Jackson Avenue station (IRT White Plains Road Line)
Jackson Avenue is a local station on the IRT White Plains Road Line of the New York City Subway. Located at the intersection of Jackson and Westchester Avenues in Melrose, Bronx, it is served by the 2 train at all times, and the 5 train at all times except late nights and rush hours in the peak direction.
|New York City Subway station (rapid transit)|
|Address||Jackson Avenue & Westchester Avenue|
Bronx, NY 10455
|Line||IRT White Plains Road Line|
|Services||2 (all times) |
5 (all times except rush hours in the peak direction and late nights)
|Transit connections||NYCT Bus: Bx4, Bx4A|
|Platforms||2 side platforms|
|Opened||November 26, 19043rd Ave. Line; Bergen Avenue By-pass) (|
July 10, 1905 (White Plains Rd. Line)
|Passengers (2018)||1,597,307 11%|
|Rank||280 out of 424|
|Next north||Prospect Avenue: 2 5|
|Next south||Third Avenue–149th Street: 2 5 |
143rd Street (Third Ave elevated; demolished)
Jackson Avenue Subway Station (IRT)
HABS image of the northbound station house and staircase at 152nd Street.
|MPS||New York City Subway System MPS|
|NRHP reference #||04001025|
|Added to NRHP||September 17, 2004|
The first contract for the construction of a subway in New York, Contract 1, was executed on February 21, 1900, between the Board of Rapid Transit Railroad Commissioners and the Rapid Transit Construction Company, organized by John B. McDonald and funded by August Belmont, for the construction of the subway and a 50-year operating lease from the opening of the line. Contract 1 called for the construction of a line from City Hall north to Kingsbridge and a branch under Lenox Avenue and to Bronx Park.
The initial segment of the IRT White Plains Road Line opened on November 26, 1904 between East 180th Street and this station. Initially, trains on the line were served by elevated trains from the IRT Second Avenue Line and the IRT Third Avenue Line, with a connection running from the Third Avenue local tracks at Third Avenue and 149th Street to Westchester Avenue and Eagle Avenue. Once the connection to the IRT Lenox Avenue Line opened on July 10, 1905, trains from the newly opened IRT subway ran via the line. Elevated service via this connection was resumed on October 1, 1907 when Second Avenue locals were extended to Freeman Street during rush hours.
On July 1, 1917, a new connection between the White Plains Road Line and the Third Avenue elevated express tracks was opened as part of the Dual Contracts expansion of the Third Avenue Line, and since it ran via Bergen Avenue and bypassed the 149th Street station, it was called the Bergen Avenue cutoff or bypass. The Bergen Avenue cutoff was abandoned on November 5, 1946, as part of the gradual curtailment of elevated service on the IRT Third Avenue Line. The cutoff was removed in 1950.
On June 13, 1949, the platform extensions at this station, as well as those on White Plains Road Line stations north to 177th Street, opened. The platforms were lengthened to 514 feet (157 m) to allow full ten-car express trains to platform. Previously the stations could only platform six-car local trains.
In March 1976, the token booth and a portion of the waiting area on the northbound platform were destroyed in a fire. In 1977, the New York City Transit Authority (NYCTA) decided that it was not justified to fund the rebuild of the token booth and the cost of manning it due to the low number of entries at the platform. The NYCTA estimated that rebuilding the booth would cost $260,000 in 1980, and that $15,000 to $20,000 could be spent to install a temporary token booth, with $80,000 more to man the booth. This plan was subsequently abandoned, as it would require an estimated 570 entries for day for the booth to break-even. The NYCTA then installed a high-entry turnstile on this platform. At the time, there were a dozen or so more stations had no token booth on one side of the tracks.
|Side platform, doors will open on the right|
|Southbound local||← toward Flatbush Avenue–Brooklyn College (Third Avenue–149th Street)|
← toward Flatbush Avenue–Brooklyn College weekdays, Bowling Green weekends (Third Avenue–149th Street)
|Peak-direction express||← does not stop here (rush hours, peak direction only) →|
|Northbound local|| toward Wakefield–241st Street (Prospect Avenue) → |
toward Eastchester–Dyre Avenue except PM rush and nights (Prospect Avenue) →
|Side platform, doors will open on the right|
This station has three tracks and two side platforms. The center express track is used by the 5 train during rush hours in the peak direction. West of this station, the elevated structure widens with room for two more tracks, where the connection to the Third Avenue Line was located. These tracks diverged, with the connection to the Third Avenue local tracks going via Westchester Avenue, and the connection to the Third Avenue express tracks, the Bergen Avenue bypass going south via Bergen Avenue. Beyond the vestiges of the old connections, the line curves west and enters the tunnel into Third Avenue–149th Street. Because this station is near the tunnel portal, it is closer to the ground than the other elevated stations further north on the line.
Both platforms have beige windscreens with green outlines and red canopies with green support frames and columns in the center and lime green, waist-high, steel fences at either ends. The station signs are in the standard black with white lettering.
This station has been listed on the National Register of Historic Places since September 17, 2004. The 2009 artwork here is called Latin American Stories by George Crespo. It consists of four stained glass panels on the windscreens of each platform and two sets of window niches on each station house. They depict images from six Latin American stories, including How Fire Came to the Rain Forest and The King That Tried to Touch the Moon from the Lesser Antilles.
Both sides have an elevated station house adjacent to and towards the rear of their respective platforms and there are no crossovers or crossunders. On the Manhattan-bound side, doors from the platform lead to a small waiting area, where a turnstile bank provides entrance/exit from the station. Outside of fare control, there is a token booth and two sets of doors leading to two staircases facing in opposite directions that go down to the west side of Westchester Avenue. The platform has two exit-only turnstiles, each of which leads to either street staircase, to allow passengers to exit the station without having to go through the station house.
The station house on the northbound platform is unstaffed. Four doors lead to a waiting area where two High Entry/Exit Turnstiles and one exit-only turnstile provide access to/from the station. Outside fare control, a set of doors lead to balcony where two double-flight, twisting staircases go down to the northeast corner of Westchester and Jackson Avenues. The platform has one exit-only turnstile leading to the staircase balcony.
- "Station Developers' Information". Metropolitan Transportation Authority. Retrieved June 13, 2017.
- "Facts and Figures: Annual Subway Ridership 2013–2018". Metropolitan Transportation Authority. July 18, 2019. Retrieved July 18, 2019.
- "NPS Focus". National Register of Historic Places. National Park Service. Retrieved December 12, 2011.
- James Blaine Walker, Fifty Years of Rapid Transit, 1864-1917, published 1918, pp. 139-161
- "Discuss Signs In 18th St. Station; Engineer Parsons and Mr. Hedley Inspect Advertising Scheme. Bronx Viaduct Works Well Delays There Only Those of Newness -Lenox Avenue Service Makes Fuss Below Ninety-sixth Street" (PDF). Retrieved September 4, 2016.
- Kahn, Alan Paul (January 1, 1973). Tracks of New York /. New York : Electric Railroaders' Association.
- "Subway Trains Running from Bronx to Battery – West Farms and South Ferry Stations Open at Midnight – Start Without a Hitch – Bowling Green Station Also Opened – Lenox Avenue Locals Take City Hall Loop Hereafter" (PDF). New York Times. July 10, 1905. Retrieved September 4, 2016.
- Report for the three and one-half years ending June 30, 1949. New York City Board of Transportation. 1949.
- Monheim, Charles (June 25, 1981). "Memorandum Re: Jackson Avenue Subway Station" (PDF). New York City Office of the Mayor. Retrieved March 6, 2019.
- Dougherty, Peter (2006) . Tracks of the New York City Subway 2006 (3rd ed.). Dougherty. OCLC 49777633 – via Google Books.
- "5 Subway Timetable, Effective June 24, 2018" (PDF). Metropolitan Transportation Authority. Retrieved June 24, 2018.
- "Map & Profile of Rapid Transit Railroad New York City 1904". nycsubway.org. Rapid Transit Subway Construction Company. September 23, 1904. Retrieved September 4, 2016.
- Cox, Jeremiah. "Jackson Avenue (4)-The SubwayNut". www.subwaynut.com. Retrieved September 4, 2016.
- Jackson Avenue Subway Station (IRT); (NRHP)
- "Jackson Avenue George Crespo Latin American Stories, 2009". web.mta.info. Metropolitan Transportation Authority. Retrieved September 4, 2016.
- "IRT White Plains Road Line". www.nycsubway.org. Retrieved September 4, 2016.
- "Jackson Avenue Neighborhood Map" (PDF). new.mta.info. Metropolitan Transportation Authority. April 2018. Retrieved February 28, 2019.
|Wikimedia Commons has media related to Jackson Avenue (IRT White Plains Road Line).|
- nycsubway.org — Latin American Stories Artwork by George Crespo (2006)
- Station Reporter — 2 Train
- Station Reporter — 5 Train
- The Subway Nut — Jackson Avenue Pictures
- MTA's Arts For Transit — Jackson Avenue (IRT White Plains Road Line)
- Jackson Avenue entrance from Google Maps Street View
- Platforms from Google Maps Street View