Canal Street station (New York City Subway)

The Canal Street station is a New York City Subway station complex. It is located in the neighborhoods of Chinatown and SoHo in Manhattan and is shared by the BMT Broadway Line, the IRT Lexington Avenue Line, and the BMT Nassau Street Line. It is served by the 6, J, N, and Q trains at all times; the R train at all times except late nights; the W train during weekdays; the <6> train during weekdays in the peak direction; the Z train during rush hours in the peak direction; and the 4 train during late nights.

This article is about the New York City Subway station complex in Chinatown. For the station on the IND Eighth Avenue Line, see Canal Street station (IND Eighth Avenue Line). For the station on the IRT Broadway–Seventh Avenue Line, see Canal Street station (IRT Broadway–Seventh Avenue Line). For other uses, see Canal Street (disambiguation).

 Canal Street
 "6" train"6" express train​"J" train"N" train​"Q" train​"R" train​"W" train"Z" train
New York City Subway station complex
Entrance on Centre Street
Station statistics
AddressCanal Street between Broadway & Centre Street
New York, NY 10013[1]
BoroughManhattan
LocaleChinatown, Little Italy, SoHo
Coordinates40°43′5″N 74°0′0″W
DivisionA (IRT), B (BMT)[2]
LineBMT Broadway Line
IRT Lexington Avenue Line
BMT Nassau Street Line
Services   4 late nights (late nights)
​   6 all times (all times) <6> weekdays until 8:45 p.m., peak direction (weekdays until 8:45 p.m., peak direction)​
   J all times (all times)
   N all times (all times)
​   Q all times (all times)
​   R all except late nights (all except late nights)
​   W weekdays only (weekdays only)
   Z rush hours, peak direction (rush hours, peak direction)
TransitBus transport NYCT Bus: M55[3]
StructureUnderground
Levels2 (Manhattan Bridge platforms cross at an angle and under the other three lines)
Other information
OpenedSeptember 4, 1917 (1917-09-04) (connection between BMT Manhattan Bridge & Nassau St Lines)
January 16, 1978 (1978-01-16) (connection to IRT)[4]
AccessibleThis station is partially compliant with the Americans with Disabilities Act of 1990 Partially ADA-accessible (IRT Lexington Avenue Line platforms only)
Traffic
201915,861,864[5] Decrease 0.8%
Rank16 out of 424[5]
Location
Canal Street station (New York City Subway) is located in New York City Subway
Canal Street station (New York City Subway)
Canal Street station (New York City Subway) is located in New York City
Canal Street station (New York City Subway)
Canal Street station (New York City Subway) is located in New York
Canal Street station (New York City Subway)
Street map

Station service legend
Symbol Description
Stops all times Stops all times
Stops all times except late nights Stops all times except late nights
Stops late nights only Stops late nights only
Stops rush hours in the peak direction only Stops rush hours in the peak direction only

The complex comprises four stations, all named Canal Street; the Broadway Line's local and express tracks stop at separate sets of platforms. The Lexington Avenue Line platforms were built for the Interborough Rapid Transit Company (IRT), and was a local station on the city's first subway line. That station opened on October 27, 1904, as one of the original 28 stations of the New York City Subway. The other three stations were built for the Brooklyn Rapid Transit Company (BRT; later the Brooklyn–Manhattan Transit Corporation, or BMT) as part of the Dual Contracts. The Nassau Street Line station opened on August 4, 1913; the Broadway Line express station opened on September 4, 1917; and the Broadway Line local station opened on January 5, 1918. The IRT and BMT stations were connected in 1978. Several modifications have been made over the years, including a full renovation between 1999 and 2004.

The Lexington Avenue Line station, under Lafayette Street, has two side platforms and four tracks; express trains use the inner two tracks to bypass the station. The Nassau Street Line station, under Centre Street, has two island platforms and three tracks, but only one platform and two tracks are in use. The Broadway local station, under Broadway, has two side platforms and four tracks, the inner two of which are not in use. The Broadway express station, under Canal Street, has two side platforms and two tracks, running at a lower level than the other three sets of platforms. The Lexington Avenue Line platforms contain elevators from the street, which make it compliant with the Americans with Disabilities Act of 1990, but the other platforms are not wheelchair-accessible.

History

First subway

Planning for a subway line in New York City dates to 1864.[6]: 21  However, development of what would become the city's first subway line did not start until 1894, when the New York State Legislature authorized the Rapid Transit Act.[6]: 139–140  The subway plans were drawn up by a team of engineers led by William Barclay Parsons, chief engineer of the Rapid Transit Commission. It called for a subway line from New York City Hall in lower Manhattan to the Upper West Side, where two branches would lead north into the Bronx.[7]: 3  A plan was formally adopted in 1897,[6]: 148  and all legal conflicts concerning the route alignment were resolved near the end of 1899.[6]: 161  The Rapid Transit Construction Company, organized by John B. McDonald and funded by August Belmont Jr., signed the initial Contract 1 with the Rapid Transit Commission in February 1900,[8] in which it would construct the subway and maintain a 50-year operating lease from the opening of the line.[6]: 165  In 1901, the firm of Heins & LaFarge was hired to design the underground stations.[7]: 4  Belmont incorporated the Interborough Rapid Transit Company (IRT) in April 1902 to operate the subway.[6]: 182 

The Canal Street station was constructed as part of the route segment from Chambers Street to Great Jones Street. Construction on this section of the line began on July 10, 1900, and was awarded to Degnon-McLean Contracting Company.[8] Near Canal Street the subway passed through quicksand and a drainage sewer; this was near the location of the old Collect Pond.[9][10]: 230  The sewer, the namesake of Canal Street, was built to drain the Collect Pond and originally continued west to the Hudson River. With the IRT's construction, the sewer was redirected east into the East River. The new brick sewer was circular and measured five and a half feet across.[10]: 240  Pumps were used to keep the excavation clear of water while the work proceeded.[6]: 267  By late 1903, the subway was nearly complete, but the IRT Powerhouse and the system's electrical substations were still under construction, delaying the system's opening.[6]: 186 [11]

The Canal Street station opened on October 27, 1904, as one of the original 28 stations of the New York City Subway from City Hall to 145th Street on the Broadway–Seventh Avenue Line.[12][6]: 186  After the first subway line was completed in 1908,[13] the station was served by local trains along both the West Side (now the Broadway–Seventh Avenue Line to Van Cortlandt Park–242nd Street) and East Side (now the Lenox Avenue Line). West Side local trains had their southern terminus at City Hall during rush hours and South Ferry at other times, and had their northern terminus at 242nd Street. East Side local trains ran from City Hall to Lenox Avenue (145th Street).[14]

To address overcrowding, in 1909, the New York Public Service Commission proposed lengthening platforms at stations along the original IRT subway.[15]: 168  As part of a modification to the IRT's construction contracts, made on January 18, 1910, the company was to lengthen station platforms to accommodate ten-car express and six-car local trains. In addition to $1.5 million (equivalent to $43.6 million in 2021) spent on platform lengthening, $500,000 (equivalent to $14,541,000 in 2021) was spent on building additional entrances and exits. It was anticipated that these improvements would increase capacity by 25 percent.[16]: 15  Platforms at local stations, such as the Canal Street station, were lengthened by between 20 to 30 feet (6.1 to 9.1 m). Both platforms were extended to the north and south.[16]: 107  Six-car local trains began operating in October 1910.[15]: 168 

BRT and Dual Contracts

After the original IRT opened, the city began planning new lines. A proposed Tri-borough system was adopted in early 1908, combining the Broadway–Lexington Avenue and Nassau Street lines; a Canal Street subway from the Fourth Avenue Subway in Brooklyn via the Manhattan Bridge to the Hudson River; and several other lines in Brooklyn. The lines were assigned to the Brooklyn Rapid Transit Company (BRT; after 1924, the Brooklyn–Manhattan Transit Corporation or BMT) in the Dual Contracts, adopted on March 4, 1913.[6]: 203–219 [17][18] The BRT was authorized to construct a line under Broadway with a station at Canal Street, as well as a line under Canal Street with a station at Broadway.[19] Also as part of the Dual Contracts, the Lexington Avenue Line opened north of Grand Central–42nd Street in 1918, thereby dividing the original line into an "H"-shaped system. All local trains were sent via the Lexington Avenue Line, running along the Pelham Line in the Bronx.[20] The development of the BRT stations caused real-estate values in the area to increase.[21]

Centre Street Loop

The Centre Street Loop (later the Nassau Street Line) was approved on January 25, 1907, as a four-track line.[22][23] The route was to connect the Brooklyn Bridge, Manhattan Bridge, and Williamsburg Bridge via Centre Street, Canal Street, and Delancey Street, with a spur under Canal Street.[22][24] Unlike previous subway contracts that the city government had issued, the BRT was responsible only for constructing the Centre Street Loop and installing equipment, not for operating the loop.[25] The work was split into five sections; the Canal Street station was built as part of the two sections of the line that ran under Centre Street.[26] The city began receiving bids for these sections in March 1907.[27][28] The Degnon Construction Company was hired to build section 9-0-2, from Canal Street north to Broome Street, while the Cranford Company was hired to build section 9-0-3, from Canal Street south to Pearl Street.[26] The line had to be built through the former site of Collect Pond, which still had high amounts of groundwater. Contractors drained the groundwater, causing a huge crack in a nearby courthouse building.[29]

The Centre Street Loop station, including a bridge over a planned line on Canal Street, was completed at the end of 1909. The station remained closed because the Chambers Street station, the terminal for the Centre Street Loop, was not complete.[30] The BRT tunnel under Centre Street was completed by 1910, except for the section under the Manhattan Municipal Building, which contained the incomplete Chambers Street station.[31][32] The tunnel remained unused for several years.[33] In March 1913, the Public Service Commission authorized the BRT to lay tracks, install signals, and operate the loop.[33][34] The Nassau Street Line platforms opened on August 4, 1913,[35][36] providing service to northern Brooklyn via the Williamsburg Bridge.[6]: 249 [37]

Canal Street line

The IRT made a failed proposal to operate a subway line along Canal Street in 1908.[38] The BRT proposed the next year to construct a line across Canal Street and the Manhattan Bridge to connect with the Brighton Beach Line.[39] The BRT submitted a proposal to the Commission, dated March 2, 1911, to operate the Tri-borough system (but under Church Street instead of Greenwich Street), as well as a branch along Broadway, Seventh Avenue, and 59th Street from Ninth Street north and east to the Queensboro Bridge. The Canal Street subway was to merge with the Broadway Line instead of continuing to the Hudson River.[6]: 225 

The Canal Street tunnel was originally supposed to be a separate line passing under the Broadway Line station and extend further westward.[40][41] At the time, the Public Service Commission did not plan to build a track connection between the Canal Street and Broadway lines, saying that such a connection would cause severe train congestion. The BRT wanted to connect the lines, citing the fact that it would be difficult for passengers to transfer at the Canal Street station or to reroute trains in case of emergency.[41] By the time the Dual Contracts were signed, the plans had been modified so the Canal Street line connected to the Broadway Line;[18][42] this connection was estimated to cost an additional $1 million.[43] In October 1913, the Public Service Commission ordered the BRT's parent company to pay the Underpinning and Foundation Company about $12,000 for work related to the construction of the connection between the Canal Street and Broadway lines.[44]

The commission was soliciting bids for a tunnel that diverged from the Broadway main line, extending east under Canal Street to the Manhattan Bridge, by February 1914. Due to the swampy character of the area, caused by the presence of the former Collect Pond, the commission considered building the line using either the cut-and-cover method or using deep-bore tunneling.[45][46] The Underpinning and Foundation Company submitted a low bid of $1.822 million for a cut-and-cover tunnel in May 1914,[47][48] and the company was selected to build the station two months later.[49]

Work on the Canal Street line proceeded slowly,[50] in part because of the high water table of the area, which required the contractor to pump out millions of gallons of groundwater every day.[40][51] Although the old canal along Canal Street had been infilled, the ground still contained significant amounts of water;[52] the Canal Street line was to be built about 35 to 50 feet (11 to 15 m) below the groundwater.[52][53] The Sun wrote that "the solution of the problem is in a way as great as those" that the builders of the Panama Canal had faced.[52] About 6,000 to 7,000 U.S. gallons (23,000 to 26,000 L) of water had to be pumped out every minute of the day at all times,[53] equating to about 10 million U.S. gallons (38,000,000 L; 8,300,000 imp gal) every twenty-four hours. Workers then excavated sand and gravel from the site.[54]: 27  Only a third of the project had been finished by mid-1915.[40] The Canal Street spur was less than half completed by January 1916,[55] and it was 80 percent finished by that October.[56] The Canal Street spur platforms opened on September 4, 1917, as part of the first section of the Broadway Line from Canal Street to 14th Street–Union Square.[57][58][59]

Broadway main line

The New York Public Service Commission also adopted plans for what was known as the Broadway–Lexington Avenue route (later the Broadway main line) on December 31, 1907.[6]: 212  A list of stations on the Broadway–Lexington Avenue line were announced in 1909; the plans tentatively called for an express station at Canal Street in Lower Manhattan.[60][61] Two segments of the Broadway Line around Canal Street were placed under contract early in 1912.[6]: 225  The contract for Section 2, between Murray Street and Canal Street, was awarded to the Degnon Contracting Company that January.[62] Two months later, the contract for Section 2A, which stretched between Canal and Howard Streets and included the Canal Street station, was awarded to the O'Rourke Engineering Construction Company.[63][64] Section 2A was twelve percent completed by early 1913.[65][66] Work on section 2 was further advanced, being 60 percent done by June of that year.[67]

The design of the Broadway main line's station was changed midway through construction when the track connection to the Canal Street line was added.[40] In the original plan for the station, the main line's center tracks were to have continued up Broadway, fed by traffic from Brooklyn and the Montague Street Tunnel. Local service was to have terminated at the upper level of the Broadway Line's City Hall station, with express service using City Hall's upper level. The new plan favored local service via City Hall's upper level and express service via the Manhattan Bridge; the center tracks of the Main Line station were abandoned, as they would feed into the unused lower level platforms at City Hall.[6]: 225 

The Broadway Line south of 14th Street was substantially complete by February 1916.[68][69] The same month, the Public Service Commission began accepting bids for the installation of finishes at seven stations on the Broadway Line from Rector Street to 14th Street, including Canal Street.[68][69] D. C. Gerber submitted a $346,000 low bid for the finishes[70] and was 35 percent completed with the finishes by October 1916.[56] The main line platforms opened on January 5, 1918, when the Broadway Line was extended north to Times Square–42nd Street and south to Rector Street. From the outset, the main line station served local trains, while the Canal Street line's station began serving express trains.[71][72]

Leaks and platform extensions

After the Canal Street spur station opened, it quickly began to leak noticeably,[73][74] in large part because of the high amount of groundwater in the area.[73] Although the station had been built with a waterproof asphalt-and-brick membrane, there were still large amounts of groundwater in the area, and pressure from the groundwater had caused the membrane to crack.[75] The leaks became so severe that up to 150 U.S. gallons (570 L; 120 imp gal) per minute leaked into the station.[76] In late 1918, the Underpinning and Foundation Company was hired to build a cement wall around the station to stop these leaks for $20,000.[74] To allow workers to repair the station, the BRT operated a shuttle service from Canal Street to Pacific Street on a single track during late nights.[74][77] The work was completed by April 1919,[75][76] after which only about 2 U.S. gallons (7.6 L; 1.7 imp gal) seeped into the station every minute.[76]

In December 1922, the Transit Commission approved a $3 million project to lengthen platforms at 14 local stations along the original IRT line, including Canal Street and seven other stations on the Lexington Avenue Line. Platform lengths at these stations would be increased from 225 to 436 feet (69 to 133 m).[78][79] The commission postponed the platform-lengthening project in September 1923, at which point the cost had risen to $5.6 million.[80][81] Also in 1922, the Rapid Transit Commission awarded a contract to the Wagner Engineering Company for the installation of navigational signs at the Canal Street station and several other major subway stations. The IRT platforms received blue-and-white signs, while the BMT platforms received white-and-green navigational signs.[82] The mainline Broadway Line station's platforms originally could only fit six 67-foot-long (20 m) cars. In 1926, the New York City Board of Transportation received bids for the lengthening of platforms at nine stations on the Broadway Line, including the mainline station at Canal Street, to accommodate eight-car trains. Edwards & Flood submitted a low bid of $101,775 for the project.[83] The platform-lengthening project was completed in 1927, bringing the length of the platforms to 535 feet (163 m).[84][85]

Overcrowding issues

After the BRT stations at Canal Street opened, the complex became a major transfer hub for the BRT lines, but the different platforms were only connected via a narrow passageway.[86] Overcrowding was exacerbated by the fact that all Centre Street Loop passengers had to transfer at the Canal Street station if they wanted to travel to Midtown Manhattan.[87] By early 1918, local civic groups were advocating for the completion of the BRT's Canarsie Line, which contained a transfer to the Broadway Line at 14th Street–Union Square, to alleviate congestion at Canal Street.[88] In June 1920, the BRT began requiring passengers to exit the station if they wished to transfer between the Nassau Street and Broadway lines during rush hours. Passengers were issued transfer tickets from the Nassau Street Line to the Broadway Line in the morning and vice versa in the afternoon.[89][90] When Canarsie Line trains finally began running directly to Brooklyn in 1928,[91] the BMT was issuing 38,000 transfers per day at Canal Street during rush hours.[92] The addition of direct Brooklyn service on the Canarsie Line reduced overcrowding at the Canal Street station,[86][92] and the passageway at Canal Street was reopened in August 1928.[86]

1940s to 1980s

The city government took over the BMT's operations on June 1, 1940,[93][94] and the IRT's operations on June 12, 1940.[95][96] In late 1959, contracts were awarded to extend the platforms at Bowling Green, Wall Street, Fulton Street, Canal Street, Spring Street, Bleecker Street, Astor Place, Grand Central–42nd Street, 86th Street, and 125th Street to 525 feet (160 m).[97] In April 1960, work began on a $3,509,000 project (equivalent to $32.1 million in 2021) to lengthen platforms at seven of these stations to accommodate ten-car trains. The northbound platforms at Canal Street, Spring Street, Bleecker Street, and Astor Place were lengthened from 225 to 525 feet (69 to 160 m); the platform extensions at these stations opened on February 19, 1962.[98] In the late 1960s, New York City Transit extended both sets of Broadway Line platforms to accommodate ten-car trains.[99] The NYCTA also covered elaborate the mosaic tile walls with 8-by-16-inch (20 by 41 cm) white cinderblock tiles at 16 local stations on the Broadway and Fourth Avenue lines, including both the Broadway main line and Manhattan Bridge line platforms at Canal Street.[100]

On January 16, 1978, the transfer between the Lexington Avenue Line and the BMT platforms was placed inside fare control.[4] The free transfer was intended to encourage increased ridership. Previously, the BMT stations were all connected with each other, but people transferring between the BMT and IRT had to pay a second fare.[101]

1990s to present

With the exception of three months in 1990, train service to the Canal Street line's platforms was suspended from 1988 to 2001 during the Manhattan Bridge reconstruction project. The platforms remained open for passengers transferring between the other routes, since they were the only connections between the other platforms in the complex. Service between Manhattan and Brooklyn was redirected to the Main Line platforms and used the Montague Street Tunnel. The three-month period was supposed to have allowed train service while work on the bridge was not being done, but on December 27, 1990, the discovery of missing steel plates and corrosion that threatened the bridge's integrity halted this service.[102][103] In 1997, a temporary art exhibit known as the Canal Street Canal by Alexander Brodsky was installed on the northbound trackway,[104] after Brodsky won an MTA Arts for Transit design competition.[105] It consisted of a large waterproof tub filled with water, with Venetian canal boats floating inside.[105][106]

Bilingual signage, a common sight to the station prior to renovations

In April 1993, the New York State Legislature agreed to give the MTA $9.6 billion for capital improvements. Some of the funds would be used to renovate nearly one hundred New York City Subway stations,[107][108] including the entire Canal Street complex.[109] Work on the renovation began in May 1994, at which point it was supposed to cost $44 million. To minimize disruption to the surrounding neighborhood, workers only conducted excavations at night.[110] The project was originally supposed to be complete in December 1997.[110][111] During the renovation, in October 1995, workers accidentally drilled into the foundation of a neighboring building named Fu Long Plaza, causing that building to tilt.[112] Water main breaks also delayed the project.[113] By mid-1999, the completion of the station's renovation had been postponed nearly three years, to November 2000.[111][113]

The Canal Street line's platforms reopened on July 22, 2001.[114][115] Among the repairs included the staircases, re-tiling for the walls, new tiling on the floors, upgrading the station's lights and the public address system, installing ADA yellow safety treads along the platform edges, new signs, and new track beds in both directions. During the renovation, elevators were installed to the Lexington Avenue Line platforms, making them compliant with the Americans with Disabilities Act of 1990. The original mosaics on the Broadway Main Line were uncovered but then either removed or covered over again. One of the original tablets has been preserved at the New York Transit Museum.

Station layout
Ground Street level Exit/entrance
Disabled access Elevators at northeast corner of Canal Street and Lafayette Street for northbound "4" train​"6" train"6" express train service, and at northwest corner for southbound "4" train​"6" train"6" express train service
Basement 1 Mezzanine for Nassau Street Line platforms
Side platform Disabled access
Northbound local ← "6" train"6" express train toward Pelham Bay Park or Parkchester (Spring Street)
← "4" train toward Woodlawn late nights (Spring Street)
Northbound express ← "4" train"5" train do not stop here
Southbound express → "4" train"5" train do not stop here →
Southbound local → "6" train"6" express train toward Brooklyn Bridge–City Hall (Terminus) →
→ "4" train toward New Lots Avenue late nights (Brooklyn Bridge–City Hall)
→ (No service: Worth Street) →
Side platform Disabled access
Mezzanine, fare control areas
  • Fare control for IRT southbound platform
  • Passageway above Bridge Line (Canal Street spur) platforms
  • Fare control for BMT northbound platform
Side platform
Northbound ← "R" train toward Forest Hills–71st Avenue (Prince Street)
← "W" train toward Astoria–Ditmars Boulevard weekdays (Prince Street)
← "N" train toward Astoria–Ditmars Boulevard late nights (Prince Street)
Center track ← City Hall layup track
Center track ← City Hall layup track
Southbound → "R" train toward Bay Ridge–95th Street (City Hall) →
→ "W" train toward Whitehall Street–South Ferry weekdays (City Hall) →
→ "N" train toward Coney Island–Stillwell Avenue via Sea Beach late nights (City Hall) →
Side platform
Basement 2 Eastbound ← No regular service
Island platform, not in service
Eastbound → Trackbed
Eastbound
(former westbound)		 ← "J" train toward Jamaica Center–Parsons/Archer (Bowery)
← "Z" train PM rush toward Jamaica Center–Parsons/Archer (Bowery)
Island platform
Westbound → "J" train toward Broad Street (Chambers Street) →
→ "Z" train AM rush toward Broad Street (Chambers Street) →
Basement 3 Side platform
Northbound ← "N" train toward Astoria–Ditmars Boulevard (Prince Street weekends, 14th Street–Union Square weekdays)
← "Q" train toward 96th Street (Prince Street late nights, 14th Street–Union Square other times)
Southbound → "N" train toward Coney Island–Stillwell Avenue via Sea Beach (Atlantic Avenue–Barclays Center) →
→ "Q" train toward Coney Island–Stillwell Avenue via Brighton (DeKalb Avenue) →
→ (Demolished: Myrtle Avenue)
Side platform

The complex consists of four originally separate stations joined by underground passageways. Three of the four run in a north–south direction, crossing at Broadway (Broadway main line), Lafayette Street (Lexington Avenue Line), and Centre Street (Nassau Street Line). The Manhattan Bridge line platforms are directly underneath Canal Street itself, extending west–east.[54]: 25  The Bridge line platforms serve as transfer passageways between all other lines. After leaving Canal Street, the Manhattan Bridge Line makes a hard right onto Broadway.

The station serves multiple neighborhoods, including Chinatown, Little Italy, SoHo, and Tribeca.[110] Some relative depths of the stations in the Canal Street complex are as follows:

Exits

The complex has a total of 13 staircase entrances and 2 separate elevator entrances for the Lexington Avenue Line's platforms. From the Broadway main line platforms, there are two staircases to each of the northwestern, southeastern, and southwestern corners. There is also a staircase to the northeastern corner of Broadway and Canal Street. There is a staircase from the Nassau Street Line to the southwestern corner of Centre Street and Canal Street. The Manhattan Bridge branch platforms' exits are also used by the Lexington Avenue Line platforms. Three staircases from the northbound Lexington Avenue Line platform lead to the eastern corners of Lafayette Street and Canal Street, with one to the northeast corner and two to the southeast corner. From the southbound Lexington Avenue Line platform there are staircases to the western corners of Lafayette Street and Canal Street.[116]

Two elevators at the intersection of Canal and Lafayette Streets make the Lexington Avenue Line station accessible under the Americans with Disabilities Act of 1990 (ADA). The northbound platform's elevator is at the northeastern corner, while the southbound platform's elevator is at the northwestern corner. None of the other platforms in the complex are ADA-accessible.[117]

The BMT Nassau Street Line platforms had two additional exits. One exit was accessible only from the now-abandoned eastern platform and had two staircases to the southeastern corner of Canal Street and Centre Street.[118] The other exit, now converted to an emergency exit and crew rooms, is accessible from the passageway to the abandoned platform from the northbound BMT Broadway Line express platform. This exit leads to the northeastern corner of Canal Street and Centre Street, and features a provision for an escalator.

IRT Lexington Avenue Line platforms
 Canal Street
 "6" train"6" express train​
New York City Subway station (rapid transit)
R62A 6 train departing from the northbound platform
Station statistics
DivisionA (IRT)[2]
Line   IRT Lexington Avenue Line
Services   4 late nights (late nights)
​   6 all times (all times) <6> weekdays until 8:45 p.m., peak direction (weekdays until 8:45 p.m., peak direction)
StructureUnderground
Platforms2 side platforms
Tracks4
Other information
OpenedOctober 27, 1904 (1904-10-27)[12]
AccessibleThis station is compliant with the Americans with Disabilities Act of 1990 ADA-accessible (transfers to other routes are not accessible; there is also no accessible transfer between northbound and southbound platforms)
Opposite-
direction
transfer		Yes
Services
Preceding station New York City Subway New York City Subway Following station
Spring Street
4 late nights ​6 all times <6> weekdays until 8:45 p.m., peak direction
toward Pelham Bay Park
Local		 Brooklyn Bridge–City Hall
4 late nights ​6 all times <6> weekdays until 8:45 p.m., peak direction
Terminus
"5" train does not stop here
Track layout

to Spring Street
to Brooklyn Bridge–City Hall
Station service legend
Symbol Description
Stops all times Stops all times
Stops late nights only Stops late nights only
Stops rush hours in the peak direction only Stops rush hours in the peak direction only

The Canal Street station on the IRT Lexington Avenue Line is a local station that has four tracks and two side platforms. The 6 stops here at all times,[119] rush-hour and midday <6> trains stop here in the peak direction;[119] and the 4 stops here during late nights.[120] The two express tracks are used by the 4 and 5 trains during daytime hours.[121] The platforms were originally 200 feet (61 m) long, as at other local stations on the original IRT,[7]: 4 [122]: 8  but, as a result of the 1959 platform extensions, became 525 feet (160 m) long.[97] The platform extensions are at the north ends of the original platforms.[122]: 32 

As with other stations built as part of the original IRT, the station was constructed using a cut-and-cover method.[10]: 237  The tunnel is covered by a "U"-shaped trough that contains utility pipes and wires. The bottom of this trough contains a foundation of concrete no less than 4 inches (100 mm) thick.[122]: 9  Each platform consists of 3-inch-thick (7.6 cm) concrete slabs, beneath which are drainage basins. The platforms contain columns with white glazed tiles, spaced every 15 feet (4.6 m). Additional columns between the tracks, spaced every 5 feet (1.5 m), support the jack-arched concrete station roofs.[7]: 4 [122]: 9  There is a 1-inch (25 mm) gap between the trough wall and the platform walls, which are made of 4-inch (100 mm)-thick brick covered over by a tiled finish.[122]: 9  During the late 1910s, contractors waterproofed the station, placing a 5 in-thick (13 cm) layer of brick and a 6 in-thick (15 cm) layer of concrete under the trackbeds. Retaining walls of brick and asphalt concrete were built on either side of the Bridge Line platforms, underneath the Lexington Avenue Line station, and new roof girders were built to carry the Lexington Avenue Line above the Bridge Line.[54]: 27 

The original decorative scheme consisted of blue/green tile station-name tablets, green tile bands, a buff terracotta cornice, and green terracotta plaques.[122]: 32  The mosaic tiles at all original IRT stations were manufactured by the American Encaustic Tile Company, which subcontracted the installations at each station.[122]: 31  The decorative work was performed by tile contractor Manhattan Glass Tile Company and terracotta contractor Atlantic Terra Cotta Company.[122]: 32  The ceilings of the original platforms and fare control areas contain plaster molding.[122]: 10  The newer portion has 1950s green tile at the end of the platforms. There are also Independent Subway System (IND)-type "To Canal Street" signs. New lights were installed. Non-original name tables and small "C" mosaics exist.

  • 1905 photo of station with the skylights the station once featured.
    1905 photo of station with the skylights the station once featured.
  • Terra-cotta plaque by Heins & LaFarge / Atlantic Terra Cotta Company, 1904
    Terra-cotta plaque by Heins & LaFarge / Atlantic Terra Cotta Company, 1904
  • Name tablet by Heins & LaFarge / Manhattan Glass Tile Company, 1904
    Name tablet by Heins & LaFarge / Manhattan Glass Tile Company, 1904

BMT Nassau Street Line platforms
 Canal Street
 "J" train​"Z" train
New York City Subway station (rapid transit)
Canal Street after renovation
Station statistics
DivisionB (BMT)[2]
Line   BMT Nassau Street Line
Services   J all times (all times)
​   Z rush hours, peak direction (rush hours, peak direction)
StructureUnderground
Platforms2 island platforms (1 in regular service)
Tracks3 (2 in regular service)
Other information
OpenedAugust 4, 1913 (1913-08-04)[37]
Rebuilt2004
AccessibleThe mezzanine is compliant with the Americans with Disabilities Act of 1990, but the platforms are not compliant ADA-accessible to mezzanine only; platforms are not ADA-accessible
Opposite-
direction
transfer		Yes
Services
Preceding station New York City Subway New York City Subway Following station
Bowery
J all times ​Z rush hours, peak direction
toward Jamaica Center–Parsons/Archer
 Chambers Street
J all times ​Z rush hours, peak direction
toward Broad Street
Track layout

to Bowery
to Chambers Street
Station service legend
Symbol Description
Stops all times Stops all times
Stops rush hours in the peak direction only Stops rush hours in the peak direction only
Stops weekday evenings only Stops weekday evenings only

The Canal Street station on the BMT Nassau Street Line has three tracks and two island platforms, but only the western island platform is accessible to passengers. The J stops here at all times and the Z stops here during rush hours in the peak direction.[123]

During the late 1910s, contractors waterproofed the station, placing a layer of brick and a 6 in-thick (15 cm) layer of concrete under the trackbeds. Lead plates were installed under the trackbeds where they crossed over the Bridge Line platforms.[54]: 29 

Formerly, Canal Street resembled a typical express station, except that the inner tracks dead-ended at bumper blocks at the south end with a platform-level connection joining the southern ends of the two platforms.[121] After a reconfiguration of the Nassau Street Line in 2004, the eastern (former "northbound") platforms were abandoned and the platform-level connection was removed, allowing the former southbound express track to continue south. The westernmost (former "southbound") platform remains in operation and both tracks provide through service; southbound traffic using the former southbound "local" track and northbound traffic using the former southbound "express" track. The former northbound local track is now used only for non-revenue moves, train storage and emergencies while the northbound express stub track was removed. The former northbound "local" track merges with the former southbound "express" track (now the northbound track) south of the station.[121]

In contrast to the older IRT tunnels, where the tracks are separated by columns, each of the four tracks in the BMT Nassau Street Line is separated by a concrete wall; this was done to improve ventilation. The wall between the two inner tracks had a thick concrete wall, with openings at infrequent intervals, where train crews could step aside when a train approached.[124] To the north and south of the stations, the wall between the two western tracks, as well as the wall between the two eastern tracks, have openings at frequent intervals.[124] There was an opening in the center wall about 50 feet (15 m) from the end of the station[125] that had a narrow platform, which was used by train crews to cross between trains on the center tracks. In 2004, this opening was sealed with new tiling as the eastern platform was in the process of being closed.

South of this station there are unused stub tracks that lead from Chambers Street and used to connect to the southern tracks of the Manhattan Bridge.[121][126] These tracks were disconnected with the opening of the Chrystie Street Connection in 1967 and now end at bumper blocks.[127]

Abandoned platform, as seen through the dividing wall.

BMT Broadway Line platforms

The four platforms of the Canal Street station are located on two levels and are depicted as the same station on the New York City Subway map,[128] but have two distinct station codes and were built as separate stations.[59] Both are part of the BMT Broadway Line. Local trains traveling to Lower Manhattan and to Brooklyn via the Montague Street Tunnel stop at the Main Line platforms, while express trains traveling to and from Brooklyn via the Manhattan Bridge stop at the Bridge Line platforms.[128]

The platforms feature mosaics containing Chinese characters, reflecting the station's location in Chinatown. The symbols on the red wall plaques mean "money" and "luck" and the "Canal Street" name tablet has characters that read "China" and "Town".[129] The platform walls also feature the names "Canal Street" and "Chinatown" in Chinese (Chinese: 堅尼街華埠; pinyin: Jiān ní jiē huá bù).

The station has an art installation entitled Empress Voyage 2.22.1794 by Bing Lee, installed in 1998 as part of the MTA Arts & Design program.[130][131] The art installation contains motifs inspired by Chinese characters. The platforms are decorated with teapots resembling the Chinese characters for "good life", while the mezzanine has symbols that variously resemble the characters for "Asia", "cycle", or "quality".[130]

Main Line platforms (upper level)
 Canal Street
 "R" train​"W" train
New York City Subway station (rapid transit)
Main Line platform
Station statistics
DivisionB (BMT)[2]
Line   BMT Broadway Line
Services   N late nights (late nights)
​   R all except late nights (all except late nights)
​   W weekdays only (weekdays only)
StructureUnderground
Platforms2 side platforms
Tracks4 (2 of them not for passenger service)
Other information
OpenedJanuary 5, 1918 (1918-01-05)[132] (Broadway Line)
AccessibleThe mezzanine is compliant with the Americans with Disabilities Act of 1990, but the platforms are not compliant ADA-accessible to mezzanine only; platforms are not ADA-accessible
Opposite-
direction
transfer		Yes
Services
Preceding station New York City Subway New York City Subway Following station
Prince Street
N late nights ​R all except late nights ​W weekdays only
via Lexington Avenue–59th Street
 City Hall
N late nights ​R all except late nights ​W weekdays only
via Whitehall Street–South Ferry
Track layout

Upper level
to Prince Street
to City Hall
Storage tracks
Station service legend
Symbol Description
Stops all times except late nights Stops all times except late nights
Stops late nights only Stops late nights only
Stops weekdays during the day Stops weekdays during the day

The Canal Street station on the Main Line has four tracks and two side platforms.[121] The outer local tracks, the only ones to stop at this station, provide through service via the Montague Street Tunnel. The R stops here at all times except late nights,[133] when it is replaced by the N.[134] The W stops here during weekdays.[135]

The center tracks, which have never seen revenue service, begin at the unused lower level of City Hall and run north to here, dead-ending at bumper blocks about two-thirds of the way through. The center tracks can be used for layups, but this use has been completely made redundant with the nearby City Hall lower level being used as a layup yard instead.[121]

Bridge Line platforms (lower level)
 Canal Street
 "N" train​"Q" train
New York City Subway station (rapid transit)
Bridge Line platform
Station statistics
DivisionB (BMT)[2]
Line   BMT Broadway Line
Services   N all except late nights (all except late nights)
​   Q all times (all times)
StructureUnderground
Platforms2 side platforms
Tracks2
Other information
OpenedSeptember 4, 1917 (1917-09-04)[136] (Manhattan Bridge)
Rebuilt2001
AccessibleThe mezzanine is compliant with the Americans with Disabilities Act of 1990, but the platforms are not compliant ADA-accessible to mezzanine only; platforms are not ADA-accessible
Opposite-
direction
transfer		Yes
Services
Preceding station New York City Subway New York City Subway Following station
Prince Street
N weekends only ​Q late nights only
local
 DeKalb Avenue
Q all times
toward Coney Island–Stillwell Avenue
14th Street–Union Square
N weekdays only ​Q all times except late nights
via Times Square–42nd Street
Atlantic Avenue–Barclays Center
N all times except late nights ​Q selected northbound rush-hour trips
toward Coney Island–Stillwell Avenue
Track layout

Lower level
Unbuilt Canal St.
crosstown line
to 14th Street–Union Square (express)
or Prince Street (local)
to DeKalb Avenue (Brighton Line)
or Atlantic Ave–Barclays Center
Station service legend
Symbol Description
Stops all times Stops all times
Stops all times except late nights Stops all times except late nights
Stops weekends during the day Stops weekends during the day
Stops late nights only Stops late nights only
Stops weekdays during the day Stops weekdays during the day

The Canal Street station on the Manhattan Bridge route has two tracks and two side platforms.[121] When it opened, this station was known as Broadway.[59] The N stops here at all times except late nights (when it stops at the Main Line platforms),[134] while the Q stops here at all times.[137] Although technically located on the BMT Broadway Line, it was originally a distinct station from the main line, connected only by a passageway.[46]

The original tile on this station read simply "Broadway" and there was a small either wood or metal sign attached to the wall beneath the tile name that read "Canal Street".

West of the station, the bridge tracks curve to the north, and ramp up between the tracks from the local upper level platform to form the express tracks.[121] The tunnel continues straight ahead, past the diverge to the main line. The bellmouths going westward from the west end of the station are a provision from the original plans and run for about 100 feet (30 m). Sitting on one of the trackways is a storage building.

East of the station, the tracks cross the south side of the Manhattan Bridge to enter Brooklyn. There are disused trackways leading to the north side tracks of the bridge, which trains from these platforms used to travel on. These tracks were disconnected with the opening of the Chrystie Street Connection in 1967 and no longer have rails or any other infrastructure.[121]

Artwork detail
  • Main Line platform mosaic
    Main Line platform mosaic
  • Bridge Line platform mosaic
    Bridge Line platform mosaic
  • Name tablet mosaics
    Name tablet mosaics
  • A permanent art installation titled Empress Voyage February 22, 1794 (1998) by Bing Lee in a passageway leading to the Bridge Line platforms
    A permanent art installation titled Empress Voyage February 22, 1794 (1998) by Bing Lee in a passageway leading to the Bridge Line platforms

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Further reading
  • Stookey, Lee (1994). Subway ceramics : a history and iconography of mosaic and bas relief signs and plaques in the New York City subway system. Brattleboro, Vt: L. Stookey. ISBN 978-0-9635486-1-0. OCLC 31901471.
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