33rd Street station (IRT Lexington Avenue Line)

Planning for the city's first subway line dates to the Rapid Transit Act, authorized by the New York State Legislature in 1894.[7]^: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.[6]^:3 A plan was formally adopted in 1897, and legal challenges were resolved near the end of 1899.[7]^:148 The Rapid Transit Construction Company, organized by John B. McDonald and funded by August Belmont Jr., signed 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.[7]^:182 In 1901, the firm of Heins & LaFarge was hired to design the underground stations.[6]^:4 Belmont incorporated the Interborough Rapid Transit Company (IRT) in April 1902 to operate the subway.[7]^:182

The 33rd Street station was constructed as part of the IRT's original line, particularly the section from Great Jones Street to 41st Street. Construction on this section of the line began on September 12, 1900. The section from Great Jones Street to a point 100 feet (30 m) north of 33rd Street had been awarded to Holbrook, Cabot & Daly Contracting Company, while the remaining section to 41st Street was to be done by Ira A. Shaker.[8] The 33rd 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.[7]^:186[3]

33rd Street station in 1905

After the initial system was completed in 1908,[9] 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).[10] In 1918, the Lexington Avenue Line opened north of Grand Central–42nd Street, thereby dividing the original line into an "H" system. All local trains were sent via the Lexington Avenue Line, running along the Pelham Line in the Bronx.[11]

In 1909, to address overcrowding, the New York Public Service Commission proposed lengthening platforms at stations along the original IRT subway.[12]^:168 On January 18, 1910, a modification was made to Contracts 1 and 2 to lengthen station platforms to accommodate ten-car express and six-car local trains. In addition to $1.5 million (equivalent to $41.2 million in 2019) spent on platform lengthening, $500,000 (equivalent to $13,719,643 in 2019) was spent on building additional entrances and exits. It was anticipated that these improvements would increase capacity by 25 percent.[13]^:15 Both platforms at the 33rd Street station was extended 27 feet (8.2 m) to the south. New "electric manholes", passageways leading to the equipment closets, were built at the southern ends of the platforms.[13]^:108

On April 13, 1948, the platform extensions to accommodate ten-car trains at this station, along with those at 23rd Street and 28th Street, were opened for use.[14] On December 27, 1948, a new entrance to the station at 32nd Street opened for use.[14]

During the early and mid-20th century, the IRT and members of the public proposed that this station be rebuilt as an express stop to reduce overcrowding at the Grand Central–42nd Street station one stop to the north. It was estimated that the extra time spent by express trains at 33rd Street would be offset by the reduced dwell times at Grand Central.[15][16]

In 1979, the New York City Landmarks Preservation Commission designated the space within the boundaries of the original station, excluding expansions made after 1904, as a city landmark. The station was designated along with eleven others on the original IRT.[6][17] The original interiors were listed on the National Register of Historic Places in 2004.[2]

Faience plaque with eagle

Mosaic name tablet

Mosaic with number "33"

Lariat Seat Loops, the Art for Transit installation on the columns

As with other stations built as part of the original IRT, 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.[2]^:3–4[21]^:9 Each platform consists of 3-inch-thick (7.6 cm) concrete slabs, beneath which are drainage basins. The original platforms contain I-beam columns spaced every 15 feet (4.6 m), while the platform extensions contain columns with white glazed tiles. Additional columns between the tracks, spaced every 5 feet (1.5 m), support the jack-arched concrete station roofs.[2]^:3–4[6]^:4[21]^:9 The ceiling height varies, being about 15 feet (4.6 m) above platform level near the northern fare control areas, and lower in other portions of the station.[2]^:5 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.[2]^:3–4[21]^:9

The fare control areas are at platform level, and there is no crossover or crossunder between the platforms.[2]^:4 The walls along the platforms near the fare control areas consist of a brick wainscoting on the lowest part of the wall, with bronze air vents along the wainscoting, and white glass tiles above. The platform walls are divided at 15-foot (4.6 m) intervals by buff and green mosaic tile pilasters, or vertical bands. In the original portion of the station, each pilaster is topped by green faience plaques depicting eagles, an allusion to the former 71st Regiment Armory at Park Avenue and 33rd Street; the eagles hold blue and white shields containing the number "33". A cornice with yellow and brown vine and fretwork patterns runs atop these walls.[2]^:4–5[6]^:8 The platform extensions contain tiles with the number "33" atop the pilasters. Mosaic plaques with the words "33rd St." are also spaced at various intervals on the walls.[2]^:5 The decorative work was performed by tile contractor John H. Parry and faience contractor Grueby Faience Company.[21]^:35 The ceilings of the northern fare control areas contain plaster molding.[2]^:4–5[21]^:10

The 1997 artwork at this station is Lariat Seat Loops by James Garvey. These are composed of fourteen bronze loops surrounding the I-beam columns near the northern fare control areas, which are designed as handholds or seat rests.[23][24] According to Garvey, "the thick bronze bar ... resembles the lasso demonstration in a Will Rogers film clip".[24]

Southbound street stairs

Each platform has exits to both 32nd and 33rd Streets; the northbound platform's exits are on the eastern side of Park Avenue while the southbound platform's exits are on the western side. At 33rd Street, each control area contains two exits, one each to the north and south sides of 33rd Street. At 32nd Street, each control area contains two exits to the south side of that street.[2]^:4[25] The street staircases contain relatively simple, modern steel railings like those seen at most New York City Subway stations.[2]^:6