=http://www.mta.info/news/2018/06/25/weekend-service-through-clark-st-23-tunnel-resumes-time-and-budget|title=Weekend Service Through Clark St 2,3 Tunnel Resumes On Time and On Budget|date=June 25, 2018|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=August 1, 2019|archive-date=August 1, 2019|archive-url=https://web.archive.org/web/20190801205321/http://www.mta.info/news/2018/06/25/weekend-service-through-clark-st-23-tunnel-resumes-time-and-budget|url-status=dead}}</ref> The Cortlandt Street station reopened on September 8, 2018 as WTC Cortlandt.<ref>{{cite web|url=http://www.ny1.com/nyc/all-boroughs/transit/2018/09/07/cortland-street-station-to-reopen-soon-after-17-years-manhattan-nyc-train-station-stop|title=Sources: A long-awaited Manhattan 1 train stop will reopen Saturday|last=Martinez|first=Jose|date=September 7, 2018|website=ny1.com|access-date=September 7, 2018}}</ref>

== Extent and service ==
The following services use part or all of the Broadway–Seventh Avenue Line,<ref>{{NYCS const|serviceguide}}</ref> whose services' bullets are colored {{NYCS const|color|red}}:<ref name="Grynbaum 2010">{{Cite news|url=https://cityroom.blogs.nytimes.com/2010/05/10/take-the-tomato-to-the-sunflower/|title=Take the Tomato 2 Stops to the Sunflower|last=Grynbaum|first=Michael M.|date=May 10, 2010|work=The New York Times|access-date=May 14, 2017|language=en|issn=0362-4331}}</ref>

{|class="wikitable"
|-
!rowspan=2|Route
!rowspan=2|Time period
! colspan="5" |Section of line
|-
|align=center|Between [[Van Cortlandt Park–242nd Street (IRT Broadway–Seventh Avenue Line)|242 St]]<br/>and [[96th Street (IRT Broadway–Seventh Avenue Line)|96 St]]
|align=center|Between 96 St<br/>and [[34th Street–Penn Station (IRT Broadway–Seventh Avenue Line)|34 St]]
|align=center|Between 34 St<br/>and [[Chambers Street (IRT Broadway–Seventh Avenue Line)|Chambers St]]
|align=center|Between Chambers St<br/>and [[Borough Hall (IRT Broadway–Seventh Avenue Line)|Borough Hall]]
|align=center|Between Chambers St<br/>and [[South Ferry (IRT Broadway–Seventh Avenue Line)|South Ferry]]
|-
|{{rint|newyork|1}}
|All times
| colspan="3" align="center" |local
|{{N/A|no service}}
|align=center|local
|-
| rowspan="2" | {{rint|newyork|2}}
|All times except late nights
|{{N/A|no service}}
| colspan="3" align="center" |express
|{{N/A|no service}}
|-
|Late nights
|{{N/A|no service}}
| colspan="3" align="center" |local
|{{N/A|no service}}
|-
| rowspan="2" |{{rint|newyork|3}}
|All times except late nights
|{{N/A|no service}}
| colspan="3" align="center" |express
|{{N/A|no service}}
|-
|Late nights
|{{N/A|no service}}
| align="center" |express
|colspan=4 {{N/A|no service}}
|}

==Station listing==
{{NYCS service legend
| alltimes        = show
| allexceptnights = show
| nightsonly      = show
| weekdaysonly    = show
| rushonly        = show
| rushpeak        = show
}}
{| class="wikitable"
|-
!Neighborhood<br />(approximate)
!{{Access icon}}
!Station
!Tracks
!Services
!Opened
!Transfers and notes
|-
| align=center colspan=7 | [[The Bronx]]
|-
||[[Riverdale, Bronx|Riverdale]]
|
|{{stl|NYCS|Van Cortlandt Park–242nd Street}}
|
|{{NYCS Broadway-Seventh north|time=show}}
|August 1, 1908<ref name="242nd2" />
|
|-
! colspan="7" style="background:silver;"|Center Express track begins ({{NYCS trains|Broadway-Seventh north express}})
|-
! colspan="7" style="background:silver;"|Connecting Tracks to [[240th Street Yard]]
|-
| rowspan="2" |[[Kingsbridge, Bronx|Kingsbridge]] and [[Riverdale, Bronx|Riverdale]]
|
|{{stl|NYCS|238th Street}}
|local
|{{NYCS Broadway-Seventh north local|time=show}}
|August 1, 1908<ref name="242nd2" />
|
|-
| align=center | {{Access icon}}
|{{stl|NYCS|231st Street}}
|local
|{{NYCS Broadway-Seventh north local|time=show}}
|August 1, 1908<ref name="242nd2" />
|
|-
| align=center colspan=7 | [[Manhattan]]
|-
||[[Marble Hill, Manhattan|Marble Hill]]
|
|{{stl|NYCS|Marble Hill–225th Street}}
|local
|{{NYCS Broadway-Seventh north local|time=show}}
|January 14, 1907<ref name="225th2" />
|Connection to [[Metro-North Railroad]] ([[Hudson Line (Metro-North)|Hudson Line]]) at [[Marble Hill station|Marble Hill]]
|-
! colspan="7" style="background:silver;"| [[Broadway Bridge (Manhattan)|Broadway Bridge]]
|-
|rowspan=6|[[Inwood, Manhattan|Inwood]]
|
|bgcolor=bfbfbf| {{stl|NYCS|221st Street}}
|local
|
|March 12, 1906<ref name="SkippedStations" />
|Closed January 14, 1907
|-
|
|{{stl|NYCS|215th Street}}
|local
|{{NYCS Broadway-Seventh north local|time=show}}
|March 12, 1906<ref name="SkippedStations" />
|
|-
! colspan="6" style="background:silver;"|Connecting Track to [[207th Street Yard]]
|-
|
|{{stl|NYCS|207th Street}}
|local
|{{NYCS Broadway-Seventh north local|time=show}}
|April 1, 1907<ref name="225th2" /><ref name="Merritt 1914" />
|[[Bx12 SBS (New York City bus)|Bx12 Select Bus Service]]
|-
! colspan="6" style="background:silver;"|Center Express track ends
|-
| align=center | {{Access icon}}
|{{stl|NYCS|Dyckman Street|Broadway-Seventh}}
|
|{{NYCS Broadway-Seventh north|time=show}}
|March 12, 1906<ref name="SkippedStations" />
|
|-
|rowspan=4|[[Washington Heights, Manhattan|Washington Heights]]
| align=center | [[File:Aiga elevator.svg|20px|alt=Elevator access to mezzanine only]]
|{{stl|NYCS|191st Street}}
|
|{{NYCS Broadway-Seventh north|time=show}}
|January 14, 1911<ref name="nyt19110122" />
|
|-
| align=center | [[File:Aiga elevator.svg|20px|alt=Elevator access to mezzanine only]]
|{{stl|NYCS|181st Street|Broadway-Seventh}}
|
|{{NYCS Broadway-Seventh north|time=show}}
|May 30, 1906<ref name="221stOpen" />
| 
|-
| align=center | [[File:Aiga elevator.svg|20px|alt=Elevator access to mezzanine only]]
|{{stl|NYCS|168th Street|Broadway-Seventh}}
|
|{{NYCS Broadway-Seventh north|time=show}}
|April 14, 1906<ref name="168thOpen">{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1906/04/15/101711097.pdf|title=New Subway Station Open — Also a Short Express Service for Baseball Enthusiasts|date=April 15, 1906|newspaper=The New York Times|access-date=November 6, 2016|page=1|issn=0362-4331}}</ref>
|[[IND Eighth Avenue Line]] ({{NYCS Eighth north|time=1}})
|-
|
|{{stl|NYCS|157th Street}}
|
|{{NYCS Broadway-Seventh north|time=show}}
|November 12, 1904<ref>{{cite web|title=IRT West Side Line – 157th Street|url=http://www.nycsubway.org/wiki/IRT_West_Side_Line|website=nycsubway.org|access-date=November 6, 2016}}</ref>
|[[Bx6 SBS (New York City bus)|Bx6 Select Bus Service]]
|-
! colspan="7" style="background:silver;"|Center Express track begins (No Regular Service)
|-
|rowspan=4|[[Harlem, Manhattan|Harlem]]
|
|{{stl|NYCS|145th Street|Broadway-Seventh}}
|local
|{{NYCS Broadway-Seventh north|time=show}}
|October 27, 1904<ref name="145th">{{cite news|url=https://www.nytimes.com/1904/10/28/archives/our-subway-open-150000-try-it-mayor-mcclellan-runs-the-first.html|title=Our Subway Open, 150,000 Try It — Mayor McClellan Runs the First Official Train — Big Crowds Ride At Night — Average of 25,000 an Hour from 7 P.M. Till Past Midnight — Exercises in the City Hall — William Barclay Parsons, John B. McDonald, August Belmont, Alexander E. Orr, and John Starin Speak — Dinner at Night|date=October 28, 1904|newspaper=The New York Times|access-date=November 6, 2016|page=1|issn=0362-4331}}</ref>
|
|-
! colspan="6" style="background:silver;"|[[137th Street Yard]] tracks surround Main Line
|-
|
|{{stl|NYCS|137th Street–City College}}
|local
|{{NYCS Broadway-Seventh north|time=show}}
|October 27, 1904<ref name=145th/>
|
|-
|
|{{stl|NYCS|125th Street|Broadway-Seventh}}
|local
|{{NYCS Broadway-Seventh north local|time=show}}
|October 27, 1904<ref name=145th/>
|
|-
|rowspan=2|[[Morningside Heights, Manhattan|Morningside Heights]]
|
|{{stl|NYCS|116th Street–Columbia University}}
|local
|{{NYCS Broadway-Seventh north local|time=show}}
|October 27, 1904<ref name=145th/>
| [[M60 SBS (New York City bus)|M60 Select Bus Service]] to [[LaGuardia Airport]]
|-
|
|nowrap|{{stl|NYCS|Cathedral Parkway–110th Street|Broadway-Seventh}}
|local
|{{NYCS Broadway-Seventh north local|time=show}}
|October 27, 1904<ref name=145th/>
| 
|-
|rowspan=9|[[Upper West Side, Manhattan|Upper West Side]]
|
|{{stl|NYCS|103rd Street|Broadway-Seventh}}
|local
|{{NYCS Broadway-Seventh north local|time=show}}
|October 27, 1904<ref name=145th/>
|
|-
! colspan="6" style="background:silver;"|Center Express track ends
|-
! colspan="6" style="background:silver;"|[[IRT Lenox Avenue Line]] joins as the express tracks ({{NYCS Lenox|time=show}})
|-
| align=center | {{Access icon}}
|{{stl|NYCS|96th Street|Broadway-Seventh}}
|all
|{{NYCS Broadway-Seventh|time=show}}
|October 27, 1904<ref name=145th/>
|
|-
|
|bgcolor=bfbfbf| {{stl|NYCS|91st Street}}
|local
|
|October 27, 1904<ref name=145th/>
|Closed February 2, 1959
|-
|
|{{stl|NYCS|86th Street|Broadway-Seventh}}
|local
|{{NYCS Broadway-Seventh local|time=show}}
|October 27, 1904<ref name=145th/>
| [[M86 SBS (New York City bus)|M86 Select Bus Service]]
|-
|
|{{stl|NYCS|79th Street|Broadway-Seventh}}
|local
|{{NYCS Broadway-Seventh local|time=show}}
|October 27, 1904<ref name=145th/>
| [[M79 SBS (New York City bus)|M79 Select Bus Service]]
|-
| align=center | {{Access icon}}
|{{stl|NYCS|72nd Street|Broadway-Seventh}}
|all
|{{NYCS Broadway-Seventh|time=show}}
|October 27, 1904<ref name=145th/>
|
|-
| align=center | {{Access icon}}
| {{stl|NYCS|66th Street–Lincoln Center}}
|local
|{{NYCS Broadway-Seventh local|time=show}}
|October 27, 1904<ref name=145th/>
|
|-
|rowspan=5|[[Midtown, Manhattan|Midtown]]
| align=center | {{Access icon}}
|{{stl|NYCS|59th Street–Columbus Circle|Broadway-Seventh}}
|local
|{{NYCS Broadway-Seventh local|time=show}}
|October 27, 1904<ref name=145th/>
|[[IND Eighth Avenue Line]] ({{NYCS Eighth center|time=1}})
|-
|
|{{stl|NYCS|50th Street|Broadway-Seventh}}
|local
|{{NYCS Broadway-Seventh local|time=show}}
|October 27, 1904<ref name=145th/>
|
|-
! colspan="6" style="background:silver;"|merge on northbound local track to [[IRT 42nd Street Line]] (no regular service)
|-
| align=center | {{Access icon}}
|{{stl|NYCS|Times Square–42nd Street|Broadway-Seventh}}
|all
|{{NYCS Broadway-Seventh|time=show}}
|June 3, 1917<ref name=34th/>
|[[IRT Flushing Line]] ({{NYCS Flushing south|time=show}})<br />[[IND Eighth Avenue Line]] ({{NYCS Eighth south|time=show}}) at {{stl|NYCS|42nd Street–Port Authority Bus Terminal}}<br />[[BMT Broadway Line]] ({{NYCS Broadway|time=show}})<br />[[42nd Street Shuttle]] ({{NYCS 42nd|time=show}})<br />[[IND Sixth Avenue Line]] ({{NYCS Sixth|time=show}}) at {{stl|NYCS|42nd Street–Bryant Park}}, daytime only<br />[[Port Authority Bus Terminal]]
|-
| align=center | {{Access icon}}
|{{stl|NYCS|34th Street–Penn Station|Broadway-Seventh}}
|all
|{{NYCS Broadway-Seventh south|time=show}}
|June 3, 1917<ref name="34th">{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1917/06/03/98251172.pdf|title=Three New Links of the Dual Subway System Opened, Including a Shuttle Service from Times Square to Thirty-Fourth Street — Service on the Jerome Avenue Branch From 149th Street North to About 225th Street Began Yesterday Afternoon — The Event Celebrated by Bronx Citizens and Property Owners — The Seventh Avenue Connection Opened This Morning|date=June 3, 1917|newspaper=The New York Times|access-date=November 6, 2016|page=1|issn=0362-4331}}</ref>
|Connection to [[Amtrak]], [[Long Island Rail Road|LIRR]], and [[New Jersey Transit rail operations|N.J. Transit]] at [[Pennsylvania Station (New York City)|Pennsylvania Station]]<br />[[M34 (New York City bus)|M34 / M34A Select Bus Service]]
|-
|rowspan=4|[[Chelsea, Manhattan|Chelsea]]
|
|{{stl|NYCS|28th Street|Broadway-Seventh}}
|local
|{{NYCS Broadway-Seventh south local|time=show}}
|July 1, 1918<ref name="The New York Times 1918 2" />
|
|-
|
|{{stl|NYCS|23rd Street|Broadway-Seventh}}
|local
|{{NYCS Broadway-Seventh south local|time=show}}
|July 1, 1918<ref name="The New York Times 1918 2" />
| [[M23 SBS (New York City bus)|M23 Select Bus Service]]
|-
|
|{{stl|NYCS|18th Street|Broadway-Seventh}}
|local
|{{NYCS Broadway-Seventh south local|time=show}}
|July 1, 1918<ref name="The New York Times 1918 2" />
|
|-
| {{Access icon}}
|{{stl|NYCS|14th Street|Broadway-Seventh}}
|all
|{{NYCS Broadway-Seventh south|time=show}}
|July 1, 1918<ref name="The New York Times 1918 2" />
|[[IND Sixth Avenue Line]] ({{NYCS Sixth local|time=show}}) at {{stl|NYCS|14th Street|Sixth}}<br />[[BMT Canarsie Line]] ({{NYCS Canarsie|time=show}}) at {{stl|NYCS|Sixth Avenue}}<br />Connection to [[Port Authority Trans-Hudson|PATH]] at {{stl|PATH|14th Street}}<br />[[M14 (New York City bus)|M14A / M14D Select Bus Service]]
|-
|rowspan=2|[[Greenwich Village]]
|
|{{stl|NYCS|Christopher Street–Stonewall}}
|local
|{{NYCS Broadway-Seventh south local|time=show}}
|July 1, 1918<ref name="The New York Times 1918 2" />
|
|-
|
|{{stl|NYCS|Houston Street}}
|local
|{{NYCS Broadway-Seventh south local|time=show}}
|July 1, 1918<ref name="The New York Times 1918 2" />
|
|-
|rowspan=2|[[TriBeCa]]
|
|{{stl|NYCS|Canal Street|Broadway-Seventh}}
|local
|{{NYCS Broadway-Seventh south local|time=show}}
|July 1, 1918<ref name="The New York Times 1918 2" />
|
|-
|
|{{stl|NYCS|Franklin Street}}
|local
|{{NYCS Broadway-Seventh south local|time=show}}
|July 1, 1918<ref name="The New York Times 1918 2" />
|
|-
|rowspan=7|[[Financial District, Manhattan|Financial District]]
| align=center | {{Access icon}}
|{{stl|NYCS|Chambers Street|Broadway-Seventh}}
|all
|{{NYCS Broadway-Seventh south|time=show}}
|July 1, 1918<ref name="The New York Times 1918 2" />
|
|-
! colspan="6" style="background:silver;"| Express tracks split to Brooklyn Branch ({{NYCS Broadway-Seventh Brooklyn|time=show}}); Local tracks continue as Main line ({{NYCS Broadway-Seventh South Ferry|time=show}})
|-
| align=center | {{Access icon}}
|{{stl|NYCS|WTC Cortlandt}}
|local
|{{NYCS Broadway-Seventh South Ferry|time=show}}
|July 1, 1918<ref name="The New York Times 1918 2" />
|Closed from September 11, 2001, to September 8, 2018, due to damage sustained in the September 11 attacks<br/>Connection to [[Port Authority Trans-Hudson|PATH]] at {{stl|PATH|World Trade Center}}
|-
|
|{{stl|NYCS|Rector Street|Broadway-Seventh}}
|local
|{{NYCS Broadway-Seventh South Ferry|time=show}}
|July 1, 1918<ref name="The New York Times 1918 2" />
|
|-
! colspan="6" style="background:silver;"| Split between Main line and Outer loop at {{stl|NYCS|South Ferry|Lexington}}
|-
|
|bgcolor=bfbfbf|{{stl|NYCS|South Ferry|Lexington}}<br /><small>(Loop Platform)</small>
|outer loop
|
|July 1, 1918<ref name="The New York Times 1918 2" />
|Closed on March 16, 2009, with the opening of the new terminal<br />Reopened on April 4, 2013, as temporary terminal; closed again on June 27, 2017
|-
| align=center | {{Access icon}}
|{{stl|NYCS|South Ferry|Broadway-Seventh}}<br /><small>(New Platform)</small>
|local
|{{NYCS Broadway-Seventh South Ferry|time=show}}
|March 16, 2009<ref name="mta.info 2009" />
|Closed November 2012 due to damage caused by Hurricane Sandy; reopened on June 27, 2017<br />[[BMT Broadway Line]] ({{NYCS Broadway south|time=show}}) at {{stl|NYCS|Whitehall Street–South Ferry}}<br />[[M15 SBS (New York City bus)|M15 Select Bus Service]]<br />[[Staten Island Ferry]] at [[South Ferry (Manhattan)|South Ferry]]
|-
! colspan="7" style="background:silver;"| Main line terminates ({{NYCS Broadway-Seventh South Ferry|time=show}})
|-
| colspan=7 | &nbsp;
|-
! colspan="7" style="background:silver;"| Brooklyn Branch ({{NYCS Broadway-Seventh Brooklyn|time=show}})
|-
|rowspan=3|[[Financial District, Manhattan|Financial District]]
| align=center | [[File:Aiga elevator.svg|20px|alt=Elevator access to mezzanine only]]
|{{stl|NYCS|Park Place|Broadway-Seventh}}
|express
|{{NYCS Broadway-Seventh Brooklyn|time=show}}
|July 1, 1918<ref name="The New York Times 1918 2" />
|[[BMT Broadway Line]] ({{NYCS Broadway south|time=show}}) at {{stl|NYCS|Cortlandt Street}}<br/>[[IND Eighth Avenue Line]] ({{NYCS Eighth far south express|time=show}}) at {{stl|NYCS|Chambers Street|Eighth}}<br />IND Eighth Avenue Line ({{NYCS Eighth far south local|time=show}}) at {{stl|NYCS|World Trade Center}}<br />Connection to [[Port Authority Trans-Hudson|PATH]] at {{stl|PATH|World Trade Center}}
|-
| align=center | {{Access icon}}
|{{stl|NYCS|Fulton Street|Broadway-Seventh}}
|express
|{{NYCS Broadway-Seventh Brooklyn|time=show}}
|July 1, 1918<ref name="The New York Times 1918 2" />
|[[IRT Lexington Avenue Line]] ({{NYCS Lexington south| time=show}})<br />[[IND Eighth Avenue Line]] ({{NYCS Cranberry| time=show}})<br />[[BMT Nassau Street Line]] ({{NYCS Nassau south| time=show}})<br />Connection to [[Port Authority Trans-Hudson|PATH]] at {{stl|PATH|World Trade Center}}
|-
|
|{{stl|NYCS|Wall Street|Broadway-Seventh}}
|express
|{{NYCS Broadway-Seventh Brooklyn|time=show}}
|July 1, 1918<ref name="The New York Times 1918 2" />
|
|-
| align=center colspan=7 | [[Brooklyn]]
|-
! colspan="7" style="background:silver;"| Clark Street Tunnel
|-
||[[Brooklyn Heights]]
| align=center | [[File:Aiga elevator.svg|20px|alt=Elevator access to mezzanine only]]
|{{stl|NYCS|Clark Street}}
|express
|{{NYCS Broadway-Seventh Brooklyn|time=show}}
|April 15, 1919<ref name="The New York Times 1919" />
|
|-
||[[Downtown Brooklyn]]
| align=center | {{Access icon}}
|{{stl|NYCS|Borough Hall|Broadway-Seventh}}
|express
|{{NYCS Broadway-Seventh Brooklyn|time=show}}
|April 15, 1919<ref name="The New York Times 1919" />
|[[IRT Eastern Parkway Line]] ({{NYCS Lexington far south| time=show}})<br />[[BMT Fourth Avenue Line]] ({{NYCS Fourth Montague| time=show}}) at {{stl|NYCS|Court Street|Fourth}}
|-
! colspan="7" style="background:silver;"| becomes the local tracks of the [[IRT Eastern Parkway Line]] ({{NYCS Broadway-Seventh Brooklyn|time=show}})
|}

==Notes==
{{notelist}}

==References==
{{reflist|30em}}

==External links==
{{attached KML|display=inline,title}}
{{commons category|IRT Broadway – Seventh Avenue Line}}
*[http://www.nycsubway.org/wiki/IRT_West_Side_Line nycsubway.org — IRT West Side Line]

{{NYCS lines navbox}}
{{NYCS navbox}}
{{NYCS stations navbox|7ave=yes}}
{{Crossings navbox
|structure       = Crossings
|place           = [[East River]]
|bridge          = Clark Street Tunnel
|bridge signs    = {{NYCS Clark|time=bullets}}
|upstream        = [[Cranberry Street Tunnel]]
|upstream signs  = {{NYCS Cranberry|time=bullets}}
|downstream      = [[Montague Street Tunnel]]
|downstream signs = {{NYCS Montague|time=bullets}}
}}

{{DEFAULTSORT:IRT Broadway-Seventh Avenue Line}}
[[Category:New York City Subway lines|7th Avenue-Broadway IRT Line]]
[[Category:Interborough Rapid Transit Company|Broadway-7th]]
[[Category:Seventh Avenue (Manhattan)|7th Avenue]]
[[Category:Railway lines opened in 1904|Broadway – Seventh]]
[[Category:Broadway (Manhattan)]]
[[Category:1904 establishments in New York City]]