View source for 168th Street station (New York City Subway)

{{Short description|New York City Subway station in Manhattan}}
{{About|the station in Manhattan|the former station in Queens|168th Street station (BMT Jamaica Line)}}
{{Use mdy dates|date=August 2023}}
{{Use American English|date=August 2023}}
{{Infobox NYCS
| name = 168 Street
| former = Washington Heights–168th Street
| accessible = pf
| acc_note = [[#IND Eighth Avenue Line platforms|IND Eighth Avenue Line platforms]] only
| type = complex
| image = 168th Street stair.JPG
| image_caption = Entrance at 169th Street
| service = 168th
| division = IRT/IND
| line = [[IND Eighth Avenue Line]]<br />[[IRT Broadway–Seventh Avenue Line]]
| connection = {{bus icon}} [[NYCT Bus]]: {{NYC bus link|Bx7|M2|M3}}, ({{NYC bus link|M4}} on [[Fort Washington Avenue]]), {{NYC bus link|M5|M100}}<br />{{bus icon}} [[Short Line Bus]]: [[208 (New Jersey bus)|208-GWB Eastside Commuter]] {{bus icon}} {{Columbia bus link|Intercampus Shuttles|Fort Lee Shuttle|Lamont Shuttle}}
| address = West 168th Street, Broadway, and<br />St. Nicholas Avenue<br />New York, New York
| borough = [[Manhattan]]
| locale = [[Washington Heights, Manhattan|Washington Heights]]
| coordinates = {{coord|40.841022|N|73.939791|W|display=inline,title}}
| open_date= For the transfer point, {{start date and age|1948|July|1|p=y}}<ref name=higher>{{Cite news |work=[[The New York Times]] |url-access=subscription|url=https://www.nytimes.com/1948/06/30/archives/transfer-points-under-higher-fare-board-of-transportation-lists.html |title=Transfer Points Under Higher Fare |date=June 30, 1948 |page=19 |access-date=July 22, 2018 |archive-date=June 25, 2020 |archive-url=https://web.archive.org/web/20200625074924/https://www.nytimes.com/1948/06/30/archives/transfer-points-under-higher-fare-board-of-transportation-lists.html |url-status=live }}</ref>
| levels = 2
| legend = {{NYCS infobox legend|allexceptnights}}{{NYCS infobox legend|alltimes}}
}}

The '''168th Street station''' (formerly the '''Washington Heights–168th Street station''') is an underground [[New York City Subway]] [[metro station|station]] complex shared by the [[IRT Broadway–Seventh Avenue Line]] and [[IND Eighth Avenue Line]]. It is located at the intersection of 168th Street and Broadway in the [[Washington Heights, Manhattan|Washington Heights]] neighborhood of [[Manhattan]] and served by the [[1 (New York City Subway service)|1]] and [[A (New York City Subway service)|A]] trains at all times, and the [[C (New York City Subway service)|C]] train at all times except late nights.

The Broadway–Seventh Avenue Line station was built for the [[Interborough Rapid Transit Company]] (IRT), and was a station on the West Side Branch of the [[Early history of the IRT subway|city's first subway line]], which was approved in 1900. The station opened on April 14, 1906. The Eighth Avenue Line station was built as an express and terminal station for the [[Independent Subway System]] (IND) and opened on September 10, 1932, as part of the IND's first segment.

The IRT station has two [[side platform]]s and two tracks. The IND station has two [[island platform]]s and four tracks, although the track configuration is reversed from most New York City Subway express stations, with express trains using the outer tracks and local trains using the inner tracks. The transfer between the IRT platforms and the IND platforms has been within [[fare control]] since July 1, 1948. The IND station contains elevators, which make it compliant with the [[Americans with Disabilities Act of 1990]] (ADA). While the IRT station can only be reached by elevators, it is not ADA-accessible. The IRT station's interior is listed on the [[National Register of Historic Places]].

== History ==
=== IRT Broadway–Seventh Avenue Line ===

==== Construction and opening ====
Planning for a [[rapid transit|subway]] line in [[New York City]] dates to 1864.<ref name="Walker 1918" />{{Rp|21}} However, development of what would become the [[Early history of the IRT subway|city's first subway line]] did not start until 1894, when the [[New York State Legislature]] passed the Rapid Transit Act.<ref name="Walker 1918">{{Cite book|last1=Walker|first1=James Blaine|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.|access-date=November 6, 2016}}</ref>{{Rp|139–140}} The subway plans were drawn up by a team of engineers led by [[William Barclay Parsons]], the Rapid Transit Commission's chief engineer. 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]].<ref name="NYCL-1096">{{Cite web|date=October 23, 1979|title=Interborough Rapid Transit System, Underground Interior|url=http://s-media.nyc.gov/agencies/lpc/lp/1096.pdf|access-date=November 19, 2019|publisher=[[New York City Landmarks Preservation Commission]]|archive-date=September 21, 2020|archive-url=https://web.archive.org/web/20200921135400/https://s-media.nyc.gov/agencies/lpc/lp/1096.pdf|url-status=live}}</ref>{{Rp|3}} A plan was formally adopted in 1897,<ref name="Walker 1918" />{{Rp|148}} and all legal conflicts concerning the route alignment were resolved near the end of 1899.<ref name="Walker 1918" />{{Rp|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,<ref name="Report December 31, 1904">{{Cite book|url=https://archive.org/details/cu31924022794253/page/n253/mode/2up?q=april+28|title=Report of the Board of Rapid Transit Railroad Commissioners for the City of New York For The Year Ending December 31, 1904 Accompanied By Reports of the Chief Engineer and of the Auditor|publisher=Board of Rapid Transit Railroad Commissioners|year=1905|pages=229–236}}</ref> under which it would construct the subway and maintain a 50-year operating lease from the opening of the line.<ref name="Walker 1918" />{{Rp|165}} In 1901, the firm of [[Heins & LaFarge]] was hired to design the underground stations.<ref name="NYCL-1096" />{{Rp|4}} Belmont incorporated the [[Interborough Rapid Transit Company]] (IRT) in April 1902 to operate the subway.<ref name="Walker 1918" />{{Rp|182}}

The 168th Street station was constructed as part of the IRT's West Side Line (now the [[IRT Broadway–Seventh Avenue Line|Broadway–Seventh Avenue Line]]) from 133rd Street to a point 100 feet (30&nbsp;m) north of 182nd Street. Work on this section was conducted by L. B. McCabe & Brother, who started building the tunnel segment on May 14, 1900.<ref name="Report December 31, 1904" /> The 168th Street station was one of three stations to be built within the deep-level Fort George Mine Tunnel.<ref name="Roess Sansone 2012-166" />{{Rp|165}} The station was equipped with elevators from its opening, since the IRT's contract with the city mandated elevators in stations that were more than {{Convert|29|ft}} deep.<ref name="nyt-1907-08-10">{{Cite news |date=1907-08-10 |title=Free Water Goes With Subway Ticket; Charter Provides for It and Mr. Hedley Says to Get It Ask the Ticket Agent |language=en-US |work=The New York Times |url=https://www.nytimes.com/1907/08/10/archives/free-water-goes-with-subway-ticket-charter-provides-for-it-and-mr.html |access-date=2023-07-12 |issn=0362-4331 |archive-date=July 12, 2023 |archive-url=https://web.archive.org/web/20230712021236/https://www.nytimes.com/1907/08/10/archives/free-water-goes-with-subway-ticket-charter-provides-for-it-and-mr.html |url-status=live }}</ref><ref name="n128124813">{{Cite news |date=1907-08-10 |title=To Queens, 13 Cents |pages=3 |work=New-York Tribune |url=https://www.newspapers.com/article/new-york-tribune-to-queens-13-cents/128124813/ |access-date=2023-07-13 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713030947/https://www.newspapers.com/article/new-york-tribune-to-queens-13-cents/128124813/ |url-status=live }}</ref>{{Efn|In practice, the elevator requirement was not enforced. The [[33rd Street station (IRT Lexington Avenue Line)|33rd Street]] and [[Grand Central–42nd Street station (IRT 42nd Street Line)|Grand Central]] stations did not originally contain elevators, despite being more than 29 feet deep.<ref name=nyt-1907-08-10/>}} At the 168th Street station, the only means of access was via two elevators and a staircase,<ref name="p126807124">{{Cite magazine |date=Nov 24, 1900 |title=Progress of Work on the Rapid Transit Tunnel, New York |magazine=Scientific American |volume=LXXXIII |page=326 |id={{ProQuest|126807124}} |number=21}}</ref><ref name="p571776711" /> and the station cavern extended {{Convert|150|ft}} north and south of 168th Street.<ref name="nyt-1905-03-30">{{Cite news |date=1905-03-30 |title=Subway Fire Rages 120ft. Under Earth; Train Crash Ignites 25 Barrels of Oil at 168th Street |language=en-US |work=The New York Times |url=https://www.nytimes.com/1905/03/30/archives/subway-fire-rages-120ft-under-earth-train-crash-ignites-25-barrels.html |access-date=2023-07-12 |issn=0362-4331 |archive-date=July 12, 2023 |archive-url=https://web.archive.org/web/20230712021236/https://www.nytimes.com/1905/03/30/archives/subway-fire-rages-120ft-under-earth-train-crash-ignites-25-barrels.html |url-status=live }}</ref>

The original New York City Subway line from [[City Hall (IRT Lexington Avenue Line)|City Hall]] to [[145th Street (IRT Broadway–Seventh Avenue Line)|145th Street]] on the West Side Branch opened in October 1904,<ref name="Walker 1918" />{{Rp|186}}<ref name="Public Service Commission 1910">{{Cite book |url=https://books.google.com/books?id=kKUlAQAAIAAJ&q=november+26%2C+1904+subway+extension&pg=PA191 |title=Report of the Public Service Commission For The First District of the State of New York For The Year Ending December 31, 1909 |date=1910 |publisher=Public Service Commission |location=Albany |language=en |access-date=December 21, 2020 |archive-url=https://web.archive.org/web/20220422120155/https://books.google.com/books?id=kKUlAQAAIAAJ&q=november+26%2C+1904+subway+extension&pg=PA191 |archive-date=April 22, 2022 |url-status=live}}</ref>{{Rp|189}} with the line being extended to [[157th Street station|157th Street]] a week later.<ref name="Public Service Commission 1910" />{{Rp|191}} The 168th and [[181st Street station (IRT Broadway–Seventh Avenue Line)|181st Street]] stations had been scheduled to open on May 1, 1905, but the caverns and elevator shafts at these stations were not even fully excavated at the beginning of that year.<ref name="nyt-1905-03-19">{{Cite news |date=1905-03-19 |title=Subway Trains in July to Washington Heights; Stations at 168th and 181st Streets Delaying Work |language=en-US |work=The New York Times |url=https://www.nytimes.com/1905/03/19/archives/subway-trains-in-july-to-washington-heights-stations-at-168th-and.html |access-date=2023-07-13 |issn=0362-4331 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713183434/https://www.nytimes.com/1905/03/19/archives/subway-trains-in-july-to-washington-heights-stations-at-168th-and.html |url-status=live }}</ref> Workers wanted to expedite the line's opening to serve baseball fans traveling to [[Hilltop Park|American League Park]], the home of the Highlanders (now [[New York Yankees]]),<ref name="nyt-1905-03-30" /> which occupied the western side of Broadway from 165th to 168th Street. A train crashed into a temporary bulkhead at the south end of the station in March 1905;<ref name="nyt-1905-03-30" /> this caused a fire that weakened the tunnel's roof, which then collapsed and killed a firefighter.<ref name="n128069244">{{Cite news |date=1905-03-31 |title=Fatal Cave-in After Fire |pages=6 |work=The Sun |url=https://www.newspapers.com/article/the-sun-fatal-cave-in-after-fire/128069244/ |access-date=2023-07-12 |archive-date=July 12, 2023 |archive-url=https://web.archive.org/web/20230712030953/https://www.newspapers.com/article/the-sun-fatal-cave-in-after-fire/128069244/ |url-status=live }}</ref><ref name="p571659824">{{cite news |date=31 Mar 1905 |title=Subway Cave-in Kills: Fireman Was Playing on Smouldering Flames at 167th-st. |page=10 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|571659824}}}}</ref> The damage caused by the crash delayed the station's completion by several months.<ref name="nyt-1905-03-30" /> Although the Fort George tunnel was nearly completed by January 1906, elevators had not been installed at the 168th and 181st Street stations.<ref name="nyt-1906-01-24">{{Cite news |date=1906-01-24 |title=New Subway Link March 1; Engineer Rice Expects Trains to Run to the Ship Canal Then. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1906/01/24/archives/new-subway-link-march-1-engineer-rice-expects-trains-to-run-to-the.html |access-date=2023-07-12 |issn=0362-4331 |archive-date=July 12, 2023 |archive-url=https://web.archive.org/web/20230712021234/https://www.nytimes.com/1906/01/24/archives/new-subway-link-march-1-engineer-rice-expects-trains-to-run-to-the.html |url-status=live }}</ref>

The West Side Branch was extended northward from 157th Street to a temporary terminus at [[221st Street station|221st Street]], near the [[Harlem River Ship Canal]],{{efn|One ''New York Times'' article labeled the Harlem River Ship Canal station as being at 220th Street.<ref name="SkippedStations" /> However, others have referred to that station as being on 221st Street.<ref name="nyt19060530" /><ref>{{Cite news|date=January 14, 1907|title=Farthest North in Town by the Interborough|page=18|work=The New York Times|url-access=subscription|url=https://timesmachine.nytimes.com/timesmachine/1907/01/14/104980177.pdf|url-status=live|access-date=March 28, 2021|archive-date=July 8, 2021|archive-url=https://web.archive.org/web/20210708221312/https://timesmachine.nytimes.com/timesmachine/1907/01/14/104980177.pdf}}</ref>}} on March 12, 1906, with the station at 168th Street not yet open.<ref name="SkippedStations">{{Cite news|url-access=subscription|url=https://timesmachine.nytimes.com/timesmachine/1906/03/13/101769649.pdf|title=Trains To Ship Canal — But They Whiz by Washington Heights Stations|date=March 13, 1906|work=The New York Times|access-date=August 16, 2015|page=16|issn=0362-4331|archive-date=May 24, 2022|archive-url=https://web.archive.org/web/20220524041048/https://timesmachine.nytimes.com/timesmachine/1906/03/13/101769649.pdf|url-status=live}}</ref> This extension was initially served by shuttle trains operating between 157th Street and 221st Street.<ref name="nyt19060530" /> The 168th Street station opened for service on April 14, 1906.<ref>{{Cite news|date=April 15, 1906|title=New Subway Station Open|page=1|work=The New York Times|url-access=subscription|url=https://timesmachine.nytimes.com/timesmachine/1906/04/15/101711097.pdf|access-date=October 10, 2016|issn=0362-4331|archive-date=December 22, 2021|archive-url=https://web.archive.org/web/20211222082511/https://timesmachine.nytimes.com/timesmachine/1906/04/15/101711097.pdf|url-status=live}}</ref><ref name="p571776711">{{cite news |date=April 15, 1906 |title="Fans" Jam the Subway: Police Busy at New 168th Street Station |page=3 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|571776711}}}}</ref> The station originally only had two elevators, each measuring {{Convert|12|x|12|ft}}, as well as a set of 119 steps; this contributed to serious overcrowding on the station's first day of operation.<ref name="p571776711" /> On May 30, 1906, express trains began running through to 221st Street.<ref name="nyt19060530">{{Cite news|url-access=subscription|url=https://timesmachine.nytimes.com/timesmachine/1906/05/30/101426453.pdf|title=Express to 221st Street: Will Run In the Subway To-day–New 181st Street Station Ready.|date=May 30, 1906|work=The New York Times|issn=0362-4331|access-date=September 1, 2016|archive-date=December 22, 2021|archive-url=https://web.archive.org/web/20211222095136/https://timesmachine.nytimes.com/timesmachine/1906/05/30/101426453.pdf|url-status=live}}</ref> The opening of the first subway line helped contribute to the development of [[Washington Heights, Manhattan|Washington Heights]],<ref name="NRHP-05000232" />{{Rp|9}} although development around the 168th Street station was initially limited because of the presence of American League Park, as well as covenants that restricted development on many lots west of Broadway.<ref name="n128119929">{{Cite news |date=1909-08-15 |title=Large Supply and Wide Variety of Houses Awaiting Apartment Seekers This Year |pages=11 |work=The New York Times |url=https://www.newspapers.com/article/the-new-york-times-large-supply-and-wide/128119929/ |access-date=2023-07-12 |issn=0362-4331 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713023606/https://www.newspapers.com/article/the-new-york-times-large-supply-and-wide/128119929/ |url-status=live }}</ref>

==== 1900s and 1910s ====
When the 168th Street station opened, the two elevators could fit only 50 passengers each, and they became severely overcrowded during peak times. During baseball games at American League Park, many fans opted to instead take the subway to 157th Street, then pay an additional 25 cents for a taxi to the stadium.<ref name="n128120182">{{Cite news |date=1909-06-20 |title=Yankees Break Even |pages=9 |work=New-York Tribune |url=https://www.newspapers.com/article/new-york-tribune-yankees-break-even/128120182/ |access-date=2023-07-12 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713030948/https://www.newspapers.com/article/new-york-tribune-yankees-break-even/128120182/ |url-status=live }}</ref> The elevators' capacity limitations prompted the Public Service Commission to decide against constructing additional deep-level subway lines; newer routes, such as the [[BMT Broadway Line|Broadway]] and [[IRT Lexington Avenue Line|Lexington Avenue]] lines, were instead built using the [[cut-and-cover]] method.<ref name="nyt-1907-02-09">{{Cite news |date=1907-02-09 |title=Plea for Deep Subway on Broadway Unheeded; Board Adopts. Cut-and-Cover Plan for Lexington Av. Line |language=en-US |work=The New York Times |url=https://www.nytimes.com/1907/02/09/archives/plea-for-deep-subway-on-broadway-unheeded-board-adopts-cutandcover.html |access-date=2023-07-12 |issn=0362-4331 |archive-date=July 12, 2023 |archive-url=https://web.archive.org/web/20230712021232/https://www.nytimes.com/1907/02/09/archives/plea-for-deep-subway-on-broadway-unheeded-board-adopts-cutandcover.html |url-status=live }}</ref> In Fiscal Year 1909, work was done to increase the carrying load of the elevators at the station.<ref>{{Cite book|url=https://babel.hathitrust.org/cgi/pt?id=uiug.30112111474968&view=1up&seq=192&q1=181ST%20STREET|title=1908-1909 Annual Report of the Interborough Rapid Transit Company for the Year Ended June 30, 1909|publisher=Interborough Rapid Transit Company|year=1909|pages=9|access-date=December 22, 2020|archive-date=April 22, 2022|archive-url=https://web.archive.org/web/20220422120156/https://babel.hathitrust.org/cgi/pt?id=uiug.30112111474968&view=1up&seq=192&q1=181ST%20STREET|url-status=live}}</ref> Officials had decided against adding additional elevators because it would only cost $6,300 to update the existing elevator cabs.<ref name="p572201383">{{cite news |date=31 Mar 1905 |title=Want a New Hearing: Washington Heights Asks Another Elevator at 181st Street Station |page=10 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|572201383}}}}</ref> By the early 1910s, the elevators could carry 80 people at once and were staffed by elevator operators.<ref name="n128126075">{{Cite news |date=1913-09-28 |title=Subway Elevator Ways |pages=35 |work=The Sun |url=https://www.newspapers.com/article/the-sun-subway-elevator-ways/128126075/ |access-date=2023-07-13 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713022101/https://www.newspapers.com/article/the-sun-subway-elevator-ways/128126075/ |url-status=live }}</ref>

To address overcrowding, in 1909, the [[New York Public Service Commission]] proposed lengthening the platforms at stations along the original IRT subway.<ref name="HAER Impact">{{Cite web|last=Hood|first=Clifton|date=1978|title=The Impact of the IRT in New York City|url=https://tile.loc.gov/storage-services/master/pnp/habshaer/ny/ny0300/ny0387/data/ny0387data.pdf|access-date=December 20, 2020|publisher=Historic American Engineering Record|pages=146–207 (PDF pp. 147–208)|postscript=. {{PD-notice}}|archive-date=January 17, 2021|archive-url=https://web.archive.org/web/20210117001227/https://tile.loc.gov/storage-services/master/pnp/habshaer/ny/ny0300/ny0387/data/ny0387data.pdf|url-status=live}}</ref>{{Rp|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 ${{inflation|fmt=c|index=US|value=1.5|start_year=1910|r=1}} million in {{inflation/year|index=US}}) spent on platform lengthening, $500,000 (equivalent to ${{inflation|fmt=c|index=US|value=0.5|start_year=1910|r=1}} million in {{inflation/year|index=US}}) was spent on building additional entrances and exits. It was anticipated that these improvements would increase capacity by 25 percent.<ref name="Report 1911">{{Cite book|url=https://books.google.com/books?id=0fBLAQAAMAAJ&q=+zoological+station&pg=PA596|title=Report of the Public Service Commission for the First District of the State of New York For The Year Ending December 31, 1910|date=1911|publisher=Public Service Commission|language=en|access-date=January 7, 2021|archive-date=January 20, 2021|archive-url=https://web.archive.org/web/20210120015525/https://books.google.com/books?id=0fBLAQAAMAAJ&q=%20zoological%20station&pg=PA596|url-status=live}}</ref>{{Rp|15}} The northbound platform at the 168th Street station was extended {{convert|179|ft}} to the south. The arched ceiling adjacent to the platform extension was replaced with a flat roof made of steel beams, since the arch's structural integrity was compromised by the platform extension.<ref name="Report 1911" />{{rp|113}} The southbound platform was not lengthened.<ref name="Report 1911" />{{rp|106}} Six-car local trains began operating in October 1910,<ref name="HAER Impact" />{{Rp|168}} and ten-car express trains began running on the West Side Line on January 24, 1911.<ref name="HAER Impact" />{{Rp|168}}<ref>{{Cite news|url-access=limited|url=https://www.nytimes.com/1911/01/23/archives/tencar-trains-in-subway-today-new-service-begins-on-lenox-av-line.html|title=Ten-car Trains in Subway to-day; New Service Begins on Lenox Av. Line and Will Be Extended to Broadway To-morrow.|date=January 23, 1911|work=The New York Times|access-date=April 5, 2018|language=en-US|issn=0362-4331|archive-date=April 5, 2018|archive-url=https://web.archive.org/web/20180405224750/https://www.nytimes.com/1911/01/23/archives/tencar-trains-in-subway-today-new-service-begins-on-lenox-av-line.html|url-status=live}}</ref> Subsequently, the station could accommodate six-car local trains, but ten-car trains could not open some of their doors.<ref name="BOT-1949" />

==== 1920s to 1940s ====
[[File:168th_Street_number_1_subway_station_2.jpg|thumb|View of the IRT station's vault]]
Public Service Commission employees began preparing plans for an additional elevator at the station in 1919.<ref name="nyt-1919-05-25">{{Cite news |date=1919-05-25 |title=New Elevator at 168th Street. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1919/05/25/archives/new-elevator-at-168th-street.html |access-date=2023-07-13 |issn=0362-4331 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713015338/https://www.nytimes.com/1919/05/25/archives/new-elevator-at-168th-street.html |url-status=live }}</ref> The city government authorized the construction of additional elevators at the station in February 1922;<ref name="n128127141">{{Cite news |date=1922-02-04 |title=More Lifts Ordered for Subway at 168th Street |pages=3 |work=New-York Tribune |url=https://www.newspapers.com/article/new-york-tribune-more-lifts-ordered-for/128127141/ |access-date=2023-07-13 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713033625/https://www.newspapers.com/article/new-york-tribune-more-lifts-ordered-for/128127141/ |url-status=live }}</ref><ref name="nyt-1922-02-04">{{Cite news |date=1922-02-04 |title=Use Half of $827,003 for Subway Elevator; Estimate Board Orders Second Lift Built at 168th Street, West Side. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1922/02/04/archives/use-half-of-827003-for-subway-elevator-estimate-board-orders-second.html |access-date=2023-07-13 |issn=0362-4331 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713021934/https://www.nytimes.com/1922/02/04/archives/use-half-of-827003-for-subway-elevator-estimate-board-orders-second.html |url-status=live }}</ref> there were to be four new shafts on the west side of Broadway, and elevator cabs were to be installed in two of the shafts.<ref name="nyt-1922-12-03">{{Cite news |date=1922-12-03 |title=Subway Elevator Bids; Transit Commission Sets Dec. 14 as Date to Receive Them. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1922/12/03/archives/subway-elevator-bids-transit-commission-sets-dec-14-as-date-to.html |access-date=2023-07-13 |issn=0362-4331 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713021934/https://www.nytimes.com/1922/12/03/archives/subway-elevator-bids-transit-commission-sets-dec-14-as-date-to.html |url-status=live }}</ref> The city began receiving bids for the elevator shafts in April 1922,<ref>{{Cite news |date=1922-04-12 |title=Hylan Calls for More Contract Cuts by Traction Lines |pages=21 |work=New-York Tribune |url=https://www.newspapers.com/article/new-york-tribune-hylan-calls-for-more-co/128127323/ |access-date=2023-07-13 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713033627/https://www.newspapers.com/article/new-york-tribune-hylan-calls-for-more-co/128127323/ |url-status=live }}</ref><ref name="nyt-1922-04-20">{{Cite news |date=1922-04-20 |title=Miller Tells Hylan State Won't Brook Transit Meddling; Warns Mayor of Drastic Action to Uphold Unified Plan for Traction Line |language=en-US |work=The New York Times |url=https://www.nytimes.com/1922/04/20/archives/miller-tells-hylan-state-wont-brook-transit-meddling-warns-mayor-of.html |access-date=2023-07-13 |issn=0362-4331 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713155654/https://www.nytimes.com/1922/04/20/archives/miller-tells-hylan-state-wont-brook-transit-meddling-warns-mayor-of.html |url-status=live }}</ref> and they also awarded a contract for a new station entrance to Holbrook, Cabot & Rollins Corporation for $283,000 the next month.<ref name="nyt-1922-05-06">{{Cite news |date=1922-05-06 |title=Hylan Board Defies Miller; Cowbells Clang, Rattles Whir; 600 Brooklyn Residents Clap and Cheer as 14th Street Elevated Bid Is Rejected |language=en-US |work=The New York Times |url=https://www.nytimes.com/1922/05/06/archives/hylan-board-defies-miller-cowbells-clang-rattleswhir-600-brooklyn.html |access-date=2023-07-13 |issn=0362-4331 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713155654/https://www.nytimes.com/1922/05/06/archives/hylan-board-defies-miller-cowbells-clang-rattleswhir-600-brooklyn.html |url-status=live }}</ref> The city received bids for the elevator cabs that December<ref name="nyt-1922-12-03" /><ref>{{Cite news |date=1922-12-03 |title=For 168th Street Elevators |pages=20 |work=New York Herald |url=https://www.newspapers.com/article/new-york-herald-for-168th-street-elevato/128127381/ |access-date=2023-07-13 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713030619/https://www.newspapers.com/article/new-york-herald-for-168th-street-elevato/128127381/ |url-status=live }}</ref> and awarded the contract to the [[Otis Elevator Company]].<ref name="nyt-1922-12-29">{{Cite news |date=1922-12-29 |title=Three Rapid Transit Contracts Are Let; They Cover Ft. Hamilton Extension, l4th St.-Eastern Workand 168th St. Elevators. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1922/12/29/archives/three-rapid-transit-contracts-are-let-they-cover-ft-hamilton.html |access-date=2023-07-13 |issn=0362-4331 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713021933/https://www.nytimes.com/1922/12/29/archives/three-rapid-transit-contracts-are-let-they-cover-ft-hamilton.html |url-status=live }}</ref> In Fiscal Year 1923, work began on the installation of a new entrance with elevators on the west side of Broadway to increase the capacity of the station.<ref>{{Cite book|url=https://babel.hathitrust.org/cgi/pt?id=mdp.39015016416870&view=1up&seq=13|title=1922-1923 Annual Report of the Interborough Rapid Transit Company For The Year Ended June 30, 1923|publisher=Interborough Rapid Transit Company|year=1923|pages=11|access-date=December 21, 2020|archive-date=May 24, 2022|archive-url=https://web.archive.org/web/20220524041050/https://babel.hathitrust.org/cgi/pt?id=mdp.39015016416870&view=1up&seq=13|url-status=live}}</ref> The following fiscal year, the IRT reported that work to construct new entrances to the station was 87 percent complete.<ref>{{Cite book|url=https://babel.hathitrust.org/cgi/pt?id=mdp.39015016416862&view=1up&seq=15|title=1923-1924 Annual Report of the Interborough Rapid Transit Company For The Year Ended June 30, 1924|publisher=Interborough Rapid Transit Company|year=1924|pages=13|access-date=December 21, 2020|archive-date=October 31, 2021|archive-url=https://web.archive.org/web/20211031152201/https://babel.hathitrust.org/cgi/pt?id=mdp.39015016416862&view=1up&seq=15|url-status=live}}</ref> The two elevators entered service on June 26, 1924.<ref>{{Cite news |date=1924-06-27 |title=Tube Elevators |pages=39 |work=Daily News |url=https://www.newspapers.com/article/daily-news-tube-elevators/128146615/ |access-date=2023-07-13 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713155654/https://www.newspapers.com/article/daily-news-tube-elevators/128146615/ |url-status=live }}</ref><ref name="p1113106217">{{cite news |date=27 June 1924 |title=Two New Subway Elevators |page=27 |work=The New York Herald, New York Tribune |issn=1941-0646 |id={{ProQuest|1113106217}}}}</ref>

The city government took over the IRT's operations on June 12, 1940.<ref>{{Cite news |date=1940-06-13 |title=City Transit Unity Is Now a Reality; Title to I.R.T. Lines Passes to Municipality, Ending 19-Year Campaign |language=en-US |work=The New York Times |url=https://www.nytimes.com/1940/06/13/archives/city-transit-unity-is-now-a-reality-title-to-irt-lines-passes-to.html |url-status=live |url-access=subscription |access-date=2022-05-14 |archive-url=https://web.archive.org/web/20220107193115/https://www.nytimes.com/1940/06/13/archives/city-transit-unity-is-now-a-reality-title-to-irt-lines-passes-to.html |archive-date=January 7, 2022 |issn=0362-4331}}</ref><ref name="p12481347802">{{cite news |date=June 13, 1940 |title=Transit Unification Completed As City Takes Over I. R. T. Lines: Systems Come Under Single Control After Efforts Begun in 1921; Mayor Is Jubilant at City Hall Ceremony Recalling 1904 Celebration |page=25 |work=New York Herald Tribune |id={{ProQuest|1248134780}}}}</ref> Platforms at IRT Broadway–Seventh Avenue Line stations between {{stn|103rd Street||IRT Broadway–Seventh Avenue Line}} and {{stn|238th Street||IRT Broadway–Seventh Avenue Line}}, including those at 168th Street, were lengthened to {{convert|514|ft}} between 1946 and 1948, allowing full ten-car express trains to stop at these stations.<ref name="BOT-1949" /> A contract for the platform extensions at 168th Street and eight other stations on the line was awarded to Spencer, White & Prentis Inc. in October 1946,<ref>{{Cite news|last=Crowell|first=Paul|date=October 11, 1946|title=Improvement Costs Voted for Subway; Board of Estimate Appropriates $31,291,000 for New Cars and Station Lengthening|language=en-US|page=24|work=The New York Times|url-access=subscription|url=https://timesmachine.nytimes.com/timesmachine/1946/10/11/94061958.pdf|access-date=July 28, 2021|issn=0362-4331|archive-date=May 21, 2022|archive-url=https://web.archive.org/web/20220521165007/http://timesmachine.nytimes.com/timesmachine/1946/10/11/94061958.html?pdf_redirect=true&site=false|url-status=live}}</ref> with an estimated cost of $3.891 million.<ref name="p1287183692">{{cite news |date=11 Oct 1946 |title=City Approves $35,153,000 Subway Outlay: Board of Estimate Awards Contract for 400 Cars and 10 Station Projects |page=40 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1287183692}}}}</ref> The platform extensions at these stations were opened in stages. On April 6, 1948, the platform extension opened for stations from [[103rd Street (IRT Broadway–Seventh Avenue Line)|103rd Street]] to [[Dyckman Street (IRT Broadway–Seventh Avenue Line)|Dyckman Street]], including this station but excluding [[125th Street (IRT Broadway–Seventh Avenue Line)|125th Street]].<ref name="BOT-1949">{{Cite book|title=Report for the three and one-half years ending June 30, 1949.|date=1949|publisher=New York City Board of Transportation|hdl = 2027/mdp.39015023094926}}</ref><ref>{{Cite news|date=July 10, 1948|title=More Long Platforms – Five Subway Stations on IRT to Accommodate 10-Car Trains|page=8|work=The New York Times|url-access=subscription|url=https://timesmachine.nytimes.com/timesmachine/1948/07/10/86748393.pdf|access-date=March 27, 2016|issn=0362-4331|archive-date=May 24, 2022|archive-url=https://web.archive.org/web/20220524041114/https://timesmachine.nytimes.com/timesmachine/1948/07/10/86748393.html?pdf_redirect=true&site=false|url-status=live}}</ref>

=== IND Eighth Avenue Line ===
Plans for a second subway line with a station at 168th Street and Broadway date as far back as 1914. That year, engineer [[Reginald Pelham Bolton]] proposed a short extension of the elevated [[IRT Ninth Avenue Line]] to [[Riverside Drive (Manhattan)|Riverside Drive]], with an intermediate station at 168th Street and Broadway to relieve congestion at the IRT subway stop there.<ref name="nyt-1914-06-07">{{Cite news |date=1914-06-07 |title=Property Owners in Upper Manhattan Need Additional Transit Facilities; Will Hold Mass Meeting This Week to Explain Needs of the District -- Subway Ticket Sales Above 157th Street Exceed 18,000,000 -- 181st Street Is Busiest Station. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1914/06/07/archives/property-owners-in-upper-manhattan-need-additional-transit.html |access-date=2023-07-13 |issn=0362-4331 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713015342/https://www.nytimes.com/1914/06/07/archives/property-owners-in-upper-manhattan-need-additional-transit.html |url-status=live }}</ref> The Transit Commission proposed another subway line to Broadway and 168th Street, an unbuilt extension of the [[Brooklyn–Manhattan Transit Corporation]]'s [[BMT Broadway Line|Broadway Line]], in 1922.<ref>{{Cite news |date=1922-10-14 |title=Final Transit Plan Puts Line Up Heights and Under Narrows |pages=1 |work=New York Herald |url=https://www.newspapers.com/article/new-york-herald-final-transit-plan-puts/128141587/ |access-date=2023-07-13 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713155655/https://www.newspapers.com/article/new-york-herald-final-transit-plan-puts/128141587/ |url-status=live }}</ref><ref>{{Cite news |date=1922-10-14 |title=Another West Side Subway Proposed by Transit Board |pages=4 |work=The Evening World |url=https://www.newspapers.com/article/the-evening-world-another-west-side-subw/128141667/ |access-date=2023-07-13 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713155656/https://www.newspapers.com/article/the-evening-world-another-west-side-subw/128141667/ |url-status=live }}</ref>

New York City mayor [[John Francis Hylan]]'s original plans for the [[Independent Subway System]] (IND), proposed in 1922, included building over {{cvt|100|mi}} of new lines and taking over nearly {{cvt|100|mi}} of existing lines. The lines were designed to compete with the existing underground, surface, and elevated lines operated by the IRT and [[Brooklyn–Manhattan Transit Corporation]] (BMT).<ref>{{cite news |date=August 4, 1923 |title=Two Subway Routes Adopted by City |page=9 |newspaper=The New York Times |url=https://www.nytimes.com/1923/08/04/archives/two-subway-routes-adopted-by-city-estimate-board-accepts-wash.html |access-date=August 1, 2019 |issn=0362-4331 |archive-date=June 30, 2019 |archive-url=https://web.archive.org/web/20190630012122/https://www.nytimes.com/1923/08/04/archives/two-subway-routes-adopted-by-city-estimate-board-accepts-wash.html |url-status=live }}</ref><ref>{{cite news |date=March 12, 1924 |title=Plans Now Ready to Start Subways |page=1 |newspaper=The New York Times |url=https://www.nytimes.com/1924/03/12/archives/plans-now-ready-to-start-subways-commission-notifies-city-it-can.html |access-date=August 1, 2019 |issn=0362-4331 |archive-date=June 28, 2019 |archive-url=https://web.archive.org/web/20190628162149/https://www.nytimes.com/1924/03/12/archives/plans-now-ready-to-start-subways-commission-notifies-city-it-can.html |url-status=live }}</ref> On December 9, 1924, the [[New York City Board of Transportation]] (BOT) gave preliminary approval to the construction of a subway line along Eighth Avenue, running from 207th Street.<ref>{{cite news |date=December 10, 1924 |title=Hylan Subway Plan Links Four Boroughs at $450,000,000 Cost |page=1 |work=The New York Times |url=https://www.nytimes.com/1924/12/10/archives/hylan-subway-plan-links-four-boroughs-at-450000000-cost-manhattan.html |url-status=live |access-date=June 29, 2018 |archive-url=https://web.archive.org/web/20180614021251/https://www.nytimes.com/1924/12/10/archives/hylan-subway-plan-links-four-boroughs-at-450000000-cost-manhattan.html |archive-date=June 14, 2018 |issn=0362-4331}}</ref> The BOT announced a list of stations on the new line in February 1928, with an express station at 167th Street;<ref name="p1113431477">{{cite news |date=February 5, 1928 |title=Express and Local Stations For New Eighth Avenue Line |page=B1 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1113431477}}}}</ref> this station would be the northern terminus of local service.<ref name="nyt-1928-11-19">{{Cite news |date=1928-11-19 |title=City Drafts Plans to Run Its Subway; Announces Program for Most of Manhattan Service to Open Early in 1930 |language=en-US |work=The New York Times |url=https://www.nytimes.com/1928/11/19/archives/city-drafts-plans-to-run-its-subway-announces-program-for-most-of.html |access-date=2023-07-13 |issn=0362-4331 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713155654/https://www.nytimes.com/1928/11/19/archives/city-drafts-plans-to-run-its-subway-announces-program-for-most-of.html |url-status=live }}</ref><ref name="n128146918">{{Cite news |date=1928-11-21 |title=Here's the Station Plan for the New 8th Ave. Subway |pages=378 |work=Daily News |url=https://www.newspapers.com/article/daily-news-heres-the-station-plan-for-t/128146918/ |access-date=2023-07-13 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713155655/https://www.newspapers.com/article/daily-news-heres-the-station-plan-for-t/128146918/ |url-status=live }}</ref> Most of the Eighth Avenue Line was dug using a cheap [[cut-and-cover]] method.<ref name="Galloway. 1931">{{cite news |last=Warner |first=Arthur |date=November 22, 1931 |title=The City's New Underground Province; The Eighth Avenue Subway Will Be Not Only a Transit Line but a Centre for the Shopper A New Underground Province of New York The Eighth Avenue Subway Will Be a Rapid Transit Line With Innovations and Will Provide Centres for the Shoppers |work=The New York Times |url=https://www.nytimes.com/1931/11/22/archives/the-citys-new-underground-province-the-eighth-avenue-subway-will-be.html |url-status=live |access-date=May 2, 2018 |archive-url=https://web.archive.org/web/20180503050550/https://www.nytimes.com/1931/11/22/archives/the-citys-new-underground-province-the-eighth-avenue-subway-will-be.html |archive-date=May 3, 2018 |issn=0362-4331}}</ref><ref name="p1113431484">{{cite news |last=Daly |first=William Jerome |date=February 5, 1928 |title=New Subway Work Far Advanced, From the Circle to 207th Street: Small Section Near St. Nicholas Avenue and 148th Street Being Constructed |page=B1 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1113431484}}}}</ref> In September 1928, the Woodcrest Construction Company received a $375,014 contract to construct the [[155th Street station (IND Eighth Avenue Line)|155th Street]], [[163rd Street–Amsterdam Avenue station|163rd Street]], and 168th Street stations on the new line.<ref name="nyt-1928-09-20">{{Cite news |date=1928-09-20 |title=Fare Suit Delay Now Seems Certain; Highest Court Expected to Put Off Hearing to Oct.15 Because of Untermyer's Illness |language=en-US |work=The New York Times |url=https://www.nytimes.com/1928/09/20/archives/fare-suit-delay-now-seems-certain-highest-court-expected-to-put-off.html |access-date=2023-07-13 |issn=0362-4331 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713155655/https://www.nytimes.com/1928/09/20/archives/fare-suit-delay-now-seems-certain-highest-court-expected-to-put-off.html |url-status=live }}</ref>

A preview event for the new subway was hosted on September 8, 1932, two days before the official opening.<ref>{{Cite news |date=September 9, 1932 |title=Sightseers Invade New Subway When Barricade Is Lifted |language=en-US |work=The New York Times |url=https://www.nytimes.com/1932/09/09/archives/sightseers-invade-new-subway-when-barricade-is-lifted.html |url-status=live |access-date=July 1, 2022 |archive-url=https://web.archive.org/web/20220701191612/https://www.nytimes.com/1932/09/09/archives/sightseers-invade-new-subway-when-barricade-is-lifted.html |archive-date=July 1, 2022 |issn=0362-4331}}</ref><ref name="p11254366412">{{cite news |date=September 9, 1932 |title=8th Av. Subway Gets First 5c. by Woman's Error: She Peers Into a Station, Hears Train, Pays for Ride, but Is Day Too Early Preparing for Tomorrow's Rush on 8th Ave. Subway |page=1 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1125436641}}}}</ref> The Eighth Avenue Line station opened on September 10, 1932, as part of the city-operated IND's initial segment, the Eighth Avenue Line between [[Chambers Street (IND Eighth Avenue Line)|Chambers Street]] and [[Inwood–207th Street (IND Eighth Avenue Line)|207th Street]].<ref name="Opening">{{Cite news |last1=Crowell |first1=Paul |date=September 10, 1932 |title=Gay Midnight Crowd Rides First Trains In The New Subway: Throngs at Station an Hour Before Time, Rush Turnstiles When Chains are Dropped |work=New York Times |url=https://timesmachine.nytimes.com/timesmachine/1932/09/10/100849529.pdf |url-status=live |url-access=subscription |access-date=November 8, 2015 |archive-url=https://web.archive.org/web/20190918222843/https://timesmachine.nytimes.com/timesmachine/1932/09/10/100849529.pdf |archive-date=September 18, 2019}}</ref><ref name="p1114839882">{{cite news |last=Sebring |first=Lewis B. |date=September 10, 1932 |title=Midnight Jam Opens City's New Subway: Turnstiles Click Into Action at 12:01 A. M. as Throngs Battle for Places in 'First' Trains Boy, 7, Leads Rush At 42d St. Station City at Last Hails 8th Ave. Line After 7-Year Wait; Cars Bigger, Clean Transit Commissioner Officially Opening New Subway at Midnight |page=1 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1114839882}}}}</ref> There was a direct connection with the IRT station at 168th Street; initially, passengers had to pay an additional fare to transfer between the IRT and the IND.<ref name="p11254366412"/><ref name="nyt-1932-09-09">{{Cite news |date=September 9, 1932 |title=City to Open Subway in 8th Av. Tonight; Crowds Visit Tube; First Line in Huge Municipal Network to Take First Nickel One Minute After Midnight |language=en-US |work=The New York Times |url=https://www.nytimes.com/1932/09/09/archives/city-to-open-subway-in-8th-av-tonight-crowds-visit-tube-first-line.html |url-status=live |access-date=July 1, 2022 |archive-url=https://web.archive.org/web/20181006235819/https://www.nytimes.com/1932/09/09/archives/city-to-open-subway-in-8th-av-tonight-crowds-visit-tube-first-line.html |archive-date=October 6, 2018 |issn=0362-4331}}</ref> Construction of the whole line cost $191.2 million (equivalent to ${{inflation|fmt=c|index=US|value=191.2|start_year=1932|r=1}} million in {{inflation/year|index=US}}). While the IRT Broadway–Seventh Avenue Line already provided service to Washington Heights, the new Eighth Avenue subway via St. Nicholas Avenue provided an alternative route.<ref>{{Cite news |last=Duffus |first=R. L. |date=September 9, 1932 |title=New Line First Unit In City-Wide System |language=en-US |page=12 |work=The New York Times |url=https://www.nytimes.com/1932/09/09/archives/new-line-first-unit-in-citywide-system-8th-av-tube-to-ease-west.html |url-status=live |url-access=subscription |access-date=August 3, 2017 |archive-url=https://web.archive.org/web/20190823140418/https://www.nytimes.com/1932/09/09/archives/new-line-first-unit-in-citywide-system-8th-av-tube-to-ease-west.html |archive-date=August 23, 2019 |issn=0362-4331}}</ref> In particular, the IND's 168th Street station provided easy access to the [[Columbia University Irving Medical Center]],<ref name="p1114750052">{{cite news |last=Nehring |first=Frederick |date=11 Sep 1932 |title=City's Subway Opens Up Area For Residences: High and Beautiful Part of Manhattan Now Available in Its Entirety |page=J6 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1114750052}}}}</ref> as trains from 168th Street could reach [[Lower Manhattan]] within a half hour.<ref name="nyt-1933-01-29">{{Cite news |date=1933-01-29 |title=NEW SUBWAY LINK OPENS WEDNESDAY; Independent Line Will Offer Express Service to Borough Hall in Brooklyn |language=en-US |work=The New York Times |url=https://www.nytimes.com/1933/01/29/archives/new-subway-link-opens-wednesday-independent-line-will-offer-express.html |access-date=2023-07-13 |issn=0362-4331 |archive-date=December 16, 2022 |archive-url=https://web.archive.org/web/20221216145354/https://www.nytimes.com/1933/01/29/archives/new-subway-link-opens-wednesday-independent-line-will-offer-express.html |url-status=live }}</ref>

=== Consolidation into single complex ===
When the IND station opened, it was connected to the IRT station at the same intersection via a passageway.<ref name="nyt-1932-09-09" /><ref name="p1114749813">{{cite news |last=Lynch |first=Denis Tilden |date=September 11, 1932 |title=Eighth Avenue Subway Clears Way for New Progress on West Side |page=J1 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1114749813}}}}</ref> This corridor originally required payment of an additional fare, but it was placed inside fare control on July 1, 1948.<ref>{{Cite news |date=June 30, 1948 |title=Transfer Points Under Higher Fare; Board of Transportation Lists Stations and Intersections for Combined Rides |language=en-US |work=The New York Times |url=https://www.nytimes.com/1948/06/30/archives/transfer-points-under-higher-fare-board-of-transportation-lists.html |url-status=live |url-access=subscription |access-date=December 24, 2020 |archive-url=https://web.archive.org/web/20200625074924/https://www.nytimes.com/1948/06/30/archives/transfer-points-under-higher-fare-board-of-transportation-lists.html |archive-date=June 25, 2020 |issn=0362-4331}}</ref><ref name="p1327387636">{{cite news |date=June 30, 1948 |title=List of Free and Pay Transfer Points |page=12 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1327387636}}}}</ref>

==== 1950s to 1970s ====
On December 28, 1950, the [[New York City Board of Transportation]] issued a report concerning the construction of bomb shelters in the subway system. Five deep stations in Washington Heights, including the IRT's 168th Street station, were considered to be ideal for being used as bomb-proof shelters. The program was expected to cost $104 million (equivalent to ${{inflation|fmt=c|index=US|value=104|start_year=1950|r=1}} million in {{inflation/year|index=US}}). These shelters were expected to provide limited protection against conventional bombs, while providing protection against shock waves and air blast, as well as from the heat and radiation from an atomic bomb. To become suitable as shelters, the stations would require water-supply facilities, first-aid rooms, and additional bathrooms.<ref>{{Cite news|last=Ronan|first=Thomas P.|date=December 29, 1950|title=Subway Shelters to Cost $104,000,000 Proposed for City|language=en-US|page=1|work=The New York Times|url-access=subscription|url=https://timesmachine.nytimes.com/timesmachine/1950/12/29/82088911.html|access-date=August 3, 2017|issn=0362-4331|archive-date=May 2, 2021|archive-url=https://web.archive.org/web/20210502021408/https://timesmachine.nytimes.com/timesmachine/1950/12/29/82088911.html|url-status=live}}</ref><ref name="p1327452864">{{cite news |last=Lister |first=Walter Jr. |date=29 Dec 1950 |title=Subway Bomb Shelters Outlined, City Seeks U.S. Aid on Financing: Bingham Plans Sleeping Quarters for 101,500, Standing Room for a Million More |page=1 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1327452864}}}}</ref> However, the program, which required federal funding, was never completed.<ref>{{Cite news|url=https://www.newspapers.com/clip/33803059/daily_news/|title=Stein's Plan For Subway Cash. Would Utilize Extensions For Shelters, Let U.S. Pay|last=O'Flaherty|first=Mary|date=January 5, 1957|work=[[New York Daily News]]|access-date=July 12, 2019|archive-date=July 12, 2019|archive-url=https://web.archive.org/web/20190712200507/https://www.newspapers.com/clip/33803059/daily_news/|url-status=live}}</ref>

To increase passenger flow, officials replaced the IND station's pocket-change booths with high turnstiles in 1957, which prompted many complaints from passengers.<ref>{{Cite news |last=Levey |first=Stanley |date=1957-02-15 |title=Review Ordered on Token Booths; Substitution of Turnstiles for Change Boxes is Halted by Transit Agency |language=en-US |work=The New York Times |url=https://www.nytimes.com/1957/02/15/archives/review-ordered-on-token-booths-substitution-of-turnstiles-for.html |access-date=2023-07-13 |issn=0362-4331 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713235709/https://www.nytimes.com/1957/02/15/archives/review-ordered-on-token-booths-substitution-of-turnstiles-for.html |url-status=live }}</ref> In Fiscal Year 1958, two elevators at the IRT station were replaced with automatic ones,<ref>{{Cite book|url=https://s3.amazonaws.com/nycsubway.org/images/pdf/nyct_annual_report_1958.pdf|title=New York City Transit Authority Annual Report For The Year Ended June 30, 1958|publisher=New York City Transit Authority|year=1958|pages=11|access-date=December 22, 2020|archive-date=May 24, 2022|archive-url=https://web.archive.org/web/20220524041112/https://s3.amazonaws.com/nycsubway.org/images/pdf/nyct_annual_report_1958.pdf|url-status=live}}</ref> which began operating in January 1958.<ref name="p1325320969">{{cite news |last=Lewis |first=Milton |date=19 Apr 1962 |title=Up From the IRT, a Spot That's Just Right for City's Muggers |page=21 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1325320969}}}}</ref> Fluorescent lighting at the IRT station was installed during Fiscal Year 1961.<ref name="Annual Report 1960">{{Cite book|title=New York City Transit Authority Annual Report For The Year Ended July 1, 1960 to June 30, 1961|publisher=New York City Transit Authority|year=1961|pages=12}}</ref> The 168th Street station was a major transfer hub for interstate buses to [[New Jersey]] until the 1960s, when the nearby [[George Washington Bridge Bus Station]] opened; the last interstate bus stop was relocated in 1967.<ref>{{Cite news |date=1967-04-09 |title=Last Bus Terminal On Open Lot Closes Uptown Tomorrow |language=en-US |work=The New York Times |url=https://www.nytimes.com/1967/04/09/archives/last-bus-terminal-on-open-lot-closes-uptown-tomorrow.html |access-date=2023-07-14 |issn=0362-4331 |archive-date=April 24, 2023 |archive-url=https://web.archive.org/web/20230424122400/https://www.nytimes.com/1967/04/09/archives/last-bus-terminal-on-open-lot-closes-uptown-tomorrow.html |url-status=live }}</ref>  By 1970, the 168th Street station on the Eighth Avenue Line was among the subway system's 12 worst [[Bottleneck (production)|bottlenecks]] for passenger flow.<ref name="nyt-1970-05-30">{{Cite news |last=Moran |first=Nancy |date=1970-05-30 |title=12 Subway Bottlenecks Create Massive Delays Daily |language=en-US |work=The New York Times |url=https://www.nytimes.com/1970/05/30/archives/12-subway-bottlenecks-create-massive-delays-daily-de-kalb-ave-and.html |access-date=2023-05-30 |issn=0362-4331 |archive-date=July 1, 2022 |archive-url=https://web.archive.org/web/20220701235103/https://www.nytimes.com/1970/05/30/archives/12-subway-bottlenecks-create-massive-delays-daily-de-kalb-ave-and.html |url-status=live }}</ref> The [[New York City Transit Authority]] (NYCTA) was considering renovating the 168th Street station by 1975.<ref name="nyt-1975-03-24">{{Cite news |last=Burks |first=Edward C. |date=1975-03-24 |title=Plans Outlined to Upgrade Subway and Bus Systems |language=en-US |work=The New York Times |url=https://www.nytimes.com/1975/03/24/archives/plans-outlined-to-upgrade-subway-and-bus-systems.html |access-date=2023-07-14 |issn=0362-4331 |archive-date=July 25, 2018 |archive-url=https://web.archive.org/web/20180725184055/https://www.nytimes.com/1975/03/24/archives/plans-outlined-to-upgrade-subway-and-bus-systems.html |url-status=live }}</ref> The station's token booth was closed at some point during the 1970s but reopened in 1979.<ref>{{Cite news |last=Fields |first=Sidney |date=1979-05-18 |title=Only Human |pages=520 |work=Daily News |url=https://www.newspapers.com/article/daily-news-only-human/128178550/ |access-date=2023-07-14 |archive-date=July 14, 2023 |archive-url=https://web.archive.org/web/20230714005528/https://www.newspapers.com/article/daily-news-only-human/128178550/ |url-status=live }}</ref>

==== 1980s and 1990s ====
The Broadway–Seventh Avenue Line station was renovated in the late 1980s. By 1988, the project had been delayed by 20 months due to changes in the project's scope; the overpass and platform walls had yet to be restored.<ref name="p277960129">{{cite news |last=Gordy |first=Molly |date=August 23, 1988 |title=Subway Station Restoration Is Year Late, Double Budget |page=3 |work=Newsday |issn=2574-5298 |id={{ProQuest|277960129}}}}</ref> The renovation was completed in 1990 at a cost of $2.5 million. The project included relocating pipes and ducts, retiling the lower portions of the walls, and removing dirt from the vaulted ceiling. The NYCTA's director of architecture had wanted to clean the ceiling, but this would have required the installation of scaffolding, and the NYCTA could only use a chemical solution that was less potent than most chemical-cleaning solutions.<ref name="Gray 1991" />

By the early 1990s, many homeless people were sheltered within the 168th Street station and the tunnels near it;<ref name="nyt-1991-01-21">{{Cite news |date=1991-01-21 |title=Subway Plan On Homeless Is Abandoned |language=en-US |work=The New York Times |url=https://www.nytimes.com/1991/01/21/nyregion/subway-plan-on-homeless-is-abandoned.html |url-status=live |access-date=2023-05-26 |archive-url=https://web.archive.org/web/20230526233124/https://www.nytimes.com/1991/01/21/nyregion/subway-plan-on-homeless-is-abandoned.html |archive-date=May 26, 2023 |issn=0362-4331}}</ref> the city's largest homeless shelter was nearby.<ref name="p226419565">{{Cite news |last=Davila |first=Florangela |date=14 Dec 1991 |title=Are 'Average' Criminals Disguising Themselves as 'average' Homeless? |page=3 |work=New York Amsterdam News |id={{proQuest|226419565}}}}</ref> The MTA closed one of the station's entrances in March 1991 due to concerns about crime.<ref name="n28821130">{{Cite news |last=Chang |first=Dean |date=March 29, 1991 |title=15 dangerous corridors to be closed |page=7 |work=New York Daily News |url=https://www.newspapers.com/clip/28821130/daily_news/ |access-date=February 24, 2019 |archive-date=February 7, 2020 |archive-url=https://web.archive.org/web/20200207141245/https://www.newspapers.com/clip/28821130/daily_news/ |url-status=live }}</ref><ref name="p278328308">{{cite news |last=Moss |first=Michael |date=30 Mar 1991 |title=TA Station Closings Draw Fire |page=3 |work=Newsday |issn=2574-5298 |id={{ProQuest|278328308}}}}</ref> Although the closed entrance had recorded over 50 felonies per year,<ref name="n28821130" /> some locals opposed the closure because it would create inconvenience.<ref name="p278328308" /> Passengers also frequently complained that the IRT station was overheating during the summer, prompting the [[Metropolitan Transportation Authority]] (MTA) to operate one of the station's fans all the time in 1991. This was not repeated during 1992 because one of the station's fans had broken.<ref name="p278526293">{{cite news |last=Henican |first=Ellis |date=24 May 1992 |title=In the Subways West Side to the Donald: Please Don't Push Us Close to the Edge |page=6 |work=Newsday |issn=2574-5298 |id={{ProQuest|278526293}}}}</ref> The MTA installed a ventilation shaft for the IRT station in 1993 to alleviate overheating.<ref name="p278666426">{{cite news |last=Henican |first=Ellis |date=22 Aug 1993 |title=In the Subways Temp Drops Everywhere but Down |page=11 |work=Newsday |issn=2574-5298 |id={{ProQuest|278666426}}}}</ref>  During the early 1990s, the MTA also removed three of the station's high entry-exit turnstiles to increase passenger flow.<ref>{{cite news |last=Henican |first=Ellis |date=16 Feb 1992 |title=In the Subways Ta Will Spike Iron Maidens |page=18 |work=Newsday |issn=2574-5298 |id={{ProQuest|1237383241}}}}</ref>

The IRT station's elevators gained a reputation for unreliability. ''Newsday'', in 1992, reported that one of the station's elevators had recorded 40 outages in six months and was non-functional for a quarter of that time.<ref name="n123915818">{{Cite news |last=Gambardello |first=Joseph A. |date=February 20, 1992 |title=Report: Elevators at Subway Stations Going Down - Fast |pages=25 |work=Newsday |url=https://www.newspapers.com/clip/123915818/report-elevators-at-subway-stations/ |url-status=live |access-date=May 2, 2023 |archive-url=https://web.archive.org/web/20230502141328/https://www.newspapers.com/clip/123915818/report-elevators-at-subway-stations/ |archive-date=May 2, 2023 |issn=2574-5298}}</ref> Between July 5 and September 8, 1997, trains did not stop at the IRT station while the elevators were modernized.<ref>{{Cite sign|title=All Times. 1 9 Trains will not stop at 168 St station while we modernize elevators|date=July 1997|publisher=New York City Transit}}</ref><ref name="nyt-1997-09-06">{{Cite news|date=September 6, 1997|title=168th St. Subway Station To Reopen After Repairs|language=en-US|work=The New York Times|url=https://www.nytimes.com/1997/09/06/nyregion/168th-st-subway-station-to-reopen-after-repairs.html|access-date=May 14, 2023|issn=0362-4331|archive-date=May 15, 2023|archive-url=https://web.archive.org/web/20230515001725/https://www.nytimes.com/1997/09/06/nyregion/168th-st-subway-station-to-reopen-after-repairs.html|url-status=live}}</ref> The NYCTA opted to close the station entirely because it would have taken two years to replace the elevators one at a time and because the staircase to the station could not handle the 18,000 passengers that used the station every day.<ref name="nyt-1997-09-06" /> A shuttle bus service was provided to [[181st Street station (IRT Broadway–Seventh Avenue Line)|181st Street on the Broadway–Seventh Avenue Line]] during the station's closure.<ref>{{Cite news |last=Pierre-Pierre |first=Garry |date=June 26, 1997 |title=Busy Subway Station to Shut for Summer |language=en-US |work=The New York Times |url=https://www.nytimes.com/1997/06/26/nyregion/busy-subway-station-to-shut-for-summer.html |url-status=live |url-access=limited |access-date=March 29, 2021 |archive-url=https://web.archive.org/web/20171229220014/http://www.nytimes.com/1997/06/26/nyregion/busy-subway-station-to-shut-for-summer.html |archive-date=December 29, 2017 |issn=0362-4331}}</ref> The project cost $4 million (equivalent to ${{inflation|fmt=c|index=US|value=4|start_year=1997|r=1}} million in {{inflation/year|index=US}}).<ref name="nyt-1997-09-06" />

==== 2000s to present ====
Several of the elevators in the station are staffed by elevator attendants, who are also employed at four other [[Deep level underground|deep-level]] stations in Washington Heights. The elevator attendants are intended to reassure passengers, as the elevators are the only entrance to the platforms, and passengers often wait for the elevators with an attendant.<ref>{{Cite news |last=Grynbaum |first=Michael M. |date=April 28, 2011 |title=The Subway's Elevator Operators, a Reassuring Amenity of Another Era |language=en-US |work=The New York Times |url=https://www.nytimes.com/2011/04/29/nyregion/subway-elevator-operators-dwindle-in-new-york.html |url-status=live |url-access=limited |access-date=August 3, 2017 |archive-url=https://web.archive.org/web/20110504015543/https://www.nytimes.com/2011/04/29/nyregion/subway-elevator-operators-dwindle-in-new-york.html |archive-date=May 4, 2011 |issn=0362-4331}}</ref> The attendants at the five stations are primarily maintenance and cleaning workers who suffered injuries that made it hard for them to continue doing their original jobs.<ref name="Brachfeld 2023 v020">{{cite web | last=Brachfeld | first=Ben | title=Espaillat, TWU sue MTA over plan to stop staffing uptown subway elevators | website=amNewYork | date=July 13, 2023 | url=https://www.amny.com/transit/espaillat-twu-sue-mta-uptown-subway-elevators/ | access-date=July 14, 2023 | archive-date=July 14, 2023 | archive-url=https://web.archive.org/web/20230714030907/https://www.amny.com/transit/espaillat-twu-sue-mta-uptown-subway-elevators/ | url-status=live }}</ref><ref name="Waller 2003" /> In July 2003, to reduce costs, the MTA announced that as part of its 2004 budget it would eliminate 22 elevator operator positions at the IRT's 168th Street station and four others in Washington Heights, leaving one full-time operator per station.<ref name="Waller 2003">{{Cite news |last=Waller |first=Nikki |date=November 23, 2003 |title=Why They Take the A Train (and the 1/9) – Neighborhood Report: Washington Heights |language=en-US |work=The New York Times |url=https://www.nytimes.com/2003/11/23/nyregion/neighborhood-report-washington-heights-citypeople-why-they-take-train-1-9.html |url-status=live |url-access=limited |access-date=August 3, 2017 |archive-url=https://web.archive.org/web/20150528000737/https://www.nytimes.com/2003/11/23/nyregion/neighborhood-report-washington-heights-citypeople-why-they-take-train-1-9.html |archive-date=May 28, 2015 |issn=0362-4331}}</ref> The agency had intended to remove all the attendants at these stops, but kept one in each station after many riders protested.<ref>{{Cite news |last=Piazza |first=Jo |date=December 7, 2003 |title=M.T.A. Urged Not to Cut Elevator Jobs At 5 Stations |language=en-US |work=The New York Times |url=https://www.nytimes.com/2003/12/07/nyregion/mta-urged-not-to-cut-elevator-jobs-at-5-stations.html |url-status=live |url-access=limited |access-date=August 3, 2017 |archive-url=https://web.archive.org/web/20190417211300/https://www.nytimes.com/2003/12/07/nyregion/mta-urged-not-to-cut-elevator-jobs-at-5-stations.html |archive-date=April 17, 2019 |issn=0362-4331}}</ref><ref name="p279797824">{{cite news |last=Sanchez |first=Ray |date=8 Dec 2003 |title=Deep Fears In Heights |page=A02 |work=Newsday |issn=2574-5298 |id={{ProQuest|279797824}}}}</ref> In addition, the MTA began operating all elevators at all times; prior to the change, each elevator only operated if it was staffed by an elevator operator.<ref name="nyt-2003-12-16">{{Cite news |last=Luo |first=Michael |date=2003-12-16 |title=Likely M.T.A Budget Cuts 22 Subway Elevator Operators' Jobs |language=en-US |work=The New York Times |url=https://www.nytimes.com/2003/12/16/nyregion/likely-mta-budget-cuts-22-subway-elevator-operators-jobs.html |access-date=2023-07-13 |issn=0362-4331 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713183439/https://www.nytimes.com/2003/12/16/nyregion/likely-mta-budget-cuts-22-subway-elevator-operators-jobs.html |url-status=live }}</ref> The change took effect on January 20, 2004,<ref name="p305858845">{{cite news |last=Sangha |first=Soni |date=21 Jan 2004 |title=Riders fear elevator cutbacks Operators not standing by |page=3 |work=New York Daily News |issn=2692-1251 |id={{ProQuest|305858845}}}}</ref> and was expected to save $1.15&nbsp;million a year.<ref name="nyt-2003-12-16" />

In November 2007, the MTA proposed savings cuts to help reduce the agency's deficit. As part of the plan, all elevator operators at 168th Street, along with those in four other stations in Washington Heights, would have been cut.<ref>{{Cite news |last=Neuman |first=William |date=November 30, 2007 |title=M.T.A. Savings Proposal May Mean Service Cuts |language=en-US |work=The New York Times |url=https://www.nytimes.com/2007/11/30/nyregion/30holiday.html |url-status=live |url-access=limited |access-date=August 3, 2017 |archive-url=https://web.archive.org/web/20081211154932/https://www.nytimes.com/2007/11/30/nyregion/30holiday.html |archive-date=December 11, 2008 |issn=0362-4331}}</ref><ref name="p306138699">{{cite news |last1=Gould |first1=Joe |last2=Nichols |first2=Adam |date=1 Dec 2007 |title=Subway Elevator Cuts a Downer, Say Riders |page=10 |work=New York Daily News |issn=2692-1251 |id={{ProQuest|306138699}}}}</ref> MTA employees had joined riders in worrying about an increase in crime as a result of the cuts after an elevator operator at 181st Street on the Broadway–Seventh Avenue Line helped save a stabbed passenger.<ref>{{Cite news |last=Sangha |first=Soni |date=January 21, 2004 |title=Riders fear elevator cutbacks. Operators not standing by. |pages=87 |work=[[New York Daily News]] |url=https://www.newspapers.com/clip/28294365/daily_news/ |url-status=live |access-date=February 11, 2019 |archive-url=https://web.archive.org/web/20190212012813/https://www.newspapers.com/clip/28294365/daily_news/ |archive-date=February 12, 2019}}</ref> The move was intended to save $1.7 million a year. However, on December 7, 2007, the MTA announced that it would not remove the remaining elevator operators at these stations, due to pushback from elected officials and residents from the area.<ref>{{Cite news |date=December 8, 2007 |title=Changing Course, M.T.A. Will Keep Elevator Operators On |language=en-US |work=The New York Times |url=https://query.nytimes.com/gst/fullpage.html?res=9E0CE3DE1531F93BA35751C1A9619C8B63 |url-status=live |access-date=August 3, 2017 |archive-url=https://web.archive.org/web/20180616053810/https://archive.nytimes.com/query.nytimes.com/gst/fullpage-9E0CE3DE1531F93BA35751C1A9619C8B63.html |archive-date=June 16, 2018 |issn=0362-4331}}</ref> In October 2018, the MTA once again proposed removing the elevator operators at the five stations, but this was reversed after dissent from the Transport Workers' Union.<ref>{{Cite news |last=Krisel |first=Brendan |date=October 31, 2018 |title=Uptown Subway Stations Won't Lose Elevator Operators, Union Says |website=Washington Heights-Inwood, NY Patch |url=https://patch.com/new-york/washington-heights-inwood/uptown-subway-stations-wont-lose-elevator-operators-union-says |url-status=live |access-date=November 1, 2018 |archive-url=https://web.archive.org/web/20181101095558/https://patch.com/new-york/washington-heights-inwood/uptown-subway-stations-wont-lose-elevator-operators-union-says |archive-date=November 1, 2018}}</ref> The MTA again suggested reassigning elevator operators to station-cleaner positions in June 2023,<ref name="Mocker 2023 e147">{{cite web |last=Mocker |first=Greg |date=June 16, 2023 |title=Transit union and MTA debate future of elevator operators at Uptown subway stations |url=https://pix11.com/news/local-news/manhattan/transit-union-and-mta-debate-future-of-elevator-operators-at-uptown-subway-stations/ |access-date=July 13, 2023 |website=PIX11 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713183433/https://pix11.com/news/local-news/manhattan/transit-union-and-mta-debate-future-of-elevator-operators-at-uptown-subway-stations/ |url-status=live }}</ref><ref name="Simko-Bednarski 2023 o926">{{cite web |last=Simko-Bednarski |first=Evan |date=June 15, 2023 |title=MTA reassigning elevator operators deepest NYC subway stations |url=https://www.nydailynews.com/new-york/ny-subway-elevator-operator-reassign-20230615-dlzuv5usqbhelht2eskf2d76iq-story.html |access-date=July 13, 2023 |website=New York Daily News |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713183432/https://www.nydailynews.com/new-york/ny-subway-elevator-operator-reassign-20230615-dlzuv5usqbhelht2eskf2d76iq-story.html |url-status=live }}</ref> prompting local politicians to sue to prevent the operators' reassignments.<ref name="Brachfeld 2023 v020"/><ref name="Saltonstall 2023 a749">{{cite web |last=Saltonstall |first=Gus |date=July 13, 2023 |title=MTA Elevator Job Cuts Endanger Wash Heights Straphangers: Pol's Suit |url=https://patch.com/new-york/washington-heights-inwood/mta-elevator-job-cuts-endanger-wash-heights-straphangers-pols |access-date=July 13, 2023 |website=Washington Heights-Inwood, NY Patch |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713191623/https://patch.com/new-york/washington-heights-inwood/mta-elevator-job-cuts-endanger-wash-heights-straphangers-pols |url-status=live }}</ref>

[[File:168th Street IRT Broadway 2.JPG|thumb|275px|IRT station, pre-renovation|alt=]]
[[File:168th Street number 1 subway station 3.jpg|thumb|275px|Post-renovation]]

The IRT station was added to the [[National Register of Historic Places]] in 2005.<ref name="NRHP-05000232">{{Cite archive|collection=Records of the National Park Service, 1785–2006|institution=National Archives|item-url=https://catalog.archives.gov/id/75313913|series=National Register of Historic Places and National Historic Landmarks Program Records, 2013–2017|item=New York MPS 168th Street Subway Station (IRT)|item-id=75313913|box=National Register of Historic Places and National Historic Landmarks Program Records: New York}}</ref> The IRT elevators remained unreliable in the early 21st century; in 2007 alone, one of the station's elevators malfunctioned 18 times while passengers were inside.<ref name="nyt-2008-05-19">{{Cite news |last=Neuman |first=William |date=2008-05-19 |title=$1 Billion Later, New York's Subway Elevators Still Fail |language=en-US |work=The New York Times |url=https://www.nytimes.com/2008/05/19/nyregion/19elevators.html |access-date=2023-07-13 |issn=0362-4331 |archive-date=June 5, 2023 |archive-url=https://web.archive.org/web/20230605182829/https://www.nytimes.com/2008/05/19/nyregion/19elevators.html |url-status=live }}</ref> From 2013 to 2016, the IRT station was partially renovated, with the station ceiling and northbound platform tilework replaced with replicas and flooring replaced.<ref>{{Cite web|last=DJ Hammers Trains|date=May 23, 2016|title=Views of the newly-reconstructed 168th St Station|url=https://www.youtube.com/watch?v=LCXaCCLLUn|access-date=December 5, 2020|website=YouTube}}{{dead link|date=May 2023}}</ref> After a series of elevator malfunctions in 2017, elected officials began advocating for the replacement of the IRT station's elevators,<ref name="Pichardo 2017 o944">{{cite web |last=Pichardo |first=Carolina |date=February 13, 2017 |title=168th St. Station Elevators Go Down Again as Elected Officials Blast MTA |url=https://www.dnainfo.com/new-york/20170213/washington-heights/168th-st-station-elevators-go-down-again-as-elected-officials-blast-mta |access-date=July 13, 2023 |website=DNAinfo New York |archive-date=June 6, 2023 |archive-url=https://web.archive.org/web/20230606000739/https://www.dnainfo.com/new-york/20170213/washington-heights/168th-st-station-elevators-go-down-again-as-elected-officials-blast-mta/ |url-status=dead }}</ref><ref name="Krisel 2017 y943">{{cite web |last=Krisel |first=Brendan |date=February 10, 2017 |title=Uptown Politicians Demand Elevator Fixes At 168th, 181st Street Stations |url=https://patch.com/new-york/washington-heights-inwood/uptown-politicians-demand-elevator-fixes-168th-181st-street |access-date=July 13, 2023 |website=Washington Heights-Inwood, NY Patch |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713183433/https://patch.com/new-york/washington-heights-inwood/uptown-politicians-demand-elevator-fixes-168th-181st-street |url-status=live }}</ref> which were nearly twice as old as the average elevator in the New York City Subway system.<ref name="Barone 2017 k425">{{cite web |last=Barone |first=Vincent |date=February 14, 2017 |title=Washington Heights 1 train station with broken elevators infuriates riders, officials |url=https://www.amny.com/transit/washington-heights-1-train-station-with-broken-elevators-infuriates-riders-officials-1-13124836/ |access-date=July 13, 2023 |website=amNewYork |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713183433/https://www.amny.com/transit/washington-heights-1-train-station-with-broken-elevators-infuriates-riders-officials-1-13124836/ |url-status=live }}</ref> By then, the elevators broke down hundreds of times per year,<ref>{{Cite news |last=Levine |first=Alexandra S. |date=2018-10-02 |title=New York Today: Trapped in a Subway Elevator |language=en-US |work=The New York Times |url=https://www.nytimes.com/2018/10/02/nyregion/new-york-today-trapped-in-a-subway-elevator.html |access-date=2023-07-13 |issn=0362-4331 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713183437/https://www.nytimes.com/2018/10/02/nyregion/new-york-today-trapped-in-a-subway-elevator.html |url-status=live }}</ref> inconveniencing passengers who needed to travel to Columbia University Medical Center.<ref>{{Cite news |last=Atkinson |first=Khorri |date=2017-08-04 |title=Lawmakers Toured the Subway to Hear Commuters' Complaints. They Got an Earful. |language=en-US |work=The New York Times |url=https://www.nytimes.com/2017/08/04/nyregion/lawmakers-toured-the-subway-to-hear-commuters-complaints-they-got-an-earful.html |access-date=2023-07-13 |issn=0362-4331 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713183435/https://www.nytimes.com/2017/08/04/nyregion/lawmakers-toured-the-subway-to-hear-commuters-complaints-they-got-an-earful.html |url-status=live }}</ref> From January 5 to December 20, 2019, the IRT station was closed so the elevator cars could be replaced, and elevator shafts, mechanical components, and the stairways could be upgraded. During this time, a free out-of-system transfer was provided to the {{NYCS trains|Eighth far north}} at [[Inwood–207th Street (IND Eighth Avenue Line)|Inwood–207th Street]], from both [[207th Street (IRT Broadway–Seventh Avenue Line)|207th Street]] and [[215th Street (IRT Broadway–Seventh Avenue Line)|215th Street]].<ref>{{Cite news|last1=Abramov|first1=Nora|last2=Mocker|first2=Greg|date=December 18, 2018|title=5 subway stations will get replacement elevators|website=WPIX 11 New York|url=https://pix11.com/2018/12/18/5-subway-stations-will-get-replacement-elevators/|url-status=live|access-date=December 19, 2018|archive-url=https://web.archive.org/web/20190529164827/https://pix11.com/2018/12/18/5-subway-stations-will-get-replacement-elevators/|archive-date=May 29, 2019}}</ref><ref>{{Cite press release|url=http://www.mta.info/press-release/nyc-transit/five-subway-stations-upper-manhattan-receive-new-elevators|title=Five Subway Stations in Upper Manhattan to Receive New Elevators|date=December 18, 2018|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=December 18, 2018|archive-url=https://web.archive.org/web/20181218170659/http://www.mta.info/press-release/nyc-transit/five-subway-stations-upper-manhattan-receive-new-elevators|url-status=live|archive-date=December 18, 2018}}</ref>

The IND station was planned to be renovated starting in 2016 as part of the 2010–2014 MTA Capital Program. An MTA study conducted in 2015 found that 48 percent of components in the IND station were out of date.<ref name="MTA-ReviewAC-2015">{{Cite report |url=http://web.mta.info/nyct/service/pdf/AC_LineReview.pdf |title=Review of the A and C Lines |date=December 11, 2015 |publisher=[[Metropolitan Transportation Authority]] |access-date=January 19, 2016 |archive-url=https://web.archive.org/web/20200203061138/http://web.mta.info/nyct/service/pdf/AC_LineReview.pdf |archive-date=February 3, 2020}}</ref> According to a study conducted by [[New York University]] researchers and published in 2024, the 168th Street IRT station had some of the highest [[particulate matter pollution]] levels of any subway station in New York City.<ref>{{cite web | last=Barron | first=James | title=The Air in Subway Stations Is Bad for You, Study Finds | website=The New York Times | date=November 26, 2024 | url=https://www.nytimes.com/2024/11/26/nyregion/subway-stations-pollution.html | access-date=November 27, 2024}}</ref><ref>{{cite web | last=Khalifeh | first=Ramsey | last2=Lane | first2=Charles | title=Toxic NYC subway air puts Black, Hispanic riders at higher health risk, NYU study finds | website=Gothamist | date=August 7, 2024 | url=https://gothamist.com/news/toxic-subway-air-is-worse-for-black-and-hispanic-commuters-nyu-researchers-say | access-date=November 27, 2024}}</ref>

=== Service history ===

==== IRT station ====
After the first subway line was completed in 1908,<ref name="242nd">{{Cite news |date=August 2, 1908 |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 |page=10 |work=The New York Times |url=https://www.nytimes.com/1908/08/02/archives/our-first-subway-completed-at-last-opening-of-the-van-cortlandt.html |url-status=live |url-access=limited |access-date=November 6, 2016 |archive-url=https://web.archive.org/web/20211223112020/https://www.nytimes.com/1908/08/02/archives/our-first-subway-completed-at-last-opening-of-the-van-cortlandt.html |archive-date=December 23, 2021}}</ref> the station was served by West Side local and express trains. Express trains began at [[South Ferry (IRT Lexington Avenue Line)|South Ferry]] in Manhattan or [[Atlantic Avenue–Barclays Center (IRT Eastern Parkway Line)|Atlantic Avenue]] in Brooklyn, and ended at [[Van Cortlandt Park–242nd Street station|242nd Street]] in the Bronx. Local trains ran from City Hall to 242nd Street during rush hours, continuing south from City Hall to South Ferry at other times.<ref>{{Cite book |last1=Herries |first1=William |url=https://babel.hathitrust.org/cgi/pt?id=nyp.33433081730503;view=1up;seq=151 |title=The Brooklyn Daily Eagle Almanac |publisher=Brooklyn Daily Eagle |year=1916 |pages=119 |access-date=December 21, 2020 |archive-url=https://web.archive.org/web/20210511155639/https://babel.hathitrust.org/cgi/pt?id=nyp.33433081730503;view=1up;seq=151 |archive-date=May 11, 2021 |url-status=live}}</ref> In 1918, the Broadway–Seventh Avenue Line opened south of [[Times Square–42nd Street (IRT Broadway–Seventh Avenue Line)|Times Square–42nd Street]], and the original line was divided into an H-shaped system. The original subway north of Times Square thus became part of the Broadway–Seventh Avenue Line. Local trains were sent to [[South Ferry loops (IRT Broadway–Seventh Avenue Line)|South Ferry]], while express trains used the new [[Clark Street Tunnel]] to Brooklyn.<ref>{{Cite news |date=August 2, 1918 |title=Open New Subway Lines to Traffic; Called a Triumph |page=1 |work=The New York Times |url=https://timesmachine.nytimes.com/timesmachine/1918/08/02/97011929.pdf |url-status=live |url-access=subscription |access-date=October 4, 2011 |archive-url=https://web.archive.org/web/20210221065215/https://timesmachine.nytimes.com/timesmachine/1918/08/02/97011929.pdf |archive-date=February 21, 2021 |issn=0362-4331}}</ref>

The IRT routes at the station were given numbered designations in 1948 with the introduction of [[List of New York City Subway R-type contracts|"R-type" rolling stock]], which contained [[rollsign]]s with numbered designations for each service.<ref>{{Cite web |last=Brown |first=Nicole |date=May 17, 2019 |title=How did the MTA subway lines get their letter or number? NYCurious |url=https://www.amny.com/transit/nyc-subway-name-1-31116195/ |url-status=live |archive-url=https://web.archive.org/web/20210302020704/https://www.amny.com/transit/nyc-subway-name-1-31116195/ |archive-date=March 2, 2021 |access-date=January 27, 2021 |website=amNewYork}}</ref> The route to 242nd Street became known as the [[1 (New York City Subway service)|1]].<ref>{{Cite journal |last1=Friedlander |first1=Alex |last2=Lonto |first2=Arthur |last3=Raudenbush |first3=Henry |date=April 1960 |title=A Summary of Services on the IRT Division, NYCTA |url=https://erausa.org/pdf/bulletin/1960/1960-01-bulletin.pdf |url-status=dead |journal=New York Division Bulletin |publisher=Electric Railroaders' Association |volume=3 |issue=1 |page=2 |archive-url=https://web.archive.org/web/20200914232631/https://erausa.org/pdf/bulletin/1960/1960-01-bulletin.pdf |archive-date=September 14, 2020 |access-date=January 27, 2021}}</ref> All 1 trains became local in 1959, and increased and lengthened service was implemented during peak hours on the 1 train on February 6, 1959.<ref>{{Cite news |date=February 7, 1959 |title=Wagner Praises Modernized IRT — Mayor and Transit Authority Are Hailed as West Side Changes Take Effect |page=21 |work=The New York Times |url=https://www.nytimes.com/1959/02/07/archives/wagner-praises-modernized-irt-mayor-and-transit-authority-are.html?_r=0 |url-status=live |url-access=subscription |access-date=November 6, 2016 |archive-url=https://web.archive.org/web/20180101082503/http://www.nytimes.com/1959/02/07/archives/wagner-praises-modernized-irt-mayor-and-transit-authority-are.html?_r=0 |archive-date=January 1, 2018}}</ref> In April 1988,<ref>{{Cite news |last=Brozan |first=Nadine |date=June 4, 1989 |title='Skip-Stop' Subway Plan Annoys No. 1 Riders |work=The New York Times |url=https://www.nytimes.com/1989/06/04/nyregion/skip-stop-subway-plan-annoys-no-1-riders.html |url-status=live |url-access=limited |access-date=June 15, 2016 |archive-url=https://web.archive.org/web/20160810125540/http://www.nytimes.com/1989/06/04/nyregion/skip-stop-subway-plan-annoys-no-1-riders.html |archive-date=August 10, 2016 |issn=0362-4331}}</ref> the [[New York City Transit Authority]] (NYCTA) unveiled plans to speed up service on the Broadway–Seventh Avenue Line through the implementation of a [[skip-stop]] service: the [[9 (New York City Subway service)|9]] train.<ref>{{Cite news |last=Moore |first=Keith |date=June 10, 1988 |title=TA's skip-stop plan hit |work=New York Daily News |url=https://www.newspapers.com/clip/25210677/daily_news/ |url-status=live |access-date=November 8, 2018 |archive-url=https://web.archive.org/web/20181108224523/https://www.newspapers.com/clip/25210677/daily_news/ |archive-date=November 8, 2018}}</ref> When skip-stop service started in 1989, it was only implemented north of [[137th Street–City College (IRT Broadway–Seventh Avenue Line)|137th Street–City College]] on weekdays, and 168th Street was served by both the 1 and the 9.<ref>{{Cite news |date=August 20, 1989 |title=#1 Riders: Your Service is Changing |work=New York Daily News |url=https://www.newspapers.com/clip/22823286/daily_news/ |url-status=live |access-date=November 8, 2018 |archive-url=https://web.archive.org/web/20181108224708/https://www.newspapers.com/clip/22823286/daily_news/ |archive-date=November 8, 2018}}</ref><ref>{{Cite web |date=August 1989 |title=Announcing 1 and 9 Skip-Stop Service on the Broadway-Seventh Avenue Line |url=http://subwaynut.com/brochures/1and9skipstop.pdf |url-status=dead |archive-url=https://web.archive.org/web/20200626000015/http://subwaynut.com/brochures/1and9skipstop.pdf |archive-date=June 26, 2020 |access-date=August 1, 2009 |publisher=New York City Transit Authority}}</ref><ref>{{Cite news |last=Lorch |first=Donatella |date=August 22, 1989 |title=New Service For Subways On West Side |work=The New York Times |url=https://www.nytimes.com/1989/08/22/nyregion/new-service-for-subways-on-west-side.html |url-status=live |url-access=limited |access-date=June 15, 2016 |archive-url=https://web.archive.org/web/20160810113522/http://www.nytimes.com/1989/08/22/nyregion/new-service-for-subways-on-west-side.html |archive-date=August 10, 2016 |issn=0362-4331}}</ref> Skip-stop service ended on May 27, 2005, as a result of a decrease in the number of riders who benefited.<ref>{{Cite news |last=Chan |first=Sewell |date=May 25, 2005 |title=On Its Last Wheels, No. 9 Line Is Vanishing on Signs |work=The New York Times |url=https://www.nytimes.com/2005/05/25/nyregion/25train.html |url-status=live |url-access=limited |access-date=August 29, 2016 |archive-url=https://web.archive.org/web/20150317100921/http://www.nytimes.com/2005/05/25/nyregion/25train.html |archive-date=March 17, 2015 |issn=0362-4331}}</ref><ref>{{Cite web |date=May 7, 2005 |title=Noteworthy&nbsp;– 9 discontinued |url=http://www.mta.info/nyct/service/9_discont.htm |url-status=dead |archive-url=https://web.archive.org/web/20050507104933/http://www.mta.info/nyct/service/9_discont.htm |archive-date=May 7, 2005 |access-date=September 18, 2016 |website=mta.info |publisher=Metropolitan Transportation Authority}}</ref>

==== IND station ====
The A express train has always served the IND station since its inception in 1932.<ref name="MTA-ReviewAC-2015" /> Local service was initially provided by the [[K (Eighth Avenue Local)|AA]] train from 168th Street to [[Chambers Street–World Trade Center (IND Eighth Avenue Line)|Chambers Street/Hudson Terminal]]; at the time, local services were denoted by double letters and express services by single letters.<ref name="Chiasson 2011">{{Cite magazine |last=Chiasson |first=George |date=November 2011 |title=A History of the A Train |url=https://issuu.com/erausa/docs/the_era_bulletin_2011-11 |url-status=live |magazine=The Bulletin, New York Division, Electric Railroaders' Association |volume=54 |issue=11 |pages=2–3 |archive-url=https://web.archive.org/web/20161009104153/https://issuu.com/erausa/docs/the_era_bulletin_2011-11 |archive-date=October 9, 2016 |access-date=January 7, 2017}}</ref> The AA was discontinued in 1933 when the [[C (New York City Subway service)|CC]] began running on the local tracks along the Eighth Avenue and [[IND Concourse Line|Concourse]] lines.<ref name="nyt19401215">{{Cite news |date=December 15, 1940 |title=The New Subway Routes |work=The New York Times |url=https://www.nytimes.com/1940/12/15/archives/the-new-subway-routes.html |url-status=live |url-access=subscription |access-date=June 20, 2016 |archive-url=https://web.archive.org/web/20180416013306/https://www.nytimes.com/1940/12/15/archives/the-new-subway-routes.html |archive-date=April 16, 2018 |issn=0362-4331}}</ref>

The original [[BB (New York City Subway service)|BB]] train started running with the opening of the [[IND Sixth Avenue Line|Sixth Avenue Line]] on December 15, 1940, ran as a rush-hour only local service starting at 168th Street–Washington Heights. The "B" designation was originally intended to designate express trains originating in Washington Heights and going to [[Midtown Manhattan]] on the Sixth Avenue Line.<ref name="nyt19401215" /><ref name="p1247301813">{{cite news |date=December 15, 1940 |title=How Trains Run Now In Independent Subway |page=32A |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1247301813}}}}</ref> The AA was resurrected when the BB was created, running outside rush hours.<ref name="nyt19401215" /><ref name="p1247301813" /> The AA was renamed the K in 1985, while the BB was renamed the B. The K train was completely replaced by the C{{'s}} midday service on December 11, 1988, with all local service at 168th Street being provided by the B.<ref name="Chiasson 2011" /><ref>{{Cite web |date=June 17, 2016 |title=System-Wide Changes In Subway Service Effective Sunday, December 11, 1988 |url=https://www.flickr.com/photos/127872292@N06/27699872706/ |url-status=live |archive-url=https://web.archive.org/web/20160915071757/https://www.flickr.com/photos/127872292@N06/27699872706/ |archive-date=September 15, 2016 |access-date=June 17, 2016 |publisher=New York City Transit Authority |via=Flickr}}</ref> On March 1, 1998, the B and the C switched northern terminals, ending B service to Washington Heights; the C began serving the station at all times except late nights.<ref>{{Cite web |date=March 1998 |title=March 1, 1998 B C Routes are switching places above 145 St |url=https://www.flickr.com/photos/127872292@N06/30425279591/ |url-status=live |archive-url=https://web.archive.org/web/20170105070321/https://www.flickr.com/photos/127872292@N06/30425279591/ |archive-date=January 5, 2017 |access-date=October 23, 2016 |publisher=New York City Transit |via=Flickr}}</ref>

== Station layout ==
{|table border=0 cellspacing=0 cellpadding=3
|style="border-top:solid 1px gray;" width=50 |'''Ground'''
|style="border-top:solid 1px gray;" width=150|Street level
|style="border-top:solid 1px gray;" width=700|Exit/entrance
|-
|style="border-top:solid 1px gray;"|'''Basement 1'''
|style="border-top:solid 1px gray;"|Mezzanine
|style="border-top:solid 1px gray;"|Fare control, station agent<br />{{NYCS Platform Layout access}}
|-
|style="border-top:solid 1px gray;" rowspan=6 |'''Basement 2'''<br />IND platform level
|style="border-top:solid 1px gray;color:#{{rcr|NYCS|blue}}"|'''Northbound express'''
|style="border-top:solid 1px gray;"|← {{rint|newyork|A}} toward {{stl|NYCS|Inwood–207th Street}} <small>({{stl|NYCS|175th Street}})</small>
|-
|style="border-top:solid 2px black;border-right:solid 2px black;border-left:solid 2px black;border-bottom:solid 2px black;text-align:center;" colspan=2|{{small|[[Island platform]] {{access icon}}}}
|-
|style="border-bottom:solid 1px gray;color:#{{rcr|NYCS|blue}}"|'''Northbound local'''
|style="border-bottom:solid 1px gray;"|← {{rint|newyork|C}} termination track <br />← {{rint|newyork|A}} toward {{stl|NYCS|Inwood–207th Street}} late nights <small>({{stl|NYCS|175th Street}})</small>
|-
|<span style="color:#{{rcr|NYCS|blue}}">'''Southbound local'''</span>
|{{0|→}} {{rint|newyork|C}} toward {{stl|NYCS|Euclid Avenue}} <small>({{stl|NYCS|163rd Street–Amsterdam Avenue}})</small> →
|-
|style="border-top:solid 2px black;border-right:solid 2px black;border-left:solid 2px black;border-bottom:solid 2px black;text-align:center;" colspan=2|{{small|[[Island platform]] {{access icon}}}}
|-
|<span style="color:#{{rcr|NYCS|blue}}">'''Southbound express'''</span>
|{{0|→}} {{rint|newyork|A}} toward {{stl|NYCS|Far Rockaway–Mott Avenue}}, {{stl|NYCS|Ozone Park–Lefferts Boulevard}}<br />or {{stl|NYCS|Rockaway Park–Beach 116th Street}} <small>({{stl|NYCS|163rd Street–Amsterdam Avenue}} late nights, {{stl|NYCS|145th Street|Eighth}} other times)</small> →<br />{{0|→}} {{rint|newyork|C}} toward {{stl|NYCS|Euclid Avenue}}{{Efn|For trains that are coming from the [[207th Street Yard]]}} <small>({{stl|NYCS|163rd Street–Amsterdam Avenue}})</small> →
|-
|style="border-top:solid 1px gray;"|'''Basement 3'''
|style="border-top:solid 1px gray;"|Crossover
|style="border-top:solid 1px gray;"|Crossover over Broadway–Seventh Avenue Line platforms; to elevators
|-
|style="border-top:solid 1px gray;border-bottom:solid 1px gray;vertical-align:top;" rowspan=4|'''Basement 4'''<br />IRT platform level
|style="border-top:solid 1px gray;border-right:solid 2px black;border-left:solid 2px black;border-bottom:solid 2px black;text-align:center;" colspan=2|{{small|[[Side platform]]}}
|-
|style="border-bottom:solid 1px gray;color:#{{rcr|NYCS|red}}"|'''Northbound'''
|style="border-bottom:solid 1px gray;"|← {{rint|newyork|1}} toward {{stl|NYCS|Van Cortlandt Park–242nd Street}} <small>({{stl|NYCS|181st Street|Broadway-Seventh}})</small>
|-
|<span style="color:#{{rcr|NYCS|red}}">'''Southbound''' </span>
|{{0|→}}  {{rint|newyork|1}} toward {{stl|NYCS|South Ferry|Broadway-Seventh}} <small>({{stl|NYCS|157th Street}})</small> →
|-
|style="border-bottom:solid 1px gray;border-top:solid 2px black;border-right:solid 2px black;border-left:solid 2px black;text-align:center;" colspan=2|{{small|[[Side platform]]}}
|}

The IRT platforms are very deep, with the only public connection between the platforms and [[fare control]] being made via elevator. Close to street level is an upper mezzanine level with an unstaffed fare control area. Four elevators lead down to a lower mezzanine below the IRT platforms.<ref name="NRHP-05000232" />{{rp|6}}  At the upper mezzanine, a closed passageway exists behind the elevator bank.

The IRT's 168th Street station was one of the few on the original IRT line to contain elevators.<ref name="p126807124" /><ref name="p747960894">{{cite news |date=October 1, 1904 |title=Passenger Stations and Engineering Details of the New York Subway System |volume=24 |pages=468 |work=The Street Railway Journal |issue=14 |id={{ProQuest|747960894}}}}</ref> The IRT station is one of three stations in the New York City Subway system that can be accessed solely by elevators. The other two, also located on the Broadway–Seventh Avenue Line, are [[181st Street station (IRT Broadway-Seventh Avenue Line)|181st Street]] one stop to the north, as well as [[Clark Street station|Clark Street]] on the {{NYCS trains|Broadway-Seventh Brooklyn}} in [[Brooklyn]]. However, the IRT station is not [[Americans with Disabilities Act of 1990|ADA-accessible]].<ref name="submap"/> As part of the [[2017 New York City transit crisis#Fast Forward report|2017 Fast Forward plan]] to modernize the subway system, 50 more stations will become ADA-accessible during the MTA's 2020–2024 Capital Program, allowing all riders to have an accessible station within two stops in either direction.<ref name="fastforward">{{Cite report|url=https://www.mta.info/sites/default/files/mtaimgs/fast_forward_the_plan_to_modernize_nyct.pdf|title=Fast Forward: The Plan to Modernize New York City Transit|date=May 23, 2018|publisher=Metropolitan Transportation Authority|website=mta.info|access-date=May 23, 2018|archive-url=https://web.archive.org/web/20180822222627/https://www.mta.info/sites/default/files/mtaimgs/fast_forward_the_plan_to_modernize_nyct.pdf|archive-date=August 22, 2018|url-status=live}}</ref>{{rp|41}} To meet this goal, one station in the Washington Heights/[[Inwood, Manhattan|Inwood]] area will have to be made accessible on the IRT Broadway–Seventh Avenue Line.<ref>{{Citation|title=NYCT Public Event – Discussion About the Next Accessible Subway Stations – 02/06/2019|date=February 7, 2019|url=https://www.youtube.com/watch?v=CvHkh1_8Lcs |archive-url=https://ghostarchive.org/varchive/youtube/20211213/CvHkh1_8Lcs |archive-date=December 13, 2021 |url-status=live|publisher=Metropolitan Transportation Authority|access-date=February 11, 2019}}{{cbignore}}</ref> The 168th Street station was ultimately selected to be retrofitted as part of the plan.<ref>{{Cite news|last=Ricciulli|first=Valeria|date=September 20, 2019|title=MTA announces 48 stations that will get accessibility upgrades|website=Curbed NY|url=https://ny.curbed.com/2019/9/20/20876161/mta-accesible-stations-ada-nyc-subway|url-status=live|access-date=September 22, 2019|archive-url=https://web.archive.org/web/20190920235232/https://ny.curbed.com/2019/9/20/20876161/mta-accesible-stations-ada-nyc-subway|archive-date=September 20, 2019}}</ref> The accessibility project was to be funded by [[congestion pricing in New York City]], but it was postponed in June 2024 after the implementation of congestion pricing was delayed.<ref>{{Cite news|last=Collins|first=Keith|date=2024-07-11|title=See How Your Subway Service May Suffer Without Congestion Pricing|url=https://www.nytimes.com/interactive/2024/07/11/nyregion/subway-cuts-congestion-pricing.html|access-date=2024-07-12|work=The New York Times|language=en-US|issn=0362-4331}}</ref>

A slightly sloped corridor within fare control leads between the IRT and IND mezzanines.<ref name="NRHP-05000232" />{{rp|6}} A full length mezzanine extends above the IND platforms. Elevators from the mezzanine to the street, and to each IND platform, make that portion of the station ADA-accessible.

=== Exits ===
The full-time [[fare control]] area is at the center of the mezzanine, and has a turnstile bank, token booth, and one staircase and one elevator going up to the southeast corner of West 168th Street and Saint Nicholas Avenue. The part-time side at the north end of the mezzanine has [[turnstile#Full-height turnstiles|HEET turnstiles]] and three staircases, two to the southwest corner of Broadway and 169th Street and one to the northwest corner. An exit-only turnstile in the middle of the mezzanine, near the corridor leading to the IRT platforms, leads to a staircase going up to north end of [[Mitchell Square Park]] on the south side of West 168th Street between Broadway and Saint Nicholas Avenue.<ref name="Metropolitan Transportation Authority 2018">{{Cite NYC neighborhood map|Washington Heights}}</ref>

The passageway leading to the IRT elevators is just beyond the full-time fare control area. There are two exit stairs past this part-time fare control area, near the southwest corner of Broadway and 168th Street, which face north and south.<ref name="NRHP-05000232" />{{rp|6}}<ref name="Metropolitan Transportation Authority 2018" />

The southernmost portion of the mezzanine, which is outside fare control, is closed. It features one passage on the east side of the IND station with two exits to the southeastern corner of 167th Street and St. Nicholas Avenue<ref name=MTA-ReviewAC-2015 /> and a passage on the west side of the IND station with two exits to Mitchel Square Park. The closed mezzanine area is now used for [[New York City Transit]] employees only. The western area was closed in the 1980s for safety reasons, while the eastern area was closed in 1992.<ref name="MTA-ReviewAC-2015" />

== IRT Broadway–Seventh Avenue Line platforms ==

{{Infobox NYCS
| name = 168 Street
| image = IRT Broadway-Seventh 168th Street Southbound Platform.jpg
| image_caption = View from southbound platform
| division = IRT
| line = [[IRT Broadway–Seventh Avenue Line]]
| service = Broadway-Seventh north
| platforms = 2 [[side platform]]s
| tracks = 2
| structure = Underground
| open_date = {{start date and age|1906|April|14|p=y}}
| close_date = {{start date and age|2019|01|05|p=y}}
| rebuilt = {{start date and age|2019|12|20|p=y}}
| accessible = mf
| hide_traffic = yes
| adjacent_stations = {{Adjacent stations|system=New York City Subway
|line=Broadway-Seventh north|left=181st Street|right=157th Street}}
| legend = {{NYCS infobox legend|alltimes}}
| embedded = <hr />{{Infobox NRHP
| embed = yes
| name = 168th Street Subway Station (IRT)
| added = March 30, 2005
| mpsub = New York City Subway System MPS
| refnum = 05000232<ref name="NRHP-05000232" />
}}
| layout = {{NYCS 2-tracked side platform station
|1 = 181st Street
|2 = 157th Street
|code = IRT Broadway–Seventh Avenue Line
|inline = y
|deg = 330
|extra1 = uvÜSTr
}}
}}
The '''168th Street station''' (sometimes announced on the trains as the '''Washington Heights-168th Street station''') on the IRT Broadway–Seventh Avenue Line has two tracks and two [[side platform]]s,<ref name="tracks">{{NYCS const|trackref|trackbook3}}</ref><ref name="NRHP-05000232" />{{rp|3}} and is served by the [[1 (New York City Subway service)|1]] train at all times.<ref>{{NYCS const|timetable|1}}</ref> The station is between [[181st Street (IRT Broadway–Seventh Avenue Line)|181st Street]] to the north and [[157th Street (IRT Broadway–Seventh Avenue Line)|157th Street]] to the south.<ref name="submap">{{NYCS const|map}}</ref>  It is one of three in the [[Deep level underground|deep-level]] Fort George Mine Tunnel, along with the 181st Street and [[191st Street station]]s to the north; the tunnel allows the Broadway–Seventh Avenue Line to travel under the high terrain of Washington Heights.<ref name="Roess Sansone 2012-166">{{Cite book|last1=Roess|first1=R.P.|url=https://books.google.com/books?id=qfZ0VxuLoc0C&pg=PA166|title=The Wheels That Drove New York: A History of the New York City Transit System|last2=Sansone|first2=G.|publisher=Springer Berlin Heidelberg|year=2012|isbn=978-3-642-30484-2|series=Springer Tracts on Transportation and Traffic|access-date=July 16, 2016}}</ref>{{Rp|165}} Sources disagree on the station's depth, which has been variously cited as {{Convert|99|ft}},<ref name="p1260451213">{{cite news |date=26 Oct 1941 |title=44 Miles of City Subways Offer Bomb Protection for 2,134,512: Deeper Sections Safe Against Any Air Assault; Vehicular and Railroad Tunnels Would Be Chief Means of Evacuating Manhattan |page=A4 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1260451213}}}}</ref> {{Convert|100|ft}},<ref name="p126807124" /> or {{convert|117|ft}}.<ref name="n128125078">{{Cite news |date=1906-06-03 |title=Subway Traffic Light |pages=4 |work=New-York Tribune |url=https://www.newspapers.com/article/new-york-tribune-subway-traffic-light/128125078/ |access-date=2023-07-13 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713025443/https://www.newspapers.com/article/new-york-tribune-subway-traffic-light/128125078/ |url-status=live }}</ref> The station was originally {{Convert|320|ft}} long<ref name="p126847643">{{Cite magazine |date=Mar 24, 1906 |title=Opening of Broadway Extension to Harlem River. |magazine=Scientific American |volume=XCIV |issue=12 |page=254 |id={{ProQuest|126847643}}}}</ref> but was extended to fit {{convert|514|ft|m|-long|adj=mid}} trains in 1948.<ref name="BOT-1949" />

Near the north end of the station, there are four elevators adjacent to the southbound platform, which lead to the fare control level.  These elevators are accessed via a concourse several steps above the southbound platform. The lower sections of the concourse walls are clad with white tile, topped by a band of green tile, while the tops of the walls and the ceilings are made of concrete. Two footbridges with staircases connect the platforms.<ref name="NRHP-05000232" />{{rp|6}} The elevators rise {{Convert|76|ft}} to the upper mezzanine level, which connects with the IND platforms.<ref name="nyt-1996-05-19">{{Cite news |last=Cohen |first=Mark Francis |date=1996-05-19 |title=Neighborhood Report: Brooklyn Heights; Subway Elevators Off Track |language=en-US |work=The New York Times |url=https://www.nytimes.com/1996/05/19/nyregion/neighborhood-report-brooklyn-heightssubway-elevators-off-track.html |access-date=2023-07-13 |issn=0362-4331 |archive-date=July 13, 2023 |archive-url=https://web.archive.org/web/20230713183432/https://www.nytimes.com/1996/05/19/nyregion/neighborhood-report-brooklyn-heightssubway-elevators-off-track.html |url-status=live }}</ref> A rear passageway at the lower mezzanine level allows passengers to board and alight on different sides of the elevator cabs.

The northern open bridge and northbound platform features a passageway east of the northbound side to an eastern elevator shaft.<ref name="NRHP-05000232" />{{Rp|4}}<ref name="Gray 1991">{{Cite news|last=Gray|first=Christopher|date=April 21, 1991|title=Streetscapes: The 168th Street IRT Station; Vaulted Grandeur Deep Underground|language=en-US|work=The New York Times|url-access=limited|url=https://www.nytimes.com/1991/04/21/realestate/streetscapes-the-168th-street-irt-station-vaulted-grandeur-deep-underground.html|url-status=live|access-date=June 19, 2020|archive-url=https://web.archive.org/web/20191211010913/https://www.nytimes.com/1991/04/21/realestate/streetscapes-the-168th-street-irt-station-vaulted-grandeur-deep-underground.html|archive-date=December 11, 2019|issn=0362-4331}}</ref> This shaft contained the two original elevators to and from the platforms.<ref name="NRHP-05000232" />{{Rp|4}} Each shaft measured {{convert|15|by|32|ft}} wide.<ref name="p126847643" />  The eastern elevator shaft are planned to be reused for ADA accessibility to at least the northbound platform.<ref>{{cite web | url=https://youtube.com/watch?v=AlYMUbbz1iE?si=y5wlC01PY5g77eHQ&t=1216 | title=MTA Board - Capital Program Committee Meeting - 09/18/2023 | website=[[YouTube]] | date=September 19, 2023 }}</ref>

There is also a stairway on the extreme northern end of both platforms, which ascends to a relay and signal power room. This stairway is not visible to the public.<ref name="NRHP-05000232" />{{Rp|5}}

=== Design ===
Much of the station is contained within a [[Vault (architecture)|vault]] that measures {{Convert|47|ft||abbr=}} wide and {{convert|26|ft}} high.<ref name="NRHP-05000232" />{{rp|3}} The lowest {{Convert|6|ft||abbr=}} of the vault walls are [[Panelling|wainscoted]] with rust-colored brick. Atop the brick wainscoting are a [[belt course]] made of marble and a multicolored mosaic frieze measuring about {{Convert|16|in||abbr=}} thick. The tops of the walls contain tan brick. Tile name tablets are placed above the frieze at regular intervals, with white letters on a dark-green background surrounded by floral designs. These tablets contain the text "168th Street".<ref name="NRHP-05000232" />{{Rp|5}} The center of the vault ceiling has multicolored terracotta medallions at regular intervals; these formerly held lighting fixtures.<ref name="Gray 1991" /> Where the elevator shafts are positioned, the station widens to {{Convert|73|ft}}.<ref name="p126847643" />

The station's platform extensions have ceilings that are {{Convert|10|to|12|ft|abbr=}} above the platform level. At the portals between the original vault and the much lower ceilings of the platform extensions, there is a wide arch over the tracks flanked by narrow arches over each platform. These transitions are clad with tan brick.  The arch over the tracks has a volute with a laurel wreath. Between the arches, the lower portions of the walls are clad in gray marble.<ref name="NRHP-05000232" />{{Rp|4}} The walls of the platform extensions have white ceramic tiles with mosaic friezes as well as plaques with the words "168th Street". The walls are divided every {{Convert|15|ft||abbr=}} by multicolored tile pilasters that are {{Convert|16|in||abbr=}} wide. There are two tile panels with the number "168" in each panel. Columns near the platform edge, clad with white tile, support the [[Jack arch|jack-arched]] concrete station roof.<ref name="NRHP-05000232" />{{Rp|5}}

=== Gallery ===
<gallery class="center" mode="packed" heights="150">
File:168th Street IRT Broadway 1.JPG|Mosaic name tablet
File:168th Street IRT Broadway 4.JPG|Details of the mosaic work on the wall
File:168th Street - Middle of Platform.JPG|Middle of uptown platform under renovation in 2013
File:168th Street southbound number 1 subway platform under reconstruction.jpg|The southbound platform under reconstruction in 2015
</gallery>

{{Clear}}

== IND Eighth Avenue Line platforms ==

{{Infobox NYCS
| name = 168 Street
| accessible = yes
| acc_note = IND Eighth Avenue Line platforms only
| image = File:R46 C Train @ 168th Street July 7th 2023.jpg
| image_caption = 
| division = IND
| line = [[IND Eighth Avenue Line]]
| service = Eighth north
| platforms = 2 [[island platform]]s<br />[[cross-platform interchange]]
| tracks = 4
| structure = Underground
| open_date = {{start date and age|1932|September|10|p=y}}<ref name=Chambers>{{Cite news|title=List of the 28 Stations on the New 8th Av. Line|issn=0362-4331|url-access=subscription|url=https://timesmachine.nytimes.com/timesmachine/1932/09/10/100849595.html?pageNumber=6|access-date=April 21, 2020|work=The New York Times|date=September 10, 1932|page=6|archive-date=May 2, 2021|archive-url=https://web.archive.org/web/20210502021407/https://timesmachine.nytimes.com/timesmachine/1932/09/10/100849595.html?pageNumber=6|url-status=live}}</ref>
| hide_traffic = yes
| adjacent_stations = {{Adjacent stations|system=New York City Subway
|line1=Eighth express north|left1=175th Street|right1=145th Street|note-left1={{NYCS Eighth far north|time=1}}|note-right1={{NYCS Eighth north express|time=1}}
|line2=Eighth local north|right2=163rd Street–Amsterdam Avenue|note-right2={{NYCS Eighth north local|time=1}}}}
| legend = {{NYCS infobox legend|allexceptnights}}{{NYCS infobox legend|alltimes}}{{NYCS infobox legend|nightsonly}}
| layout = {{Routemap|inline=y
|title=Track layout
|legend =track
|map=
uvSTR!~MFADEg ~~ ~~ ~~ to [[174th Street Yard]]
udSTR!~dMFADEg\uvSTRg!~vNULf@f\udSTR!~dMFADEg ~~ ~~ ~~ to {{stl|NYCS|175th Street|Eighth}}
udSTRf\uvÜST\udSTRg
uvSTR\uvÜST
\udSTR\uvÜST\udSTR\numN350
uv-SHI2r\uvSTR\uvSHI2l-
udSTR\dPLT\uvSTR\dPLT\udSTR
udSTR\dPLT\uvSTR\dPLT\udSTR
udSTR\dPLT\uvSTR\dPLT\udSTR
udSTR\dPLT\uvSTR\dPLT\udSTR
uvSHI2l-\uvSTR\uv-SHI2r
uvÜST\uvSTR
uvSTRf\uvSTRg
utdSTR!~dMFADEf\uvSTR\utdSTR!~dMFADEf ~~ ~~ ~~ Express to {{stl|NYCS|145th Street|Eighth}}
uvSTR!~MFADEf ~~ ~~ ~~ Local to [[163rd Street–Amsterdam Avenue station|163rd Street–Amsterdam Ave]]
}}
}}

The '''168th Street station''' is an express station on the [[IND Eighth Avenue Line]] that has four tracks and two [[island platform]]s. The [[A (New York City Subway service)|A]] train stops here at all times,<ref>{{NYCS const|timetable|a}}</ref> making express stops during the day and local stops during the night; and the [[C (New York City Subway service)|C]] train at all times except late nights and always makes local stops.<ref>{{NYCS const|timetable|c}}</ref> The station is the northern terminus for C trains; the next station to the north for {{NYCS Eighth far north|time=nolink}} trains is [[175th Street (IND Eighth Avenue Line)|175th Street]]. The next station to the south is [[163rd Street–Amsterdam Avenue (IND Eighth Avenue Line)|163rd Street–Amsterdam Avenue]] for local trains and [[145th Street (IND Eighth Avenue Line)|145th Street]] for express trains.<ref name="submap"/>

Unlike other express stations in the subway system, the express tracks, used by the A train, are on the outside and the local tracks, used by the C train, are on the inside. This is to make it easier for C trains to originate and terminate here, and turn around north of the station to make the southbound trip to Brooklyn. South of this station, the outer express tracks descend to a lower level below the inner local tracks, creating a two-over-two track layout. North of the station, the inner local tracks continue north underneath [[Broadway (Manhattan)|Broadway]] to the [[174th Street Yard]], while the outer express tracks turn sharply under [[Fort Washington Avenue]] before continuing for four stops before ending at [[Inwood–207th Street (IND Eighth Avenue Line)|Inwood–207th Street]]. During the night, the A train makes local stops, using the northbound local track at this station before crossing over to the express one afterwards and the southbound express track at this station before crossing over to the local one afterwards.<ref name="tracks" />

Both outer track walls have a maroon trim line with a black border and small "168" tile captions below them in white numbering on a black border. 
The maroon trim line was part of a color-coded [[New York City Subway tiles|tile system]] used throughout the IND.<ref name="nyt-1932-08-22">{{Cite news |date=August 22, 1932 |title=Tile Colors a Guide in the New Subway; Decoration Scheme Changes at Each Express Stop to Tell Riders Where They Are |language=en-US |work=The New York Times |url=https://www.nytimes.com/1932/08/22/archives/tile-colors-a-guide-in-the-new-subway-decoration-scheme-changes-at.html |url-status=live |access-date=July 1, 2022 |archive-url=https://web.archive.org/web/20220701184626/https://www.nytimes.com/1932/08/22/archives/tile-colors-a-guide-in-the-new-subway-decoration-scheme-changes-at.html |archive-date=July 1, 2022 |issn=0362-4331}}</ref> The tile colors were designed to facilitate navigation for travelers going away from [[Lower Manhattan]].<ref name="Carlson 2016">{{cite web |last=Carlson |first=Jen |date=February 18, 2016 |title=Map: These Color Tiles In The Subway System Used To Mean Something |url=https://gothamist.com/arts-entertainment/map-these-color-tiles-in-the-subway-system-used-to-mean-something |access-date=May 10, 2023 |website=Gothamist |archive-date=May 10, 2023 |archive-url=https://web.archive.org/web/20230510153052/https://gothamist.com/arts-entertainment/map-these-color-tiles-in-the-subway-system-used-to-mean-something |url-status=live }}</ref><ref name="Gleason 2016">{{cite web |last=Gleason |first=Will |date=February 18, 2016 |title=The hidden meaning behind the New York subway's colored tiles |url=https://www.timeout.com/newyork/blog/the-hidden-meaning-behind-the-new-york-subways-colored-tiles-021816 |access-date=May 10, 2023 |website=Time Out New York |archive-date=May 10, 2023 |archive-url=https://web.archive.org/web/20230510153052/https://www.timeout.com/newyork/blog/the-hidden-meaning-behind-the-new-york-subways-colored-tiles-021816 |url-status=live }}</ref> Because 168th Street is the northernmost express station on the Eighth Avenue Line, the color-coded tiles at stations north of 168th Street were originally maroon,<ref name="p1221293658">{{cite news |date=8 Sep 1932 |title=8th Av. Subway Tests Trains on Full Schedule: Line Begins Operation Pending Receipt of First Nickel Tomorrow Night |page=1 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1221293658}}}}</ref>{{efn|The {{stn|175th Street||IND Eighth Avenue Line}} and {{stn|Dyckman Street||IND Eighth Avenue Line}} stations do not have colored tile bands.}} This station has a full length mezzanine above the platforms and tracks. Black I-beam columns run along the platform, alternating ones having the standard black name plate with white lettering.

=== Gallery ===
<gallery class="center" mode="packed" heights="150">
File:R46 C Train @ 168th Street September 2019.jpg|An [[R46 (New York City Subway car)|R46]] C train at 168th Street
File:168 Street wall vc.jpg|Deteriorating walls
File:IND Eighth 168th Street Tile Caption.jpg|Close up of tile caption
</gallery>

== Nearby points of interest ==
Nearby points of interest include [[NewYork-Presbyterian Hospital]]/[[Columbia University Medical Center]], [[Fort Washington Armory]], [[Fort Washington Park (New York City)|Fort Washington Park]] on the [[Hudson River]] waterfront, and remnants of the [[Audubon Ballroom]].<ref name="Metropolitan Transportation Authority 2018" />
{{Clear}}

== Notes ==
{{Notelist}}

== References ==
{{Reflist|30em}}

== External links ==
{{Commons category}}
* {{NYCS ref|http://www.nycsubway.org/perl/stations?6:85|IRT West Side Line|168th Street}}
* {{NYCS ref|http://www.nycsubway.org/perl/stations?7:3171|IND 8th Avenue|168th Street}}
* Station Reporter – [https://web.archive.org/web/20070315000117/http://www.stationreporter.net/168bway.htm 168 Street/Broadway Complex]
* The Subway Nut – [http://www.subwaynut.com/ct/168a/index.php Washington Heights–168th Street Pictures] {{Webarchive|url=https://web.archive.org/web/20170608114504/http://www.subwaynut.com/ct/168a/index.php |date=June 8, 2017 }}
* [https://maps.google.com/maps?q=&hl=en&ll=40.840924,-73.939335&spn=0.000743,0.002411&sll=37.0625,-95.677068&sspn=34.587666,76.552734&geocode=FW2XbwIdQg2Y-w&hnear=&layer=c&cbll=40.840924,-73.939336&panoid=acjm3haGRZVTtSmJxH0_gQ&cbp=12,180.54,,0,6.51&t=m&z=19 168th Street entrance to Eighth Avenue Line from Google Maps Street View]
* [https://maps.google.com/maps?f=q&source=s_q&hl=en&q=&sll=37.0625,-95.677068&sspn=34.587666,76.552734&ie=UTF8&cd=1&geocode=FW2XbwIdQg2Y-w&split=0&hq=&hnear=&ll=40.841736,-73.939426&spn=0.003847,0.013433&z=17&lci=transit&layer=c&cbll=40.841817,-73.939608&panoid=gxZ2VHyPe5XpaZRmxD6eHA&cbp=12,47.05,,0,2.41 169th Street entrance to Eighth Avenue Line from Google Maps Street View]
* [https://maps.google.com/maps?f=q&source=s_q&hl=en&q=&sll=37.0625,-95.677068&sspn=34.587666,76.552734&ie=UTF8&cd=1&geocode=FW2XbwIdQg2Y-w&split=0&hq=&hnear=&ll=40.840941,-73.939962&spn=0.003847,0.013433&z=17&lci=transit&layer=c&cbll=40.840869,-73.940016&panoid=CsEwKT7vm1lboBe3cuZByA&cbp=12,308.15,,0,2.05 168th Street entrance to Broadway-Seventh Avenue Line from Google Maps Street View]
* [http://www.google.com/maps/@40.8407251,-73.9394416,3a,75y,104.63h,82.19t/data=!3m8!1e1!3m6!1s-mSII9ToVrD0%2FV0Y9bdMWqCI%2FAAAAAAAAG6s%2Fm06HTXdNkYQXRN4Ld8DLCamLrWSefLpjgCLIB!2e4!3e11!6s%2F%2Flh4.googleusercontent.com%2F-mSII9ToVrD0%2FV0Y9bdMWqCI%2FAAAAAAAAG6s%2Fm06HTXdNkYQXRN4Ld8DLCamLrWSefLpjgCLIB%2Fw203-h100-p-k-no%2F!7i9728!8i4864!4m3!8m2!3m1!1e1 IRT overpass from Google Maps Street View]
* [http://www.google.com/maps/@40.8410201,-73.9400502,3a,75y,53.87h,85.51t/data=!3m8!1e1!3m6!1s-oaKGcOdqvDg%2FV5fo21cHtOI%2FAAAAAAAAMng%2FPX47GFF86IAG8dXSVRH-0Kp-4YDGrsETACLIB!2e4!3e11!6s%2F%2Flh6.googleusercontent.com%2F-oaKGcOdqvDg%2FV5fo21cHtOI%2FAAAAAAAAMng%2FPX47GFF86IAG8dXSVRH-0Kp-4YDGrsETACLIB%2Fw203-h100-p-k-no%2F!7i9728!8i4864!4m3!8m2!3m1!1e1!6m1!1e1 IRT platforms from Google Maps Street View]
* [http://www.google.com/maps/@40.8406924,-73.9394682,3a,75y,266.63h,86.26t/data=!3m8!1e1!3m6!1s-kvxdlQ_LIs8%2FV5l76n40IaI%2FAAAAAAAANFE%2FgvRraCxB5Twm5aW1Bcpnh66uANDzMKKuACLIB!2e4!3e11!6s%2F%2Flh5.googleusercontent.com%2F-kvxdlQ_LIs8%2FV5l76n40IaI%2FAAAAAAAANFE%2FgvRraCxB5Twm5aW1Bcpnh66uANDzMKKuACLIB%2Fw203-h100-p-k-no%2F!7i9728!8i4864!4m3!8m2!3m1!1e1!6m1!1e1 IND platforms from Google Maps Street View]

{{Washington Heights, Manhattan}}
{{NYCS stations navbox by service|l1=y|la=y|lc=y}}
{{NYCS stations navbox by line|8ave=yes|7ave=yes}}
{{Broadway (Manhattan)|state=collapsed}}
{{National Register of Historic Places in New York}}

[[Category:IND Eighth Avenue Line stations]]
[[Category:IRT Broadway–Seventh Avenue Line stations]]
[[Category:Broadway (Manhattan)]]
[[Category:New York City Subway stations in Manhattan]]
[[Category:New York City Subway terminals]]
[[Category:New York City Subway transfer stations]]
[[Category:Railway and subway stations on the National Register of Historic Places in Manhattan]]
[[Category:Washington Heights, Manhattan]]
[[Category:Railway stations in the United States opened in 1948]]
[[Category:Railway stations in the United States opened in 1906]]
[[Category:Railway stations in the United States opened in 1932]]
[[Category:1948 establishments in New York City]]
[[Category:1906 establishments in New York City]]
[[Category:1932 establishments in New York City]]