View source for IRT Lexington Avenue Line

{{short description|New York City Subway line}}
{{redirect|Lexington Avenue Subway|the now-demolished elevated line in Brooklyn|BMT Lexington Avenue Line|other uses of the term "Lexington Avenue"|Lexington Avenue (disambiguation)}}
{{Use American English|date=February 2025}}
{{Use mdy dates|date=August 2023}}
{{Infobox rail line
| color           = {{rcr|NYCS|Lexington}}
| name            = IRT Lexington Avenue Line
| image           = {{rint|nycs|4|size=50}} {{rint|nycs|5|size=50}} {{rint|nycs|6|size=50}} {{rint|nycs|6x|size=50}}
| image_width     = 150 px
| caption         = The [[4 (New York City Subway service)|4]], [[5 (New York City Subway service)|5]], [[6 (New York City Subway service)|6, and 6 Express]], which use the line through [[Midtown Manhattan]], are colored green.
| type            = [[Rapid transit]]
| system          = [[New York City Subway]]
| status          = Operational
| locale          = [[Manhattan]], [[New York City]]
| start           = [[125th Street (IRT Lexington Avenue Line)|125th Street]]
| end             = [[Bowling Green (IRT Lexington Avenue Line)|Bowling Green]]
| stations        = 23 in use (4 abandoned)
| daily_ridership = 749,811 <ref name="ridership">{{NYCS const|riderref|weekday}}</ref>
| open            = 1904–1918
| close           =
|owner       = [[Government of New York City|City of New York]]
|operator    = [[New York City Transit Authority]]
| character       = Underground
| stock           =
| linelength      = 8.3 mi (13.4 km)
| tracklength     =
| tracks          = 2–4
| gauge           = {{RailGauge|sg}}
| electrification = [[List of current systems for electric rail traction|600V DC third rail]]
| speed           =
| elevation       =
| map             = {{switcher
|{{maplink-road|from=IRT Lexington Avenue Line.map|zoom=11}}
|Show interactive map
|{{IRT Lexington Avenue Line|inline=1}}
|Show route diagram
}}
| map_state       = collapsed
}}

The '''IRT Lexington Avenue Line''' (also known as the '''IRT East Side Line''' and the '''IRT Lexington–Fourth Avenue Line''') is one of the lines of the [[A Division (New York City Subway)|A Division]] of the [[New York City Subway]], stretching from [[Lower Manhattan]] north to [[125th Street (IRT Lexington Avenue Line)|125th Street]] in [[East Harlem, Manhattan|East Harlem]]. The line is served by the {{NYCS trains|Lexington}}.

The line was constructed in two main portions by the [[Interborough Rapid Transit Company]] (IRT), a private operator. The first portion, from [[City Hall (IRT Lexington Avenue Line)|City Hall]] north to 42nd Street, was opened between 1904 and 1908, and is part of the [[Early history of the IRT subway|first subway line in the city]]. The original subway turned west across [[42nd Street Shuttle|42nd Street]] at the [[Grand Central–42nd Street (IRT 42nd Street Shuttle)|Grand Central]] station, then went north at [[Broadway (Manhattan)|Broadway]], serving the present-day [[IRT Broadway–Seventh Avenue Line]]. The second portion of the line, north of 42nd Street, was constructed as part of the [[Dual Contracts]], which were signed between the IRT; the [[Brooklyn Rapid Transit Company]], via a subsidiary; and the City of New York.

For decades, the Lexington Avenue Line was the only line in [[Manhattan]] that directly served the [[Upper East Side]] and East [[Midtown (Manhattan)|Midtown]]; this four-track line is the most used rapid transit line in the United States. Its average of 1.3 million daily riders is more than the total riderships of the [[List of United States rapid transit systems by ridership|transit systems]] of [[Chicago 'L'|Chicago]] (772,900 weekday passengers), [[MBTA subway|Boston]] (569,200 weekday passengers), and [[Bay Area Rapid Transit|San Francisco]] (452,600 weekday passengers). The line spurred the construction of the parallel [[Second Avenue Subway]], which opened in 2017, to relieve congestion on the Lexington Avenue line.<ref>{{cite web|publisher=Federal Transit Administration, US Department of Transportation, MTA New York City Transit |title=Second Avenue Subway in the Borough of Manhattan, New York County, New York, Final Environmental Impact Statement and Final Section 4(f) and Section 6(f) Evaluation|date=April 6, 2004|url=http://web.mta.info/capital/sas_docs/feis/chapter01.pdf |access-date=June 13, 2012|url-status=live|archive-url=https://web.archive.org/web/20120425120004/http://www.mta.info/capconstr/sas/documents/feis/chapter01.pdf |archive-date=April 25, 2012 }}</ref>

Four stations along this line have been abandoned. When platforms were lengthened to fit ten cars, it was deemed most beneficial to close these stations and open new entrances for adjacent stations. The [[18th Street (IRT Lexington Avenue Line)|18th Street]] station was abandoned because of the proximity to both [[14th Street–Union Square (IRT Lexington Avenue Line)|14th Street–Union Square]] and [[23rd Street–Baruch College station|23rd Street]].<ref name=18th/> In addition, the [[City Hall (IRT Lexington Avenue Line)|City Hall]] and [[Worth Street (IRT Lexington Avenue Line)|Worth Street]] stations were both very close to the [[Brooklyn Bridge–City Hall (IRT Lexington Avenue Line)|Brooklyn Bridge–City Hall]] station's Brooklyn Bridge and Duane Street exits, respectively, so both were abandoned.<ref name=cityhall/><ref name=worth/> Finally, [[South Ferry loops (New York City Subway)|South Ferry]] is within walking distance of [[Bowling Green (IRT Lexington Avenue Line)|Bowling Green]], and is right next to the corresponding station on the [[IRT Broadway–Seventh Avenue Line|Broadway–Seventh Avenue line]].<ref>{{Cite web|url=http://web.mta.info/maps/neighborhoods/mn/M01_lower_manh_2015.pdf|title=Neighborhood Map Lower Manhattan|date=2015|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=August 4, 2017|archive-date=October 5, 2016|archive-url=https://web.archive.org/web/20161005063142/http://web.mta.info/maps/neighborhoods/mn/M01_lower_manh_2015.pdf|url-status=dead}}</ref>

==Extent and service==
Services that use the Lexington Avenue Line are colored {{NYCS const|color|green}}.<ref name=":6">{{Cite news|url=https://cityroom.blogs.nytimes.com/2010/05/10/take-the-tomato-to-the-sunflower/|title=Take the Tomato 2 Stops to the Sunflower|last=Grynbaum|first=Michael M.|date=May 10, 2010|work=The New York Times|access-date=May 14, 2017|language=en}}</ref> The following services use part or all of the line:<ref>{{NYCS const|serviceguide}}</ref>
{|class="wikitable"
!rowspan=2|&nbsp;
! colspan="4" |Time period
!rowspan=2|Section of line
|-
!Rush hours<br />and middays
!Evenings
!Weekends
!Late nights
|-
|{{rint|newyork|4}}
| colspan="3" align="center" |express
|align=center|local
|full line
|-
|{{rint|newyork|5}}
| colspan="3" align="Center" |express
|align=Center |no service
|full line (weekdays till 8:45&nbsp;p.m.)<br />north of [[Bowling Green (IRT Lexington Avenue Line)|Bowling Green]] (late evenings and weekends)
|-
|{{rint|newyork|6}}
| colspan="4" align="center" |local
|rowspan=2|north of [[Brooklyn Bridge–City Hall (IRT Lexington Avenue Line)|Brooklyn Bridge–City Hall]]
|-
|{{rint|newyork|6d}}
|align=center|local
| colspan="3" align="center" |no service
|}

[[File:Linea IRT Lexington Avenue.png|thumb|Overview of the IRT Lexington Avenue Line]]

The Lexington Avenue Line begins in lower [[Manhattan]] at the inner loop of the abandoned [[South Ferry (IRT Lexington Avenue Line)|South Ferry]] station. North of the station is a merge with the tracks of the [[Joralemon Street Tunnel]] from [[Brooklyn]], which become the express tracks. These run north under [[Broadway (Manhattan)|Broadway]] and [[Park Row (Manhattan)|Park Row]] to Centre Street. At the south end of Centre Street, directly under [[New York City Hall]], is the [[City Hall Loop (IRT Lexington Avenue Line)|City Hall Loop]] and its abandoned station, which was the southern terminus of the original IRT subway line.<ref name="cityhall">{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1945/12/27/103608506.pdf|title=Old City Hall Station Of IRT to Close Monday|date=December 27, 1945|newspaper=The New York Times|access-date=November 11, 2016|page=24}}</ref> The loop is still used to turn 6 and <6> service; the Lexington Avenue local tracks, which feed the loop, rise up to join the express tracks just south of [[Brooklyn Bridge–City Hall (IRT Lexington Avenue Line)|Brooklyn Bridge–City Hall]] station.<ref name="tracks">{{NYCS const|trackref|trackbook3}}</ref>

From Brooklyn Bridge, the line continues northward in a four-across track layout under Centre Street, Lafayette Street, Fourth Avenue, and [[Park Avenue (Manhattan)|Park Avenue South]] until [[42nd Street (Manhattan)|42nd Street]]. At this point, the beginning of [[Metro-North Railroad]]'s Park Avenue tunnel in [[Grand Central Terminal]] forces the Lexington Avenue Line to shift slightly eastward to [[Lexington Avenue (Manhattan)|Lexington Avenue]]; its [[Grand Central–42nd Street (IRT Lexington Avenue Line)|Grand Central–42nd Street]] station is located on the diagonal between Park and Lexington. Just south of Grand Central, a single [[non-revenue track]] connects the [[IRT 42nd Street Shuttle]] to the southbound local track; this was part of the original IRT subway alignment.<ref name="tracks" />

Under Lexington Avenue, the line assumes a two-over-two track configuration, with the local tracks running on the upper level and the express on the lower, although it briefly returns to a four-across layout between [[96th Street (IRT Lexington Avenue Line)|96th Street]] and [[116th Street (IRT Lexington Avenue Line)|116th Street]]. [[125th Street (IRT Lexington Avenue Line)|125th Street]] returns to this two-over-two layout, although here the upper level is used by all northbound trains and the lower level by southbound trains. This is because Lexington Avenue is too narrow to have a four-across layout.<ref name="tracks" /><ref name=":2">{{Cite news|url=https://query.nytimes.com/gst/abstract.html?res=9802EFDC143EE433A2575BC1A9619C946996D6CF&legacy=true|title=Mayor Runs First Lexington Av Train — Goes Back to His Old Job on the Initial Trip from 42d Street to the Bronx — Interboro Ready to Pool — City May Gain Nothing by Advancing Date of Contract Because of High Operating Costs|date=July 18, 1918|newspaper=The New York Times|issn=0362-4331|access-date=January 8, 2017|page=20}}</ref>

North of this, the line crosses under the [[Harlem River]] into [[the Bronx]] via the four-track Lexington Avenue Tunnel, where the line splits into the [[IRT Jerome Avenue Line]] on the western two tracks ({{NYCS trains|Jerome south}}) and the [[IRT Pelham Line]] on the eastern two tracks ({{NYCS trains|Pelham}}).<ref>{{Cite web|url=http://www.nycsubway.org/wiki/The_Construction_of_the_Harlem_River_Tubes_(1915)|title=The Construction of the Harlem River Tubes (1915) a Thesis Submitted for the Degree of Civil Engineer|last=Babcock Gates|first=Howard|date=1915|website=www.nycsubway.org|language=en|access-date=August 4, 2017}}</ref>

==History==
[[File:IRT Lexington Avenue Line a8e3c4b09d o.jpg|thumb|First earth from Lexington Avenue subway line in 1913]]

=== Original subway ===
Construction started on the [[Early history of the IRT subway|first IRT line]] in 1900.<ref>{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1900/03/25/102581493.pdf|title=Rapid Transit Tunnel Begun — Ground Officially Broken by the Mayor with a Silver Spade — Felicitations and Speeches — Ceremonies Witnessed by Immense Unruly Crowd Eager for Souvenirs.|date=March 25, 1900|newspaper=The New York Times|access-date=November 11, 2016|page=2}}</ref> A 1902 explosion during construction seriously damaged properties just above the line.<ref>{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1902/01/28/101931810.pdf|title=Death in Tunnel — Dynamite Explosion — 6 Killed, 125 Hurt in Park Avenue Disaster — Great Hotels In Ruins — Busy Hospital Wrecked and Fine Mansions Damaged Seriously — Money Loss Nearly $300,000 — Terrible Concussion, the Result of Fire in Powder House at 41st Street, Where Hundreds of Pounds of High Explosives Rested|date=January 28, 1902|newspaper=The New York Times|access-date=December 19, 2013|page=1|quote=Dynamite cartridges in a frail shanty on a platform over the west shaft of Section 4 of the subway tunnel in Park Avenue just south of Forty-first Street exploded through a fire which started among paper in the shanty just after noon yesterday with fatal, maiming, and injuring results and wide destruction of property...}}</ref> The part of the line from City Hall to just south of 42nd Street was part of the original [[Interborough Rapid Transit Company|IRT]] line, opened on October 27, 1904.<ref name="145th">{{cite news|url=https://query.nytimes.com/gst/abstract.html?res=9E06EFD71230EE32A2575BC2A9669D946597D6CF&legacy=true|title=Our Subway Open, 150,000 Try It — Mayor McClellan Runs the First Official Train — Big Crowds Ride At Night — Average of 25,000 an Hour from 7 P.M. Till Past Midnight — Exercises in the City Hall — William Barclay Parsons, John B. McDonald, August Belmont, Alexander E. Orr, and John Starin Speak — Dinner at Night|date=October 28, 1904|newspaper=The New York Times|access-date=November 6, 2016|page=1}}</ref> A {{Convert|0.3|mile|km|abbr=}} extension to Fulton Street opened at 12:01&nbsp;a.m. on January 16, 1905.<ref>{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1905/01/14/101318642.pdf|title=Fulton St. Trains Monday — New Style of Subway Platform Will Be Tried There|date=January 14, 1905|work=The New York Times|access-date=November 11, 2016|page=5}}</ref> Only the northbound platform opened at this time.<ref name=":0">{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1905/01/17/100481230.pdf|title=Subway at Fulton Street Busy|date=January 27, 1905|newspaper=The New York Times|access-date=September 4, 2016|page=9}}</ref><ref>{{Cite journal|date=January 2005|title=Another Centennial–Original Subway Extended To Fulton Street|url=https://issuu.com/erausa/docs/2005-01-bulletin|journal=New York Division Bulletin|publisher=New York Division, Electric Railroaders' Association|volume=48|issue=1|access-date=August 31, 2016|via=Issu}}</ref> The next station, [[Wall Street (IRT Lexington Avenue Line)|Wall Street]], was opened on June 12, 1905, as well as the southbound platform at Fulton Street.<ref>{{cite web|last1=Merritt|first1=A.L.|url=http://nycsubway.org/irt/tenyears.html%7ctitle=www.nycsubway.org%7cwork=www.nycsubway.org%7ctitle=www.nycsubway.org%7cwork=www.nycsubway.org|title=Ten Years of the Subway (1914)|work=Interborough Bulletin—1914 via www.nycsubway.org}}</ref><ref name=pump/><ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1905/06/07/101361854.pdf|title=Subway to Wall St. Open in Ten Days — And All the Way to the Bronx by July 1 — Whole Road Ready in August — As to the Air Therein, William Barclay Parsons Says It Is Pure and Can't Be Bettered|date=June 7, 1905|newspaper=The New York Times|access-date=September 18, 2016|page=16}}</ref>

The first revenue train on the South Ferry extension left South Ferry at 11:59&nbsp;p.m. on July 9, 1905; the extension of the [[IRT White Plains Road Line]] to West Farms opened just after.<ref name=":1">{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1905/07/10/101363643.pdf|title=Subway Trains Running From Bronx to Battery — West Farms and South Ferry Stations Open at Midnight — Start Without a Hitch — Bowling Green Station Also Opened — Lenox Avenue Locals Take City Hall Loop Hereafter|date=July 10, 1905|page=1|access-date=September 4, 2016|newspaper=The New York Times}}</ref> The first train ran through the Joralemon Street Tunnel to Brooklyn about 12:45&nbsp;a.m. on January 9, 1908.<ref>{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1908/01/09/104714388.pdf|title=Subway to Brooklyn Opened for Traffic — First Regular Passenger Train Went Under the East River Early This Morning — Not a Hitch in the Service — Gov. Hughes and Brooklyn Officials to Join in a Formal Celebration of Event To-day|date=January 9, 1908|work=The New York Times|access-date=November 11, 2016|page=1}}</ref>

=== Dual Contracts ===
The original plan for what became the extension north of 42nd Street was to continue it south through [[Irving Place]] and into what is now the [[BMT Broadway Line]] at [[Ninth Street (Manhattan)|Ninth Street]] and [[Broadway (Manhattan)|Broadway]]. Contracts awarded on July 21, 1911, included Section 6 between [[26th Street (Manhattan)|26th Street]] and [[40th Street (Manhattan)|40th Street]]; at the time, the IRT had withdrawn from the talks, and the [[Brooklyn Rapid Transit Company]] (BRT) was to operate on Lexington Avenue. The IRT submitted an offer for what became its portion of the [[Dual Contracts]] on February 27, 1912,<ref>{{cite book|last1=Walker|first1=James Blaine|title=Fifty Years of Rapid Transit — 1864 to 1917|date=1918|publisher=Law Printing|location=New York, N.Y.|pages=[https://archive.org/details/fiftyyearsrapid00walkgoog/page/n284 230]–233|url=https://archive.org/details/fiftyyearsrapid00walkgoog|access-date=November 6, 2016}}</ref> and construction was soon halted on Section 6.<ref>{{cite news|url=https://www.nytimes.com/1912/05/22/archives/petition-for-subway-in-lexington-ave-district-residents-object-to.html|title=Petition for Subway in Lexington Ave.|date=May 22, 1912|work=The New York Times|access-date=February 16, 2009|quote=A petition is being circulated among the residents and property owners of the section just south of the Grand Central Station, in Park and Lexington Avenues, protesting against the proposed abandonment of the construction of the Subway in Lexington Avenue, between Forty-third and Thirty-second Streets.}}</ref>

The construction of this line, in conjunction with the construction of the [[IRT Broadway–Seventh Avenue Line|Broadway–Seventh Avenue Line]], would change the operations of the IRT system. Instead of having trains go via Park Avenue, turning onto 42nd Street, before finally turning onto Broadway, there would be two trunk lines connected by the [[42nd Street Shuttle]]. The system would be changed from looking like a "Z" system (as seen on a map) to an H-shaped system. One trunk would run via the new Lexington Avenue Line down Park Avenue, and the other trunk would run via the new Seventh Avenue Line up Broadway.<ref>{{Cite book|url=https://books.google.com/books?id=mONHAQAAMAAJ&q=5,900+feet+long+clark+street+tunnel&pg=PA846|title=Engineering News-record|date=1916|publisher=McGraw-Hill Publishing Company|language=en}}</ref> It was predicted that the subway extension would lead to the growth of the [[Upper East Side]] and [[the Bronx]].<ref name="HSystem">{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1918/03/10/118138743.pdf|archive-url=https://web.archive.org/web/20191212141413/https://timesmachine.nytimes.com/timesmachine/1918/03/10/118138743.pdf|url-status=dead|archive-date=December 12, 2019|title=The Seventh and Lexington Avenue Subways Will Revive Dormant Sections — Change in Operation That Will Transform Original Four-Tracked Subway Into Two Four-Tracked Systems and Double Present Capacity of the Interborough|last1=Whitney|first1=Travis H.|date=March 10, 1918|work=The New York Times|access-date=August 26, 2016|page=12}}</ref><ref>{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1918/05/19/98265513.pdf|archive-url=https://web.archive.org/web/20210713163206/https://timesmachine.nytimes.com/timesmachine/1918/05/19/98265513.pdf|url-status=dead|archive-date=July 13, 2021|title=Public Service Commission Fixes July 15 For Opening of The New Seventh and Lexington Avenue Subway Lines — Will Afford Better Service and Less Crowding — Shuttle Service for Forty-Second Street — How the Various Lines of the Dual System Are Grouped for Operation and List of Stations on All Lines|date=May 19, 1918|newspaper=The New York Times|access-date=November 6, 2016|page=32}}</ref>

The rest of the line, north to 125th Street, opened on July 17, 1918.<ref name="lexopens">{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1918/07/17/102723156.pdf|title=Lexington Av. Line to be Opened Today — Subway Service to East Side of Harlem and the Bronx Expected to Relieve Congestion — Begins With Local Trains — Running of Express Trains to Await Opening of Seventh Avenue Line of H System|date=July 17, 1918|newspaper=The New York Times|access-date=November 11, 2016|page=13}}</ref> However, until the evening of August 1, 1918, it ran as a [[New York City Subway shuttles|shuttle]] on the local tracks only, terminating at 42nd Street and at 167th Street on the [[IRT Jerome Avenue Line]] (where the connection from the elevated [[IRT Ninth Avenue Line]] merged). On August 1, service patterns were changed, and the Lexington Avenue Line became a through route. The IRT Broadway–Seventh Avenue Line also switched from shuttle operation at that time, and the [[IRT 42nd Street Shuttle]] was formed along the old connection between the sides. Due to the shape of the system, it was referred to as the "H system". The first section of the IRT Pelham Line also opened to [[Third Avenue–138th Street (IRT Pelham Line)|Third Avenue–138th Street]] on August 1, 1918.<ref>{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1918/08/02/97011929.pdf|title=Open New Subway Lines to Traffic; Called a Triumph — Great H System Put in Operation Marks an Era in Railroad Construction — No Hitch in the Plans — But Public Gropes Blindly to Find the Way in Maze of New Stations — Thousands Go Astray — Leaders in City's Life Hail Accomplishment of Great Task at Meeting at the Astor|date=August 2, 1918|newspaper=The New York Times|access-date=November 6, 2016|page=1}}</ref> The cost of the extension from Grand Central was $58 million.<ref name=":14">{{Cite news|date=July 11, 1918|title=Finish a New Link of the Dual Subway; Lexington Avenue Line North of Forty-second Street to Begin Local Service Wednesday. Branch Extends to Bronx Through service, with Times SquareGrand Central Shuttle Connections, to Open Soon. Changes in the Bronx.|page=20|work=The New York Times|url=https://www.nytimes.com/1918/07/11/archives/finish-a-new-link-of-the-dual-subway-lexington-avenue-line-north-of.html|access-date=January 8, 2017|issn=0362-4331}}</ref>

The construction and opening of the Lexington Avenue Line north of Grand Central resulted in the construction of expensive apartments along Park Avenue, Madison Avenue, and Lexington Avenue.<ref name=":2" />

=== Improvements ===
[[File:IRT 59th Street Express Station Opening November 15, 1962.jpg|thumb|Brochure for the opening of the 59th Street express platforms]]
In 1928, the [[New York City Board of Transportation]] proposed to extend platforms at all stations between Brooklyn Bridge and Grand Central, except for 33rd Street.<ref>{{cite book|author=New York (N.Y.) Board of Transportation|url=https://books.google.com/books?id=_ZDVAAAAMAAJ|title=Proceedings|year=1928|page=1146|access-date=December 27, 2020|issue=v. 10}}</ref>

On April 13, 1948, the platform extensions to accommodate ten-car trains at [[23rd Street–Baruch College station|23rd Street]], [[28th Street (IRT Lexington Avenue Line)|28th Street]], and [[33rd Street (IRT Lexington Avenue Line)|33rd Street]] were opened for use.<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> In 1949, the southbound platforms at Astor Place, Bleecker Street, Spring Street, Canal Street, and Worth Street were extended.

In 1957, the New York City Transit Authority started work on a $138 million modernization program for the Lexington Avenue Line to improve and speed up service. As part of the project, platforms on the line were extended, express platforms were built at 59th Street, additional entrances were constructed at some stations, and the line's signal system and interlockings were modernized.<ref name="Annual Report 1960">{{Cite book|last=|first=|title=New York City Transit Authority Annual Report For The Year Ended June 30, 1960|publisher=New York City Transit Authority|year=1960|isbn=|location=|pages=15}}</ref>

Work on the reconstruction of the [[Brooklyn Bridge–City Hall/Chambers Street (New York City Subway)|Brooklyn Bridge]] station started on May 18, 1959, and continued without interruption until it was completed on September 1, 1962. Prior to the rebuild, the station's local platform could only accommodate four cars, resulting in delays. The uptown platform's extension opened at this time (the downtown platform was lengthened in 1961) as the platforms were lengthened, widened, and straightened. Originally, the island platforms narrowed at their northern ends to an unsafe width of only five feet. The project remedied this situation, lengthening the platforms from {{Convert|295|feet|meters|abbr=}} to {{Convert|523|feet|meters|abbr=}} and widening them. The platforms were extended northward by {{Convert|220|feet|meters}} to just south of Reade Street. In addition, a new exit was provided at Reade Street and Lafayette Street and a new passageway under Reade Street was built connecting to the Chambers Street station on the BMT Nassau Street Line. At the center of the enlarged platforms, a new overhead passage was built, providing more direct access to the [[Manhattan Municipal Building|Municipal Building]].<ref name="Annual Report 1959">{{Cite book|last=|first=|url=https://s3.amazonaws.com/nycsubway.org/images/pdf/nyct_annual_report_1959.pdf|title=Annual Report For The Year Ending June 30, 1959|publisher=New York City Transit Authority|year=1959|isbn=|location=|pages=8–10}}</ref> The platform extensions allowed the old platform extensions at the southern end of the station, which were used for express service, to be abandoned. These platform extensions had necessitated the use of gap fillers. This project cost $6 million, and allowed 6 trains to be lengthened to nine cars, and allowed express trains to open all doors at the station (previously the doors only opened in eight of the ten cars). Upon its completion, the [[Worth Street (IRT Lexington Avenue Line)|Worth Street]] station to the north was closed due to its close proximity to the platform extensions, and, as such, the station was renamed Brooklyn Bridge–Worth Street.<ref>{{Cite news|url=https://query.nytimes.com/gst/abstract.html?res=9900E3DA173CE53BBC4953DFBF668389679EDE|title=New Platform for IRT Locals At Brooklyn Bridge to End Jams; Sharp Curve on Northbound Side Removed Station Extended to Worth St.|date=September 1, 1962|work=The New York Times|access-date=November 7, 2017|language=en-US|issn=0362-4331}}</ref>

In late 1959, contracts were awarded to extend the platforms at Bowling Green, Wall Street, Fulton Street, Canal Street, Spring Street, Bleecker Street, Astor Place, Grand Central, 86th Street and 125th Street to {{Convert|525|feet|meters}} to accommodate ten-car trains. At the same time, work to modernize the signals and interlockings between Wall Street and 86th Street was underway.<ref name="Annual Report 1959" /> Another element of the modernization plan was the construction of a new station entrance and control building in Bowling Green Park at Bowling Green, with new stairways to the platform.<ref name="Annual Report 1959" /><ref name="Annual Report 1960" />

On July 23, 1959, the Board of Estimate approved the contract for the construction of express platforms at [[Lexington Avenue/59th Street (New York City Subway)|Lexington Avenue–59th Street]]. The new platforms were intended to reduce transfer congestion at [[Grand Central–42nd Street (IRT Lexington Avenue Line)|Grand Central–42nd Street]], and to allow transfers between the express trains and BMT trains to [[Queens]]. Even before the express platforms were added, this station was the busiest on the line.<ref>{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1962/11/09/87005787.pdf|title=IRT Will Open Express Station At Lexington and 59th Thursday|last1=Katz|first1=Ralph|date=November 9, 1962|newspaper=The New York Times|access-date=November 11, 2016|page=37}}</ref><ref>{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1962/11/16/96967265.pdf|title=IRT Express Stop Opens at 59TH St. — East Side Station Had Been Local One Since 1918 Line's 4th-Busiest Stop|last1=Katz|first1=Ralph|date=November 16, 1962|work=The New York Times|access-date=November 11, 2016|page=22}}</ref> Construction for the express station began on August 10, 1959. The two express platforms were {{Convert|14|feet|meters}} wide and {{Convert|525|feet|meters}} long.<ref name="Annual Report 1959" /> Along with the new express platforms, a new mezzanine was built above it to connect it to the local station, and the Broadway Line station. Two high speed escalators were added to connect the local and express platforms. Two additional high speed escalators were built to connect the local platforms with the new mezzanine. As part of the plan, the local platforms were extended to accommodate 10-car trains. In addition, new entrances and booths were added to the 59th Street ends of the northbound and southbound sides. The project cost $6.5 million and was completed three months prior than originally planned when the new platforms opened on November 15, 1962.<ref>{{Cite web|url=http://www.thejoekorner.com/lines/lex59/index.html|title=New 59th Street Express Station brochure|date=November 15, 1962|website=www.thejoekorner.com|publisher=New York City Transit Authority|access-date=January 25, 2016|archive-date=January 30, 2016|archive-url=https://web.archive.org/web/20160130113601/http://www.thejoekorner.com/lines/lex59/index.html|url-status=dead}}</ref>

In April 1960, work began on a $3,509,000 project to lengthen platforms on the line to accommodate ten-car trains at seven stations on the line. As part of the project, the northbound platforms at Canal Street, Spring Street, Bleecker Street, and Astor Place were lengthened from {{Convert|225|feet|meters|abbr=}} to {{Convert|525|feet|meters|abbr=}}. The platform extensions at these four stops opened for service on February 19, 1962, enabling the doors of all eight cars of trains to open on the platform. Work was still underway at two of the other three stations part of the contract, Wall Street and Fulton Street, while work at Bowling Green was already completed.<ref>{{Cite news|last=|first=|date=February 18, 1962|title=4 IRT Stops To Open Longer Platforms|language=en-US|work=The New York Times|url=https://www.nytimes.com/1962/02/18/archives/4-irt-stops-to-open-longer-platforms.html|access-date=January 4, 2021|issn=0362-4331}}</ref> The entire platform-lengthening project was substantially completed by November 1965.<ref>{{cite book | author=New York City Transit Authority | title=Minutes and Proceedings | issue=v. 17 | year=1968 | url=https://books.google.com/books?id=ArgjAQAAMAAJ | access-date=January 26, 2021 | page=152}}</ref>

Because the Lexington Avenue Line during the 1970s was known to frequent muggers due to the dilapidated state of the subway at the time, the [[Guardian Angels]], founded by [[Curtis Sliwa]], began operations on February 13, 1979, by conducting unarmed night patrols on the 4 train in an effort to discourage crime.<ref>{{cite news |last1=Press |first1=Robert |title=Guardian Angels Celebrate 40th Anniversary |url=https://thebronxchronicle.com/2019/02/11/guardian-angels-40th-anniversary-celebration/ |archive-url=https://web.archive.org/web/20210121210858/https://thebronxchronicle.com/2019/02/11/guardian-angels-40th-anniversary-celebration/ |url-status=usurped |archive-date=January 21, 2021 |access-date=November 19, 2020 |work=[[The Bronx Chronicle]]}}</ref> These patrols later expanded to other parts of the subway and to other city neighborhoods.<ref>{{cite news | title='Guardian Angels': Different Gang | newspaper=Washington Post | date=April 14, 1981 | url=https://www.washingtonpost.com/archive/politics/1981/04/14/guardian-angels-different-gang/7ed2bd20-eb54-4129-856d-cb80953b6704/ | access-date=July 25, 2018}}</ref>

On August 28, 1991, an [[1991 Union Square derailment|accident]] involving a 4 train on the express track just north of the [[14th Street–Union Square station (IRT Lexington Avenue Line)|14th Street–Union Square station]] killed five riders and injured 215 others in the worst accident on the system since the [[1928 Times Square derailment]].<ref name="special">[https://books.google.com/books?id=JqGZj1QYZIUC&pg=PA27 "Case Study Number Ten: Union Square Station, New York City—August 28, 1991"], in: John Kimball and Hollis Stambaugh, ''Special Report: Rail Emergencies'', Technical report series (United States Fire Administration) USFA-TR-094, [Emmitsburg, Maryland]: [[Federal Emergency Management Agency]], U.S. Fire Administration, National Fire Data Center, [2003?], [https://books.google.com/books?id=JqGZj1QYZIUC&dq=Union+Square+derailment&pg=PA27 p.&nbsp;27].</ref><ref name="WaPo">[https://web.archive.org/web/20140714223804/http://www.highbeam.com/doc/1P2-1082580.html "Probe Finds Subway's Speed Outstripped Safety System"], ''[[The Washington Post]]'', August 31, 1991, via [[HighBeam Research|HighBeam]]</ref> As a result of the crash, new safety protocols were put in place and there was a partial implementation of [[Signaling of the New York City Subway#Automation|automation of the New York City Subway]].<ref>{{Cite news|url=https://www.nytimes.com/1991/09/01/nyregion/catastrophe-under-union-square-crash-lexington-irt-motorman-s-run-disaster.html|title=Catastrophe Under Union Square; Crash on the Lexington IRT: Motorman's Run to Disaster|last=McFadden|first=Robert D.|date=September 1, 1991|work=The New York Times|access-date=August 4, 2017|language=en-US|issn=0362-4331}}</ref>

The [[Metropolitan Transportation Authority]] announced in 2024 that it would begin installing [[5G]] cellular equipment on the Lexington Avenue Line north of the [[Grand Central–42nd Street station]] in mid-2025.<ref>{{cite web |last=Khalifeh |first=Ramsey |date=September 4, 2024 |title=MTA rolls out cell service between stations on Midtown's 42nd Street Shuttle |url=https://gothamist.com/news/riders-will-soon-have-cell-service-between-stations-on-midtown-subway-line |access-date=September 4, 2024 |website=Gothamist}}</ref><ref>{{cite web | last=Rahhal | first=Emily | title=Times Square shuttle will be NYC's first subway line with cell service | website=PIX11 | date=September 4, 2024 | url=https://pix11.com/news/transit/times-square-shuttle-will-be-nycs-first-subway-line-with-cell-service/ | access-date=September 4, 2024 | archive-date=September 5, 2024 | archive-url=https://web.archive.org/web/20240905014711/https://pix11.com/news/transit/times-square-shuttle-will-be-nycs-first-subway-line-with-cell-service/ | url-status=dead }}</ref>

== Overcrowding ==
The Second Avenue Elevated fully closed on June 13, 1942.<ref name=":02">{{cite web|url=http://mta.info/planning/sas/sas_history_1.htm|title=Second Avenue Subway Project – History|date=October 19, 2002|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=February 15, 2016|archive-url=https://web.archive.org/web/20021019053707/http://mta.info/planning/sas/sas_history_1.htm|archive-date=October 19, 2002}}</ref> Because of the elevated line's closure, as well as a corresponding increase in the East Side population, crowding on the Lexington Avenue Line increased.<ref name="MESA-August1999">{{cite web|url=https://books.google.com/books?id=SiM3AQAAMAAJ&q=63rd+street|title=Manhattan East Side Transit Alternatives (MESA): Major Investment Study/Draft Environmental Impact Statement, August 1999|date=August 1999|publisher=[[Metropolitan Transportation Authority]], [[United States Department of Transportation]], [[Federal Transit Administration]]|access-date=July 11, 2016}}</ref>{{Rp|1–2}}<ref>{{cite web|url=http://nytm.pastperfectonline.com/archive/67DB8E9F-FD6C-4A8D-8D4E-917305611700|title=Discontinuance of service Second Avenue elevated line.|date=1942|website=nytm.pastperfectonline.com|publisher=New York City Board of Transportation|access-date=December 4, 2016}}</ref> The Manhattan section of the [[Third Avenue Elevated (Manhattan)|Third Avenue Elevated]], the only other elevated line in the area, closed on May 13, 1955,<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1955/05/13/80773167.pdf|title=Last Train Rumbles On Third Ave. 'El'; An Era Ends With Final Run of Third Avenue 'El' LAST TRAIN ROLLS ON THIRD AVE. 'EL'|last=Katz|first=Ralph|date=May 13, 1955|work=The New York Times|access-date=December 14, 2016}}</ref> and was demolished in 1956.<ref name=":02" />

Contrary to what many East Side residents thought, the demolition of the elevateds did not help the travel situation, as the Lexington Avenue Line was now the only subway transportation option on the East Side.<ref name="nycsub 1972">{{cite web|url=http://www.nycsubway.org/wiki/Second_Avenue_Subway:_The_Line_That_Almost_Never_Was|title=www.nycsubway.org: Second Avenue Subway: The Line That Almost Never Was|year=1972|publisher=nycsubway.org|access-date=September 30, 2015}}</ref> As the elevated lines were torn down, hundreds of high-rise apartment buildings were built on the East Side, and the business districts along the line grew, resulting in overcrowding along the line.<ref>{{Cite book|url=https://books.google.com/books?id=Y8sVCgAAQBAJ&q=overcrowding+lexington+avenue+line+report&pg=PA377|title=Tunneling to the Future: The Story of the Great Subway Expansion That Saved New York|last=Derrick|first=Peter|date=March 1, 2003|publisher=NYU Press|isbn=9780814719107|language=en}}</ref>{{Rp|377}} Both of these elevated lines were supposed to be replaced by a subway line under Second Avenue. However, it was not completed due to a lack of funds. With the city's economic and budgetary recovery in the 1990s, there was a revival of efforts to complete [[history of the Second Avenue Subway|construction]] of the [[Second Avenue Subway]].<ref name="mta20110922">{{cite web|url=http://web.mta.info/capconstr/sas/feis.htm|title=Second Avenue Subway in the Borough of Manhattan, New York County, New York Final Environmental Impact Statement And Final Section 4(f) and Section 6(f) Evaluation|date=April 2004|pages=1–5, 1–6|format=PDF|access-date=September 22, 2011|url-status=dead|archive-url=https://web.archive.org/web/20140408220803/http://web.mta.info/capconstr/sas/feis.htm|archive-date=April 8, 2014}}</ref> Once fully built, the line will run from 125th Street and Lexington Avenue to Hanover Square in the Financial District.<ref name="MESA">{{cite web|url=http://web.mta.info/capital/sas_docs/final_summary_report.pdf|title=Manhattan East Side Transit Alternatives (MESA)/Second Avenue Subway Summary Report|date=October 11, 2001|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=August 9, 2016|archive-date=November 7, 2016|archive-url=https://web.archive.org/web/20161107143807/http://web.mta.info/capital/sas_docs/final_summary_report.pdf|url-status=dead}}</ref>{{Rp|22}} Construction started in 2007, and on January 1, 2017, the first phase, between [[Lexington Avenue–63rd Street (63rd Street Lines)|Lexington Avenue–63rd Street]] and [[96th Street (Second Avenue Subway)|96th Street]] opened. Within a few months of the line's opening, crowding on the Lexington Avenue Line stations on the Upper East Side was somewhat reduced.<ref>{{Cite news|url=http://gothamist.com/2017/02/01/second_ave_subway_count.php|title=Early Ridership Count Indicates Second Avenue Subway Is Making Lexington Avenue Commutes Less Packed|last=Whitford|first=Emma|date=February 1, 2017|work=Gothamist|access-date=April 9, 2017|archive-url=https://web.archive.org/web/20170203143422/http://gothamist.com/2017/02/01/second_ave_subway_count.php|archive-date=February 3, 2017|url-status=dead|language=en-US}}</ref> [[East Side Access]], completed in 2023, brought [[Long Island Rail Road]] service into Grand Central. With more people coming onto the East Side, increased crowding is expected on the Lexington Avenue Line, underscoring the need for the Second Avenue Subway.<ref>{{Cite book|url=https://books.google.com/books?id=qiQ3AQAAMAAJ&q=overcrowding+lexington+avenue+line+report&pg=PA100-IA107|title=East Side Access in New York, Queens, and Bronx Counties, New York, and Nassau and Suffolk Counties, New York: Environmental Impact Statement|date=2001|publisher=Metropolitan Transportation Authority|language=en}}</ref>{{Rp|7}}

Crowding on the line is so bad that riders are routinely stranded on the platform, having to wait for multiple trains to pass before being able to board.<ref>{{Cite web|url=https://cityroom.blogs.nytimes.com/2008/11/19/when-the-train-is-too-crowded-to-board/|title=When the Train Is Too Crowded to Board|last=Chan|first=Sewell|date=November 19, 2008|website=City Room|access-date=April 9, 2017}}</ref> Trains on the line are at over 100% of capacity.<ref>{{Cite news|url=http://www.nydailynews.com/new-york/subway-cars-running-capacity-rush-hours-article-1.2161455|title=Subway cars running at over capacity during rush hours|last1=Donohue|first1=Pete|date=March 25, 2015|work=New York Daily News|access-date=April 9, 2017|last2=Ortiz|first2=Keldy|language=en|last3=McShane|first3=Larry}}</ref> In June and July 2017, ''The New York Times'' found that during an average weekday, 10% to 15% of the trains scheduled to run through [[Grand Central–42nd Street (IRT Lexington Avenue Line)|Grand Central–42nd Street]] were canceled. This meant that during peak periods, up to 13 trains per hour could be canceled, resulting in 1,000 passengers being displaced for every canceled train. Train frequencies were also erratic, with higher frequencies on some days than on others.<ref>{{cite news | url=https://www.nytimes.com/interactive/2017/08/07/nyregion/new-yorks-subways-are-not-just-delayed-some-trains-dont-run-at-all.html |last1=Fessenden|first1=Ford|last2=Fitzsimmons|first2=Emma|last3=Lai|first3=Rebecca|last4=Pearce|first4=Adam |work=New York Times|title=New York's Subways Are Not Just Delayed. Some Trains Don't Run at All |date=August 7, 2017|access-date=August 7, 2017}}</ref>

On May 27, 2015, the New York City Council approved plans for a developer to build [[One Vanderbilt]], a 65-story skyscraper. The MTA mandated that the developers pay for station improvements at Grand Central to allow for the building's construction.<ref name="wsj 201409112">{{cite news|url=https://online.wsj.com/articles/residents-try-to-get-details-on-new-midtown-east-plan-1410484574|title=Residents Try to Get Details on New Midtown East Plan|last=Kusito|first=Laura|date=September 12, 2014|work=The Wall Street Journal|archive-url=https://web.archive.org/web/20140916101636/http://online.wsj.com/articles/residents-try-to-get-details-on-new-midtown-east-plan-1410484574|archive-date=September 16, 2014|url-status=dead|access-date=September 13, 2014}}</ref> In 2015, SL Green, the developer, gave $220 million toward the building's construction,<ref name="curbedmay">{{cite web|url=http://ny.curbed.com/archives/2015/05/27/city_council_green_lights_1500foot_one_vanderbilt.php|title=City Council Green Lights 1,500-Foot One Vanderbilt|last=Dailey|first=Jessica|date=May 27, 2015|website=Curbed NY|access-date=August 5, 2015}}</ref> of which two-thirds of the money would be used for station redesign;<ref>{{Cite web|url=http://gothamist.com/2016/10/18/subway_grand_central_plan.php|title=Inside The $220 Million Plan To Improve The Subway At Grand Central|last=Whitford|first=Emma|date=October 18, 2016|website=Gothamist|access-date=October 19, 2016|url-status=dead|archive-url=https://web.archive.org/web/20161021161512/http://gothamist.com/2016/10/18/subway_grand_central_plan.php|archive-date=October 21, 2016}}</ref> this marked the largest private investment to date to the New York City Subway system.<ref name=":4">{{Cite news|url=http://www.amny.com/transit/one-vanderbilt-s-grand-central-station-improvements-a-glimpse-at-changes-to-come-1.12466831|title=A glimpse at One Vanderbilt's transit improvements|last1=Barone|first1=Vincent|date=October 17, 2016|access-date=October 19, 2016|last2=Pereira|first2=Ivan|newspaper=am New York}}</ref> As part of the station construction, 40% of the basement of the Grand Hyatt New York would be destroyed in order to make room for the expansion of the subway mezzanine, as well as two new subway entrances in the One Vanderbilt building itself.<ref name=":4" /> The new building would also coincide with the [[Metropolitan Transportation Authority|MTA]]'s [[East Side Access]] project, and station improvements due to One Vanderbilt's construction would provide extra capacity for over 65,000 new passengers going into the [[New York City Subway]] at [[Grand Central–42nd Street (New York City Subway)|Grand Central–42nd Street]].<ref name=":12">{{Cite news|url=https://www.nytimes.com/2014/05/30/nyregion/65-story-tower-planned-near-grand-central-terminal.html|title=65-Story Tower Planned Near Grand Central Terminal|last=Bagli|first=Charles V.|date=May 29, 2014|access-date=October 19, 2016|issn=0362-4331|newspaper=The New York Times}}</ref><ref>{{cite web|url=http://secondavenuesagas.com/2014/09/09/a-glimpse-at-the-200m-transit-plans-for-one-vanderbilt|title=A glimpse at the $200M transit plans for One Vanderbilt :: Second Ave. Sagas|work=Second Ave. Sagas|first=Benjamin|last=Kabak|date=September 9, 2014|access-date=September 13, 2014}}</ref> The improvements include an underground connection between Grand Central Terminal and One Vanderbilt; new mezzanines and exits for the subway station; and three new stairways to each of the Lexington Avenue Line platforms.<ref name=":4" /><ref name="nytimes 201405302">{{cite news|url=https://www.nytimes.com/2014/05/30/nyregion/65-story-tower-planned-near-grand-central-terminal.html|title=65-Story Tower Planned Near Grand Central Terminal|work=[[The New York Times]]|date=May 29, 2014 |access-date=September 13, 2014|last1=Bagli |first1=Charles V. }}</ref> This would directly result in additional capacity for the subway station, with 4,000 to 6,000 more subway passengers per hour being able to use the station, allowing for one additional express train per hour.<ref name=":4" /> These improvements would cost over $200 million.<ref name=":22">{{Cite news|url=https://www.wsj.com/articles/developer-sees-manhattan-office-tower-as-a-new-landmark-1476663585?scrlybrkr|title=Developer Sees Manhattan Office Tower as a New Landmark|last=Morris|first=Keiko|date=October 17, 2016|access-date=October 19, 2016|issn=0099-9660|newspaper=The Wall Street Journal}}</ref><ref>{{cite web|url=http://ny.curbed.com/archives/2014/09/08/one_vanderbilt_comes_with_200m_of_subway_improvements.php|title=One Vanderbilt Comes with $200M of Subway Improvements – In Transit|work=Curbed NY|last=Budin|first=Jeremiah|date=September 8, 2014|access-date=September 13, 2014}}</ref>

==Station listing==
{{NYCS service legend
| alltimes        = show
| allexceptrush   = show
| allexceptnights = show
| nightsonly      = show
| weekdaysonly    = show
| rushonly        = show
| rushpeak        = show
}}

{| class="wikitable"
|-
!Neighborhood<br />(approximate)
!{{Access icon}}
!Station
!Tracks
!Services
!Opened
!Transfers and notes
|-
!colspan=7 style="background-color: silver;"|Begins as a merge of the [[IRT Jerome Avenue Line]] ({{NYCS Jerome south|time=show}}) and [[IRT Pelham Line]] ({{NYCS Pelham|time=show}})
|-
!colspan=7 style="background-color: silver;"|Lexington Avenue Tunnel
|-
|rowspan=4|[[East Harlem]]
| align=center | {{Access icon}}
|{{stl|NYCS|125th Street|Lexington}}
|all
|{{NYCS Lexington|time=show}}
|July 17, 1918<ref name="lexopens"/>
|Connection to [[Metro-North Railroad]] at [[Harlem–125th Street station|Harlem–125th Street]]<br />[[M60 SBS (New York City bus)|M60 Select Bus Service]] to [[LaGuardia Airport]]
|-
|
|{{stl|NYCS|116th Street|Lexington}}
|local
|{{NYCS Lexington local|time=show}}
|July 17, 1918<ref name="lexopens"/>
|
|-
|
|{{stl|NYCS|110th Street}}
|local
|{{NYCS Lexington local|time=show}}
|July 17, 1918<ref name="lexopens"/>
|
|-
|
|{{stl|NYCS|103rd Street|Lexington}}
|local
|{{NYCS Lexington local|time=show}}
|July 17, 1918<ref name="lexopens"/>
|
|-
|rowspan=4|[[Upper East Side]]
|
|{{stl|NYCS|96th Street|Lexington}}
|local
|{{NYCS Lexington local|time=show}}
|July 17, 1918<ref name="lexopens"/>
|
|-
|{{Access icon}}&nbsp;↑
|{{stl|NYCS|86th Street|Lexington}}
|all
|{{NYCS Lexington|time=show}}
|July 17, 1918<ref name="lexopens"/>
| [[M86 SBS (New York City bus)|M86 Select Bus Service]]<br />Station is [[Americans with Disabilities Act of 1990|ADA-accessible]] in the northbound direction for the local platform only.
|-
|
|{{stl|NYCS|77th Street|Lexington}}
|local
|{{NYCS Lexington local|time=show}}
|July 17, 1918<ref name="lexopens"/>
| [[M79 SBS (New York City bus)|M79 Select Bus Service]]
|-
| align=center | {{Access icon}}
|nowrap|{{stl|NYCS|68th Street–Hunter College}}
|local
|{{NYCS Lexington local|time=show}}
|July 17, 1918<ref name="lexopens"/>
|
|-
|rowspan=4|[[Midtown Manhattan]]
|
|{{stl|NYCS|59th Street|Lexington}}
|all
|{{NYCS Lexington|time=show}}
|July 17, 1918<ref name="lexopens"/><br />(1962, express)
|{{NYCS Broadway 60th|time=show}} ([[BMT Broadway Line]] at {{stl|NYCS|Lexington Avenue–59th Street}})<br />Out-of-system transfer with [[MetroCard]]/[[OMNY]]: {{NYCS 63rd Lexington|time=show}} ([[63rd Street Lines]] at {{stl|NYCS|Lexington Avenue–63rd Street}})<br />[[Roosevelt Island Tramway]]<br />This station was originally a local station. The lower level for express trains was opened in 1962.
|-
| align=center | {{Access icon}}
|{{stl|NYCS|51st Street}}
|local
|{{NYCS Lexington local|time=show}}
|July 17, 1918<ref name="lexopens"/>
|{{NYCS Queens 53rd|time=show}} ([[IND Queens Boulevard Line]] at {{stl|NYCS|Lexington Avenue–53rd Street}})
|-
| align=center | {{Access icon}}
|{{stl|NYCS|Grand Central–42nd Street|Lexington}}
|all
|{{NYCS Lexington|time=show}}
|July 17, 1918<ref name="lexopens"/>
|{{NYCS Flushing south|time=show}} ([[IRT Flushing Line]])<br />{{NYCS 42nd|time=show}} ([[42nd Street Shuttle]])<br />Connection to [[Metro-North Railroad]] at [[Grand Central Terminal]]<br />Connection to [[Long Island Rail Road]] at [[Grand Central Madison]]
|-
!colspan=6 style="background-color: silver;"|merge on southbound local track to [[42nd Street Shuttle|IRT 42nd Street Line]] (no regular service)
|-
|[[Murray Hill, Manhattan|Murray Hill]]
|
|{{stl|NYCS|33rd Street}}
|local
|{{NYCS Lexington local|time=show}}
|October 27, 1904<ref name=145th/>
|[[M34 (New York City bus)|M34/M34A Select Bus Service]]
|-
|[[Rose Hill, Manhattan|Rose Hill]]
|{{Access icon}}&nbsp;↓
|{{stl|NYCS|28th Street|Lexington}}
|local
|{{NYCS Lexington local|time=show}}
|October 27, 1904<ref name=145th/>
|Station is [[Americans with Disabilities Act of 1990|ADA-accessible]] in the southbound direction only.
|-
|rowspan=2|[[Gramercy Park|Gramercy]]
| align=center | {{Access icon}}
|{{stl|NYCS|23rd Street–Baruch College}}
|local
|{{NYCS Lexington local|time=show}}
|October 27, 1904<ref name=145th/>
| [[M23 SBS (New York City bus)|M23 Select Bus Service]]
|-
|
|bgcolor=bfbfbf|{{stl|NYCS|18th Street|Lexington}}
|local
|
|October 27, 1904<ref name=145th/>
|Closed November 7, 1948<ref name="18th">{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1948/11/06/86757687.pdf|title=IRT Station to be Closed — New Style of Subway Platform Will Be Tried There|date=November 6, 1948|work=The New York Times|access-date=November 11, 2016|page=29}}</ref>
|-
|rowspan=1|[[Union Square, Manhattan|Union Square]]
| align=center | [[File:Aiga elevator.svg|20px|alt=Elevator access to mezzanine only]]
|{{stl|NYCS|14th Street–Union Square|Lexington}}
|all
|{{NYCS Lexington|time=show}}
|October 27, 1904<ref name=145th/>
|{{NYCS Canarsie|time=show}} ([[BMT Canarsie Line]])<br />{{NYCS Broadway|time=show}} ([[BMT Broadway Line]])<br />[[M14 (New York City bus)|M14A / M14D Select Bus Service]]<br />originally 14th Street
|-
|rowspan=1|[[East Village, Manhattan|East Village]]
|
|{{stl|NYCS|Astor Place}}
|local
|{{NYCS Lexington local|time=show}}
|October 27, 1904<ref name=145th/>
|
|-
|rowspan=1|[[NoHo]]
| align=center | {{Access icon}}
|{{stl|NYCS|Bleecker Street}}
|local
|{{NYCS Lexington local|time=show}}
|October 27, 1904<ref name=145th/>
|{{NYCS Sixth|time=show}} ([[IND Sixth Avenue Line]] at {{stl|NYCS|Broadway–Lafayette Street}})
|-
| rowspan="1" |[[Little Italy, Manhattan|Little Italy]]
|
|{{stl|NYCS|Spring Street|Lexington}}
|local
|{{NYCS Lexington local|time=show}}
|October 27, 1904<ref name=145th/>
|Abandoned trackway exists between express tracks with a signal room on top of it
|-
|rowspan=1|[[Chinatown, Manhattan|Chinatown]]
| align=center | {{Access icon}}
|{{stl|NYCS|Canal Street|Lexington}}
|local
|{{NYCS Lexington local|time=show}}
|October 27, 1904<ref name=145th/>
|{{NYCS Broadway south|time=show}} ([[BMT Broadway Line|BMT Broadway–Main line]])<br />{{NYCS Manhattan Bridge south|time=show}} ([[BMT Broadway Line|BMT Broadway–Manhattan Bridge line]])<br />{{NYCS Nassau north|time=show}} ([[BMT Nassau Street Line]])
|-
|rowspan=7|[[Civic Center, Manhattan|Civic Center]]
|
|bgcolor=bfbfbf|{{stl|NYCS|Worth Street}}
|local
|
|October 27, 1904<ref name=145th/>
|Closed September 1, 1962<ref name="worth">{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1962/09/01/83515455.pdf|title=New Platform for IRT Locals At Brooklyn Bridge to End Jams — Sharp Curve on Northbound Side — Removed Station Extended to Worth St.|last1=Grutzner|first1=Charles|date=September 1, 1962|newspaper=The New York Times|access-date=November 11, 2016|page=42}}</ref>
|-
| align=center | {{Access icon}}
|nowrap|{{stl|NYCS|Brooklyn Bridge–City Hall}}
|all
|{{NYCS Lexington|time=show}}
|October 27, 1904<ref name=145th/>
|{{NYCS Nassau north|time=show}} ([[BMT Nassau Street Line]] at {{stl|NYCS|Chambers Street|Nassau}})<br />originally Brooklyn Bridge, then Brooklyn Bridge–Worth Street There were two side platforms that accommodated 5 car local trains. Also, there are closed platform extensions to the south.
|-
|colspan=6 | &nbsp;
|-
!colspan=6 style="background-color: silver;"|local tracks leave the alignment of the express tracks; local trains [[short turn]] ({{NYCS City Hall|time=show}}) via the loop
|-
|
|bgcolor=bfbfbf|{{stl|NYCS|City Hall|Lexington}}
|loop
|
|nowrap|October 27, 1904<ref name=145th/>
|Closed December 31, 1945; currently used for local trains to [[short turn]] with no station stop. Lexington Avenue Line local trains stopped at station from 1904 to 1945 except late nights, when trains continued to South Ferry.<ref name=cityhall/>
|-
|colspan=6|&nbsp;
|-
!colspan=6 style="background-color: silver;"|express trains continue ({{NYCS Lexington south|time=show}})
|-
|rowspan=3|[[Financial District, Manhattan|Financial District]]
| align=center | {{Access icon}}
|{{stl|NYCS|Fulton Street|Lexington}}
|express
|{{NYCS Lexington south|time=show}}
|January 16, 1905<ref name=":0" />
|{{NYCS Eighth express|time=show}} ([[IND Eighth Avenue Line]])<br />{{NYCS Nassau south|time=show}} ([[BMT Nassau Street Line]])<br />{{NYCS Broadway-Seventh Brooklyn|time=show}} ([[IRT Broadway–Seventh Avenue Line]])<br />Connection to {{NYCS Broadway south|time=show}} at {{stl|NYCS|Cortlandt Street}} via [[Dey Street Passageway]]<br />Connection to [[Port Authority Trans-Hudson|PATH]] at {{stl|PATH|World Trade Center}}
|-
|
|{{stl|NYCS|Wall Street|Lexington}}
|express
|{{NYCS Lexington south|time=show}}
|June 12, 1905<ref name="pump">{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1905/06/13/100488269.pdf|title=Subway Trains Will Run Again This Morning — Through Service Promised for the Rush-Hour Crowds — Tunnel Pumped Out At Last — Big Water Main That Burst Was an Old One, Pressed Into Service Again After a Five-Hour Watch|date=June 13, 1905|newspaper=The New York Times|access-date=September 18, 2016|page=1}}</ref>
|
|-
| align=center | {{Access icon}}
|{{stl|NYCS|Bowling Green}}
|express
|{{NYCS Lexington south|time=show}}
|July 10, 1905<ref name=":1" />
|[[M15 SBS (New York City bus)|M15 Select Bus Service]]<br />[[Staten Island Ferry]] at [[South Ferry (Manhattan)|South Ferry]]
|-
!colspan=7 style="background-color: silver;"|Splits to Brooklyn via the [[Joralemon Street Tunnel]] ({{NYCS Lexington Brooklyn|time=show}}) to become the [[IRT Eastern Parkway Line]] Express tracks
|-
|colspan=7 | &nbsp;
|-
|rowspan=2|[[Financial District, Manhattan|Financial District]]
!colspan=6 style="background-color: silver;"|express train [[short turn]] ({{NYCS Lexington South Ferry|time=show}}) via both loops
|-
|
|bgcolor=bfbfbf|{{stl|NYCS|South Ferry|Lexington}}
|both loops
|
|July 10, 1905<ref name=":1" />
|Inner platform closed February 12, 1977; currently used for express trains to [[short turn]] with no station stop. Lexington Avenue Line trains used the [[South Ferry loops (IRT Broadway–Seventh Avenue Line)|outer platform]] from July 10, 1905, to July 1, 1918, and from 1950 to February 12, 1977. The outer platform closed on March 16, 2009; which allows Lexington Avenue Line trains to again use both loop tracks.
|}

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

==External links==
{{attached KML|display=inline,title}}
{{Commons category}}
* [http://www.nycsubway.org/lines/eastside.html nycsubway.org — IRT East Side Line]

{{Clear}}
{{NYCS lines navbox}}
{{NYCS navbox}}
{{NYCS stations navbox|lexington=yes}}
{{Crossings navbox
|structure        = Crossings
|place            = [[Harlem River]]
|bridge           = Lexington Avenue Tunnel
|bridge signs     = {{NYCS Lexington|time=bullets}}
|upstream         = [[Park Avenue Bridge (New York City)|Park Avenue Bridge]]
|upstream signs   =
|downstream       = [[Third Avenue Bridge (Manhattan)|Third Avenue Bridge]]
|downstream signs =
}}

{{DEFAULTSORT:Lexington}}
[[Category:New York City Subway lines]]
[[Category:Interborough Rapid Transit Company]]
[[Category:Railway lines opened in 1904]]
[[Category:1904 establishments in New York City]]