View source for 181st Street station (IRT Broadway–Seventh Avenue Line)

{{Short description|New York City Subway station in Manhattan}}
{{For|the station at West 181st Street & Fort Washington Avenue|181st Street (IND Eighth Avenue Line)}}
{{good article}}
{{Use mdy dates|date=August 2023}}
{{Use American English|date=August 2023}}
{{Infobox NYCS
| name = 181 Street
| image = 181st street station repaired.jpg
| image_caption = Renovated platform view
|alt=View of the renovated platform
| address = West 181st Street &amp; Saint Nicholas Avenue<br />New York, New York
| borough = [[Manhattan]]
| locale = [[Washington Heights, Manhattan|Washington Heights]]
| coordinates = {{coord|40.849|N|73.934|W|display=inline,title}}
| division = IRT
| line = [[IRT Broadway–Seventh Avenue Line]]
| service = Broadway-Seventh north
| connection = {{bus icon}} [[NYCT Bus]]: {{NYC bus link|M3|Bx3|Bx11|Bx13|Bx35|Bx36}}<br />{{bus icon}} [[George Washington Bridge Bus Station|GWB Bus Station]] <small>(at 179th Street)</small>
| platforms = 2 [[side platform]]s
| tracks = 2
| structure = Underground
| depth= {{convert|120|ft|m}}
| open_date = {{start date and age|1906|May|30|mf=yes}}
| accessible = mezzanine
| adjacent_stations = {{Adjacent stations|system=New York City Subway
|line=Broadway-Seventh north|left=191st Street|right=168th Street}}
| legend = {{NYCS infobox legend|alltimes}}
| embedded = <hr>{{Infobox NRHP
| embed = yes
| name = 181st Street Subway Station (IRT)
| added = March 30, 2005
| mpsub = New York City Subway System MPS
| refnum = 05000224<ref name="NRHP-05000224"/>
}}
| layout = {{NYCS 2-tracked side platform station|inline=y
|deg=330
|1=191st Street
|2=168th Street
|code2=IRT Broadway–Seventh Avenue Line
}}
}}
The '''181st Street station''' is a [[metro station|station]] on the [[IRT Broadway–Seventh Avenue Line]] of the [[New York City Subway]]. Located at the intersection of [[St. Nicholas Avenue (Manhattan)|St. Nicholas Avenue]] and [[181st Street (Manhattan)|181st Street]] in the [[Washington Heights, Manhattan|Washington Heights]] neighborhood of [[Manhattan]], it is served by the [[1 (New York City Subway service)|1]] train at all times.
Built by the [[Interborough Rapid Transit Company]] (IRT), the station opened on May 30, 1906, as part of the [[Early history of the IRT subway|first subway]], although the line had opened two months earlier and trains were skipping the station. It is one of three stations in the Fort George Mine Tunnel, which carries the Broadway–Seventh Avenue Line under Washington Heights, and is {{convert|120|ft|m}} below ground level. Due to the station's depth, the tunnel was blasted through the hillside; during the station's construction, a 300-ton boulder had killed 10 miners. The station's platforms were lengthened in 1948. The station was closed from December 2020 to November 2021 for elevator replacement.
The 181st Street station contains two [[side platform]]s and two tracks. The station was built with tile and mosaic decorations as well as a ceiling vault. The platforms contain exits to 181st Street and St. Nicholas Avenue. 181st Street is one of three New York City Subway stations that can be accessed only by elevators; however, the station's four elevators are not compliant with the [[Americans with Disabilities Act of 1990]] (ADA). The station is listed on the [[National Register of Historic Places]].
{{TOC limit|3}}
== History ==
=== Construction and opening ===
==== Construction ====
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 181st 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 {{Convert|100|ft||abbr=}} 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, 181st Street, and 191st Street stations were built as part of the Washington Heights Mine Tunnel (also known as the Fort George Tunnel), which stretches for over {{Convert|2|mi||abbr=}}.<ref name="NRHP-05000224">{{cite web|date=March 30, 2005|title=181st Street Subway Station (IRT)|url=https://s3.amazonaws.com/NARAprodstorage/lz/electronic-records/rg-079/NPS_NY/05000224.pdf|access-date=September 11, 2020|publisher=[[National Register of Historic Places]], [[National Park Service]]|archive-date=July 28, 2021|archive-url=https://web.archive.org/web/20210728164653/https://s3.amazonaws.com/NARAprodstorage/lz/electronic-records/rg-079/NPS_NY/05000224.pdf|url-status=live}}</ref>{{rp|5}}<ref name="HAER CE">{{cite web|last=Scott|first=Charles|date=1978|title=Design and Construction of the IRT: Civil Engineering|url=https://tile.loc.gov/storage-services/master/pnp/habshaer/ny/ny0300/ny0387/data/ny0387data.pdf|url-status=live|archive-url=https://web.archive.org/web/20210117001227/https://tile.loc.gov/storage-services/master/pnp/habshaer/ny/ny0300/ny0387/data/ny0387data.pdf |archive-date=January 17, 2021 |access-date=December 20, 2020|website=|publisher=Historic American Engineering Record|pages=208&ndash;282 (PDF pp. 209&ndash;283)|postscript=. {{PD-notice}}}}</ref>{{Rp|257}} The tunnel was dug through the hard rock under Washington Heights, with work proceeding from either end as well as from construction shafts. Construction shafts were excavated at 168th and 181st Streets, and elevators were installed inside these construction shafts after the tunnel was completed.<ref name="HAER CE" />{{Rp|257}}<ref name="Interborough Rapid Transit Company 1904 p.">{{cite book|author=Interborough Rapid Transit Company|url=https://books.google.com/books?id=MHURuDBc8VUC|title=New York Subway: Its Construction and Equipment|publisher=Interborough Rapid Transit Company|year=1904|isbn=|location=|pages=|postscript=. {{PD-notice}}|access-date=December 23, 2020|archive-date=July 28, 2021|archive-url=https://web.archive.org/web/20210728165919/https://books.google.com/books?id=MHURuDBc8VUC|url-status=live}}</ref>{{rp|60}} The tunnel was [[mining|mined]] in the early morning to minimize disruption. Much of the rock was crushed for concrete, including the concrete floor. The rails and arched roof were laid using travelers that proceeded the length of the tunnel.<ref name="NRHP-05000224" />{{rp|5}} During construction, on October 24, 1903, a 300-ton boulder weakened by an explosive gave way, killing 10 miners (six instantly) and injuring eight more.<ref name="Dwyer 2009">{{cite news|last=Dwyer|first=Jim|author-link=Jim Dwyer (journalist)|date=August 18, 2009|title=Subway Station Ceilings Were Built to Last, but Not Forever|url-access=limited|url=https://www.nytimes.com/2009/08/19/nyregion/19about.html|url-status=live|archive-date=July 22, 2020|access-date=July 16, 2016|work=The New York Times|archive-url=https://web.archive.org/web/20200722193106/https://www.nytimes.com/2009/08/19/nyregion/19about.html}}</ref><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|166}} The dead miners consisted of nine Italian immigrants (including the foreman) as well as an electrician from Germany.<ref name="PBS">{{cite web|last=Mannes|first=Elena|title=New York Underground Transcript|url=https://www.pbs.org/wgbh/amex/technology/nyunderground/nyundergroundts.html|url-status=dead|archive-url=https://web.archive.org/web/20160506075826/https://www.pbs.org/wgbh/amex/technology/nyunderground/nyundergroundts.html|archive-date=May 6, 2016|access-date=July 16, 2016|website=PBS}}</ref>
==== Opening ====
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 1904,<ref name="Walker 1918" />{{Rp|186}}<ref name="PSC1909">{{Cite book|url=https://books.google.com/books?id=kKUlAQAAIAAJ|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-date=May 21, 2022|archive-url=https://web.archive.org/web/20220521165001/https://books.google.com/books?id=kKUlAQAAIAAJ|url-status=live}}</ref>{{Rp|189}} with the line being extended to [[157th Street station|157th Street]] that year.<ref name="PSC1909" />{{Rp|191}} 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=limited|url=https://www.nytimes.com/1907/01/14/archives/farthest-north-in-town-by-the-interborough-take-a-trip-to-the-new.html|url-status=live|access-date=April 1, 2021|archive-date=May 21, 2022|archive-url=https://web.archive.org/web/20220521165002/https://www.nytimes.com/1907/01/14/archives/farthest-north-in-town-by-the-interborough-take-a-trip-to-the-new.html?searchResultPosition=1}}</ref>}} on March 12, 1906, with the station at 181st Street not yet open.<ref name="SkippedStations">{{cite news|url-access=limited|url=https://www.nytimes.com/1906/03/13/archives/trains-to-ship-canal-but-they-whiz-by-washington-heights-stations.html|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 21, 2022|archive-url=https://web.archive.org/web/20220521164200/https://www.nytimes.com/1906/03/13/archives/trains-to-ship-canal-but-they-whiz-by-washington-heights-stations.html?searchResultPosition=1|url-status=live}}</ref> The 181st Street station opened on May 30, 1906, when express trains began running through to 221st Street.<ref name="nyt19060530">{{Cite news|url-access=limited|url=https://www.nytimes.com/1906/05/30/archives/oyster-boat-blows-up-captain-and-his-crew-have-a-narrow-escape-in.html|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=May 21, 2022|archive-url=https://web.archive.org/web/20220521165003/https://www.nytimes.com/1906/05/30/archives/oyster-boat-blows-up-captain-and-his-crew-have-a-narrow-escape-in.html?searchResultPosition=2|url-status=live}}</ref> On the following day, new feeder streetcar lines operated by the Interborough Railway Company began running from the Bronx, over the [[Washington Bridge (Harlem River)|Washington Bridge]], and along 181st Street, to the station to provide transfers with the subway at the new station.<ref>{{Cite news|date=May 31, 1906|title=From Battery to Kingsbridge.|work=Yonkers Statesman|url=https://www.newspapers.com/clip/75402761/yonkers-statesman/|access-date=April 9, 2021|archive-date=May 21, 2022|archive-url=https://web.archive.org/web/20220521165005/https://www.newspapers.com/clip/75402761/yonkers-statesman/|url-status=live}}</ref> These routes ran along Aqueduct Avenue, Fordham Road, 189th Street, Southern Boulevard, and 180th Street in the Bronx, connecting the West Bronx with the new subway line.<ref>{{Cite news|date=May 26, 1906|title=New Bronx Lines Ready. The Interborough Subway Feeders to Start Next Thursday|work=The New York Times|url=https://www.newspapers.com/clip/75402795/the-new-york-times/|access-date=April 9, 2021|issn=0362-4331|archive-date=May 21, 2022|archive-url=https://web.archive.org/web/20220521165003/https://www.newspapers.com/clip/75402795/the-new-york-times/|url-status=live}}</ref>
The opening of the first subway line, and particularly the 181st Street station, in conjunction with the streetcar routes over the Washington Bridge, helped contribute to a development boom in the direct vicinity of the station and the development of [[Washington Heights, Manhattan|Washington Heights]].<ref name="NRHP-05000224" />{{rp|10}} Within five years, five- and six-story apartment buildings occupied most of the area around the station.<ref>{{Cite news|date=September 19, 1909|title=The Real Estate Market: Changes Take Place On Washington Heights|work=The New York Sun|url=https://www.newspapers.com/clip/75402494/the-sun/|access-date=April 9, 2021|archive-date=May 21, 2022|archive-url=https://web.archive.org/web/20220521165004/https://www.newspapers.com/clip/75402494/the-sun/|url-status=live}}</ref><ref name="nyt19110122">{{Cite news|date=January 22, 1911|title=Era of Building Activity Opening for Fort George: New Subway Station at 191st Street and Proposed Underground Road to Fairview Avenue Important Factors in Coming Development–One Block Of Apartments Finished|page=X11|work=The New York Times|url-access=limited|url=https://www.nytimes.com/1911/01/22/archives/article-17-no-title.html|access-date=February 6, 2019|issn=0362-4331|archive-date=December 22, 2021|archive-url=https://web.archive.org/web/20211222094832/https://www.nytimes.com/1911/01/22/archives/article-17-no-title.html|url-status=live}}</ref> The opening of the subway transformed the sparsely populated area into a growing neighborhood with apartment buildings and thriving business district along 181st Street.<ref>{{Cite news|date=December 9, 1917|title=West 181st Street Centre of Thriving Upper Washington Heights Residential and Business Community|language=en-US|page=45|work=The New York Times|url-access=subscription|url=https://timesmachine.nytimes.com/timesmachine/1917/12/09/98256660.pdf|access-date=January 28, 2021|issn=0362-4331|archive-date=August 7, 2021|archive-url=https://web.archive.org/web/20210807173614/https://timesmachine.nytimes.com/timesmachine/1917/12/09/98256660.pdf|url-status=live}}</ref>
After the first subway line was completed in 1908,<ref name="242nd">{{cite news|url-access=limited|url=https://www.nytimes.com/1908/08/02/archives/our-first-subway-completed-at-last-opening-of-the-van-cortlandt.html|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|date=August 2, 1908|work=The New York Times|access-date=November 6, 2016|page=10|archive-date=December 23, 2021|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|url-status=live}}</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|url=https://babel.hathitrust.org/cgi/pt?id=nyp.33433081730503;view=1up;seq=151|title=Brooklyn Daily Eagle Almanac|publisher=Brooklyn Daily Eagle|year=1916|pages=119|access-date=December 21, 2020|archive-date=May 11, 2021|archive-url=https://web.archive.org/web/20210511155639/https://babel.hathitrust.org/cgi/pt?id=nyp.33433081730503;view=1up;seq=151|url-status=live}}</ref>
Due to the draftiness of the 181st Street and 168th Street stations, many women's petticoats would fly about. In February 1908, engineers at the [[New York Public Service Commission]] (PSC) were almost done devising a solution to the problem.<ref>{{Cite news|date=February 8, 1908|title=Must Keep Skirts Sedate. New York Officials Order Engineers to Stop Drafts.|work=The Salina Evening Journal|location=Salina, Kansas|url=https://www.newspapers.com/clip/75402524/the-salina-evening-journal/|access-date=April 9, 2021|archive-date=April 9, 2021|archive-url=https://web.archive.org/web/20210409120531/https://www.newspapers.com/clip/75402524/the-salina-evening-journal/|url-status=live}}</ref>
=== Service changes and station renovations ===
==== 1910s to 1930s ====
[[File:181stairirtjeh.jpg|thumb|Street stair|alt=Stair providing entrance to the station from the street]]
The station was originally built with two elevators on the southern end of the uptown platform.<ref>{{cite news|title=More Lifts for 181st St. Subway Station|work=The New York Times|date=April 23, 1909|url-access=subscription|url=https://timesmachine.nytimes.com/timesmachine/1909/04/23/101737198.html|access-date=July 16, 2016}}</ref> In fiscal year 1909, work was done to increase the carrying load of the elevators.<ref>{{Cite book|last=|first=|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|isbn=|location=|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> On June 25, 1909, the [[New York City Board of Estimate]] approved an appropriation of $160,000 ({{inflation|index=US|value=160000|start_year=1909|fmt=eq}}) for the installation of four additional elevators on the northern end of the uptown platform.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252010%2FNew%2520York%2520NY%2520Evening%2520Post%2FNew%2520York%2520NY%2520Evening%2520Post%25201909%2520Grayscale%2FNew%2520York%2520NY%2520Evening%2520Post%25201909%2520Grayscale%2520-%25202378.pdf|title=$160,000 For Subway Elevators.|date=June 26, 1909|work=The Evening Post|access-date=February 12, 2019|archive-date=May 21, 2022|archive-url=https://web.archive.org/web/20220521165009/https://fultonhistory.com/Newspaper%2010/New%20York%20NY%20Evening%20Post/New%20York%20NY%20Evening%20Post%201909%20Grayscale/New%20York%20NY%20Evening%20Post%201909%20Grayscale%20-%202378.pdf|url-status=live}}</ref> These elevators measured {{Convert|8.75|by|11.5|ft|abbr=}} each and could carry up to {{Convert|8000|lb|1|abbr=}}.<ref name="ER1907">{{Cite journal|date=1907|title=The Elevator and Escalator Equipment of the New York Subway|url=https://hdl.handle.net/2027/iau.31858033398698?urlappend=;seq=83|journal=The Engineering Record, Building Record and the Sanitary Engineer|language=en|volume=56|pages=69–70|hdl=2027/iau.31858033398698?urlappend=%3Bseq=83|access-date=December 23, 2020|via=HathiTrust|archive-date=May 21, 2022|archive-url=https://web.archive.org/web/20220521165012/https://babel.hathitrust.org/cgi/pt?id=iau.31858033398698;seq=83;a=zoom:1|url-status=live}}</ref> In June 1910, work on the additional elevators was about 50 percent complete and was on track to be completed by March 1, 1911, although some of the elevators were to be placed in service before then.<ref>{{Cite book|last=|first=|url=https://babel.hathitrust.org/cgi/pt?id=uiug.30112111474968&view=1up&seq=192&q1=181ST%20STREET|title=1909-1910 Annual Report of the Interborough Rapid Transit Company for the Year Ended June 30, 1910|publisher=Interborough Rapid Transit Company|year=1910|isbn=|location=|pages=18|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> Work to install the elevators was nearly complete in 1911, and the final [[Surface finishing|finishes]] were installed by January and February 1912.<ref>{{Cite book|last=|first=|url=https://books.google.com/books?id=QthLAQAAMAAJ&q=%22southeast+corner%22+%22104th+street%22+%22entrance%22&pg=PA163|title=Report of the Public Service Commission for the First District of the State of New York|date=1913|publisher=New York State Public Service Commission|isbn=|location=|pages=163|language=en|access-date=April 10, 2021|archive-date=May 4, 2022|archive-url=https://web.archive.org/web/20220504023725/https://books.google.com/books?id=QthLAQAAMAAJ&q=%22southeast+corner%22+%22104th+street%22+%22entrance%22&pg=PA163|url-status=live}}</ref> On February 3, 1913, the PSC was informed that the IRT had let a contract to construct an additional elevator at the station, which would be completed in April. The elevator would supplement the four elevators already in service at the station and would make use of the space provided in the elevator shaft for two additional elevators. The PSC had ordered that the IRT install two additional elevators in the station a few months prior.<ref>{{cite news |title=New Lift At 181st Street: First of Two More Elevators Being Put in Subway Station |url=https://www.newspapers.com/clip/75403235/new-york-tribune/ |access-date=April 9, 2021 |work=New-York Tribune |date=February 4, 1913 |archive-date=May 21, 2022 |archive-url=https://web.archive.org/web/20220521165005/https://www.newspapers.com/clip/75403235/new-york-tribune/ |url-status=live }}</ref> On May 19, 1915, residents of Washington Heights requested that the PSC install additional elevators at the 181st Street and 168th Street stations.<ref>{{Cite news|date=May 20, 1915|title=Brief News Notes|work=The Bridgeport Times and Evening Farmer|url=https://www.newspapers.com/clip/75403441/the-bridgeport-times-and-evening-farmer/|access-date=April 9, 2021|archive-date=May 21, 2022|archive-url=https://web.archive.org/web/20220521165005/https://www.newspapers.com/clip/75403441/the-bridgeport-times-and-evening-farmer/|url-status=live}}</ref>
To address overcrowding, in 1909, the PSC 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=%2Bzoological%2Bstation&pg=PA596|url-status=live}}</ref>{{Rp|15}} The northbound platform at the 181st Street station was extended {{convert|176|ft}} to the north; timbering was used to support the arched ceiling during the extension work, thereby allowing it to retain structural integrity.<ref name="Report 1911" />{{rp|113&ndash;114}} 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"/>
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 West Side Line 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-access=limited|url=https://www.nytimes.com/1918/08/02/archives/open-new-subway-lines-to-traffic-called-a-triumph-great-h-system.html|access-date=October 4, 2011|issn=0362-4331|archive-date=January 6, 2021|archive-url=https://web.archive.org/web/20210106233417/https://www.nytimes.com/1918/08/02/archives/open-new-subway-lines-to-traffic-called-a-triumph-great-h-system.html?searchResultPosition=1|url-status=live}}</ref>
On March 10, 1925, members of a committee of the Cheskchamay Democratic Club of the 23rd Assembly District requested that the [[New York City Board of Transportation]] (NYCBOT) construct additional elevators at 180th Street and 182nd Street on the west side of St. Nicholas Avenue to reduce congestion at the station's six elevators. Transit Commissioner John O'Ryan said he would look into the issue and said that having the four north elevators run to the northbound platform instead of running only to the mezzanine level as a short-term measure could help address some of the congestion.<ref>{{Cite news|date=March 11, 1925|title=Contract Urged For Subway Platforms: Delaney Board Asks Board of Estimate to Make Awards for Lengthening.|work=The Brooklyn Standard Union|url=https://www.newspapers.com/clip/75403272/the-standard-union/|access-date=April 9, 2021|archive-date=May 21, 2022|archive-url=https://web.archive.org/web/20220521165005/https://www.newspapers.com/clip/75403272/the-standard-union/|url-status=live}}</ref>
==== 1940s to 1990s ====
[[File:181 Street 1 train vc.jpg|thumb|A view of the platform extensions|alt=A column with the number "181" and a low ceiling within the platform extensions]]
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-access=subscription|url=https://www.nytimes.com/1940/06/13/archives/city-transit-unity-is-now-a-reality-title-to-irt-lines-passes-to.html |access-date=2022-05-14 |issn=0362-4331 |archive-date=January 7, 2022 |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 |url-status=live }}</ref><ref name="p1248134780">{{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 181st 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 181st 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 ({{inflation|index=US|value=3891000|start_year=1946|fmt=eq}}).<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 at 181st Street opened.<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://www.nytimes.com/1948/07/10/archives/more-long-platforms-five-subway-stations-on-irt-to-accommodate.html|access-date=March 27, 2016|issn=0362-4331|archive-date=January 8, 2021|archive-url=https://web.archive.org/web/20210108210737/https://www.nytimes.com/1948/07/10/archives/more-long-platforms-five-subway-stations-on-irt-to-accommodate.html?searchResultPosition=1|url-status=live}}</ref> Simultaneously, the IRT routes were given numbered designations 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 | title=How did the MTA subway lines get their letter or number? NYCurious | website=amNewYork | date=May 17, 2019 | url=https://www.amny.com/transit/nyc-subway-name-1-31116195/ | access-date=January 27, 2021 | archive-date=March 2, 2021 | archive-url=https://web.archive.org/web/20210302020704/https://www.amny.com/transit/nyc-subway-name-1-31116195/ | url-status=live }}</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|journal=New York Division Bulletin|publisher=Electric Railroaders' Association|volume=3|issue=1|page=2|access-date=January 27, 2021|archive-date=September 14, 2020|archive-url=https://web.archive.org/web/20200914232631/https://erausa.org/pdf/bulletin/1960/1960-01-bulletin.pdf|url-status=dead}}</ref> In 1959, all 1 trains became local.<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-access=subscription|url=https://www.nytimes.com/1959/02/07/archives/wagner-praises-modernized-irt-mayor-and-transit-authority-are.html|access-date=November 6, 2016|archive-date=January 1, 2018|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|url-status=live}}</ref>
On December 28, 1950, the NYCBOT issued a report concerning the construction of bomb shelters in the subway system. Five deep stations in Washington Heights, including the 181st 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 protecting 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>
On July 28, 1959, the [[New York City Transit Authority]] (NYCTA) released an invitation to contractors to bid on a project to remove an entrance kiosk at street level and replace it with an underpass under 181st Street to the street's northern building line. Work on the project was to be completed within eight months of the letting of the contract.<ref>{{Cite news|date=August 11, 1959|title=Invitation to Contractors (Contract C-133)|work=New York Daily News|url=https://www.newspapers.com/clip/75402215/daily-news/|access-date=April 9, 2021}}</ref> The old entrance kiosk was demolished with a ceremony in April 1960. City officials claimed it was the highest subway kiosk in Manhattan, at {{convert|188|ft}} above sea level.<ref>{{Cite news|last=Johnston|first=Richard J. h|date=1960-04-08|title=City Escorts a Subway Kiosk Into Limbo; Uptown Ceremony Full of Pomp and Press Agentry|language=en-US|work=The New York Times|url-access=subscription|url=https://www.nytimes.com/1960/04/08/archives/city-escorts-a-subway-kiosk-into-limbo-uptown-ceremony-full-of-pomp.html|access-date=2022-06-14|issn=0362-4331}}</ref> Additionally, in Fiscal Year 1959, two elevators in the station were replaced with automatic ones that could travel at higher speeds.<ref name="New York City Transit Authority 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=9|access-date=December 22, 2020|archive-date=May 11, 2021|archive-url=https://web.archive.org/web/20210511153724/https://s3.amazonaws.com/nycsubway.org/images/pdf/nyct_annual_report_1959.pdf|url-status=live}}</ref> In Fiscal Year 1961, the installation of fluorescent lighting at the station was completed.<ref name="Annual Report 1960">{{Cite book|last=|first=|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|isbn=|location=|pages=12}}</ref> In 1963, one of the elevators at the station was replaced, while work replacing two more was underway.<ref name="Annual Report 1963">{{Cite book|last=|first=|title=New York City Transit Authority Annual Report For The Year Ended July 1, 1962 to June 30, 1963|publisher=New York City Transit Authority|year=1963|isbn=|location=|pages=15}}</ref> In June 1964, it was expected that the replacement of another elevator would be completed in September.<ref name=":3-64">{{Cite book|last=|first=|url=https://s3.amazonaws.com/nycsubway.org/images/pdf/nyct_annual_report_1964.pdf|title=New York City Transit Authority Annual 1963-1964|publisher=New York City Transit Authority|year=1964|isbn=|location=|pages=5|access-date=April 9, 2021|archive-date=August 11, 2021|archive-url=https://web.archive.org/web/20210811011611/https://s3.amazonaws.com/nycsubway.org/images/pdf/nyct_annual_report_1964.pdf|url-status=live}}</ref><!--In December 1978, the Union Switch & Signal Division of [[WABCO]] was awarded a $160,000 contract to install switch machines, automatic train stops, and signals for a new track switch to be installed south of the station.<ref>{{Cite news|date=December 5, 1972|title=WABCO Sets Transit Orders|work=Pittsburgh Post-Gazette|url=https://www.newspapers.com/clip/75402174/pittsburgh-post-gazette/|access-date=April 9, 2021}}</ref>-->
[[File:NYCS IRT Bway7Ave 181stSt.jpg|thumb|The northern end of the station in 1978|alt=The northern end of the station in 1978, showing an archway and a shorter ceiling in the background, as well as a tall ceiling in the foreground]]
The mezzanine to the southern elevators was closed in 1981.<ref name="NRHP-05000224" />{{rp|8}} The station was closed for the installation of new elevators in the late 1990s and reopened on November 22, 1999, upon the completion of the installation.{{efn|According to Patch and the MTA, in 2020 the elevators were more than eighty years old.<ref name="Patch 2020"/> However, directly contradicts a 1999 bulletin in the ''Daily News'' that announced the installation of new elevators.<ref name=nydn19991119/>}} The entrance at the southeast corner of 181st Street and St. Nicholas Avenue was to remain closed until early 2000.<ref name="nydn19991119">{{Cite news|date=November 19, 1999|title=1 9 The 181st Street station will reopen on Monday, November 22. Elevator installation is complete.|work=New York Daily News|url=https://www.newspapers.com/clip/22799942/daily_news/|access-date=March 8, 2019|archive-date=May 21, 2022|archive-url=https://web.archive.org/web/20220521165204/https://www.newspapers.com/clip/22799942/daily-news/|url-status=live}}</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-access=limited|url=https://www.nytimes.com/1989/06/04/nyregion/skip-stop-subway-plan-annoys-no-1-riders.html|access-date=June 15, 2016|issn=0362-4331|archive-date=August 10, 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|url-status=live}}</ref> the 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/|access-date=November 8, 2018|archive-date=November 8, 2018|archive-url=https://web.archive.org/web/20181108224523/https://www.newspapers.com/clip/25210677/daily_news/|url-status=live}}</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 181st 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/|access-date=November 8, 2018|archive-date=November 8, 2018|archive-url=https://web.archive.org/web/20181108224708/https://www.newspapers.com/clip/22823286/daily_news/|url-status=live}}</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|access-date=August 1, 2009|publisher=New York City Transit Authority|archive-date=June 26, 2020|archive-url=https://web.archive.org/web/20200626000015/http://subwaynut.com/brochures/1and9skipstop.pdf|url-status=dead}}</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-access=limited|url=https://www.nytimes.com/1989/08/22/nyregion/new-service-for-subways-on-west-side.html|access-date=June 15, 2016|issn=0362-4331|archive-date=August 10, 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|url-status=live}}</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|author-link=Sewell Chan|date=May 25, 2005|title=On Its Last Wheels, No. 9 Line Is Vanishing on Signs|work=The New York Times|url-access=limited|url=https://www.nytimes.com/2005/05/25/nyregion/25train.html|access-date=August 29, 2016|issn=0362-4331|archive-date=March 17, 2015|archive-url=https://web.archive.org/web/20150317100921/http://www.nytimes.com/2005/05/25/nyregion/25train.html|url-status=live}}</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|publisher=Metropolitan Transportation Authority|website=mta.info}}</ref>
====21st century====
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}}</ref><ref name="Waller 2003" /> In July 2003, to reduce costs, the [[Metropolitan Transportation Authority]] (MTA) announced that as part of its 2004 budget it would eliminate 22 elevator operator positions at the 181st 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}}</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 ({{inflation|index=US|value=1150000|start_year=2003|fmt=eq}}) 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 181st 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 |last=Gould |first=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}}</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}}</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}}</ref>
[[File:181stGWB.jpg|thumb|Station view before the 2009 ceiling collapse. Note the scaffolding on the bridge from the 2007 ceiling collapse|alt=View of the station before the 2009 ceiling collapse, with scaffolding on an overpass between the platforms]]
The station was added to the National Register of Historic Places in 2005.<ref name="NRHP-05000224" /> There was a partial ceiling collapse at the station in 2007.<ref name="Dwyer 2009" /> After that collapse, protective scaffolding was erected, and officials devised a master plan for ceiling repairs. However, funds for the ceiling repairs were not approved by the [[New York State Legislature]] until August 14, 2009.<ref name="Dwyer 2009"/> Two days later, on August 16 at around 10:30&nbsp;pm, a 25-foot section of the bricks collapsed onto both tracks and platforms. Nobody was injured in the incident.<ref name="Dwyer 2009" /> This caused suspension of 1 service between 168th Street and Dyckman Street stations in both directions for eight days with free shuttle buses providing replacement.<ref>{{cite news|date=August 18, 2009|title=Subway station repairs to take days|publisher=[[WABC-TV]] news|url=https://abc7ny.com/archive/6969234/|url-status=live|access-date=August 18, 2009|archive-url=https://web.archive.org/web/20110604043702/http://abclocal.go.com/wabc/story?section=resources%2Ftraffic&id=6969234|archive-date=June 4, 2011}}</ref><ref name="NYT0824">{{cite news|last=Grynbaum|first=Michael M.|date=August 24, 2009|title=Service on No. 1 Subway Line Is Largely Restored|work=The New York Times|url=http://cityroom.blogs.nytimes.com/2009/08/24/service-on-no-1-subway-line-is-largely-restored/|access-date=August 24, 2009|archive-date=February 26, 2012|archive-url=https://web.archive.org/web/20120226004141/http://cityroom.blogs.nytimes.com/2009/08/24/service-on-no-1-subway-line-is-largely-restored/|url-status=live}}</ref> End-to-end service on the 1 was restored on August 24,<ref name="NYT0824" /> and the 181st Street station reopened one week later.<ref>{{cite news|date=August 30, 2009|title=No. 1 Line Service Restored to 181st Street|publisher=Metropolitan Transportation Authority|url=http://www.mta.info/mta/news/releases/?en=090830-NYCT130|url-status=live|access-date=August 31, 2009|archive-url=https://web.archive.org/web/20091222084723/http://mta.info/mta/news/releases/?en=090830-NYCT130|archive-date=December 22, 2009}}</ref><ref>{{cite news|title=Subway Misery Has Express Stop At 181st Street|work=[[NY1]]|url=http://www.ny1.com/content/124760/subway-misery-has-express-stop-at-181st-street|url-status=dead|access-date=September 1, 2010|archive-url=https://web.archive.org/web/20120226004146/http://www.ny1.com/content/124760/subway-misery-has-express-stop-at-181st-street|archive-date=February 26, 2012}}</ref> An internal MTA audit found that the ceiling had been allowed to decay for a decade prior to the collapse.<ref>{{cite news|last=Hasselle|first=Della|date=June 29, 2010|title=MTA Negligence Led to Subway Station Ceiling Collapse, Report Says|url=https://www.dnainfo.com/new-york/20100629/manhattan/mta-negligence-led-subway-station-ceiling-collapse-report-says|access-date=January 7, 2021|work=DNAinfo New York|archive-date=January 11, 2021|archive-url=https://web.archive.org/web/20210111094653/https://www.dnainfo.com/new-york/20100629/manhattan/mta-negligence-led-subway-station-ceiling-collapse-report-says/|url-status=dead}}</ref> A $30 million ({{inflation|index=US|value=30000000|start_year=2011|fmt=eq}}) repair of the 168th and 181st Street stations was to start in early 2012,<ref>{{cite news|last=Redwine|first=Tina|date=October 11, 2011|title=Washington Heights Straphangers Annoyed At Long-Delayed Subway Station Repairs|work=[[NY1]]|url=http://www.ny1.com/content/news_beats/transit/148777/washington-heights-straphangers-annoyed-at-long-delayed-subway-station-repairs|url-status=dead|access-date=October 12, 2011|archive-url=https://web.archive.org/web/20120226004151/http://www.ny1.com/content/news_beats/transit/148777/washington-heights-straphangers-annoyed-at-long-delayed-subway-station-repairs|archive-date=February 26, 2012}}</ref><ref>{{cite news|date=October 13, 2011|title=MTA to Revamp 168th Street 1 Train Platform in 2012|url=https://www.dnainfo.com/new-york/20111013/washington-heights-inwood/mta-revamp-168th-street-1-train-platform-2012|access-date=January 7, 2021|work=DNAinfo New York|archive-date=January 11, 2021|archive-url=https://web.archive.org/web/20210111123149/https://www.dnainfo.com/new-york/20111013/washington-heights-inwood/mta-revamp-168th-street-1-train-platform-2012/|url-status=dead}}</ref> but was delayed by several months due to scheduling conflicts.<ref>{{cite news|last=Zanoni|first=Carla|date=May 7, 2012|title=MTA Delays Overhaul of 168th and 181st Street 1 Train Stations Until Fall|url=https://www.dnainfo.com/new-york/20120507/washington-heights/mta-delays-overhaul-of-168th-181st-street-1-train-stations-until-fall|access-date=January 7, 2021|work=DNAinfo New York|archive-date=January 12, 2021|archive-url=https://web.archive.org/web/20210112083358/https://www.dnainfo.com/new-york/20120507/washington-heights/mta-delays-overhaul-of-168th-181st-street-1-train-stations-until-fall/|url-status=dead}}</ref> The renovation, which started in late 2012, was scheduled to take two and a half years.<ref>{{cite news|last=Chiwaya|first=Nigel|date=March 6, 2013|title=Repairs to 168th and 181st Street 1 Stations to Begin in Spring, MTA Says|url=https://www.dnainfo.com/new-york/20130306/washington-heights/repairs-168th-181st-street-1-stations-begin-spring-mta-says|access-date=January 7, 2021|work=DNAinfo New York|archive-date=January 12, 2021|archive-url=https://web.archive.org/web/20210112031222/https://www.dnainfo.com/new-york/20130306/washington-heights/repairs-168th-181st-street-1-stations-begin-spring-mta-says/|url-status=dead}}</ref> The project received the 2018 Design Award of Excellence from the [[Society of American Registered Architects]]' New York chapter.<ref>{{Cite web|title=2018 Design Awards Winners|url=https://www.sarany.org/2018-design-awards-winners|access-date=March 29, 2021|website=SARA NY|language=en-US|archive-date=March 30, 2022|archive-url=https://web.archive.org/web/20220330071843/https://www.sarany.org/2018-design-awards-winners|url-status=live}}</ref>
This station was closed from December 5, 2020, to November 30, 2021, for elevator repair; this was accelerated from an original date range of March 2021 to February 2022.<ref>{{Cite web|date=2021-12-01|title=Wash Heights 181st Street 1 Station Reopens With New Elevators|url=https://patch.com/new-york/washington-heights-inwood/wash-heights-181st-street-1-station-reopens-new-elevators|access-date=2021-12-01|website=Washington Heights-Inwood, NY Patch|language=en|archive-date=December 1, 2021|archive-url=https://web.archive.org/web/20211201190144/https://patch.com/new-york/washington-heights-inwood/wash-heights-181st-street-1-station-reopens-new-elevators|url-status=live}}</ref><ref name="CB12-202011">{{Cite AV media|url=https://www.youtube.com/watch?v=jb18Blr3dBA#t=5076| archive-url=https://web.archive.org/web/20210128060237/https://www.youtube.com/watch?v=jb18Blr3dBA| archive-date=2021-01-28 | url-status=dead|title=Traffic & Transportation November Committee Meeting|format=video|via=YouTube|date=November 2, 2020|access-date=November 2, 2020|at=1:24:36 to 1:25:05}}</ref><ref>{{cite news|last1=Abramov|first1=Nora|last2=Mocker|first2=Greg|date=December 18, 2018|title=5 subway stations will get replacement elevators|url=https://pix11.com/2018/12/18/5-subway-stations-will-get-replacement-elevators/|url-status=live|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|access-date=December 19, 2018|work=WPIX 11 New York}}</ref><ref>{{Cite web|date=December 18, 2018|title=Five Subway Stations in Upper Manhattan to Receive New Elevators|url=http://www.mta.info/press-release/nyc-transit/updated-five-subway-stations-upper-manhattan-receive-new-elevators|archive-url=https://web.archive.org/web/20191219182344/http://www.mta.info/press-release/nyc-transit/five-subway-stations-upper-manhattan-receive-new-elevators|archive-date=December 19, 2019|website=mta.info|access-date=December 18, 2018|publisher=Metropolitan Transportation Authority}}</ref> As part of the reconstruction, the elevators were extended to directly serve the northbound platform.<ref name="Patch 2020">{{Cite news|date=December 3, 2020|title=Washington Heights 181st 1 Station Set To Close: What To Know|url=https://patch.com/new-york/washington-heights-inwood/washington-heights-181st-1-station-set-close-what-know|access-date=March 29, 2021|work=Washington Heights-Inwood, NY Patch|language=en|archive-date=December 11, 2020|archive-url=https://web.archive.org/web/20201211194704/https://patch.com/new-york/washington-heights-inwood/washington-heights-181st-1-station-set-close-what-know|url-status=live}}</ref><ref name="CB12-202011" /> During construction, the frequency of M3 bus service between 191st Street and 168th Street was increased.<ref name="CB12-202011" /> According to a study conducted by [[New York University]] researchers and published in 2024, the 181st Street 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 |date=November 26, 2024 |title=The Air in Subway Stations Is Bad for You, Study Finds |url=https://www.nytimes.com/2024/11/26/nyregion/subway-stations-pollution.html |access-date=November 27, 2024 |website=The New York Times}}</ref><ref>{{cite web |last=Khalifeh |first=Ramsey |last2=Lane |first2=Charles |date=August 7, 2024 |title=Toxic NYC subway air puts Black, Hispanic riders at higher health risk, NYU study finds |url=https://gothamist.com/news/toxic-subway-air-is-worse-for-black-and-hispanic-commuters-nyu-researchers-say |access-date=November 27, 2024 |website=Gothamist}}</ref>
{{Clear|left}}
==Station layout==
{|cellspacing=0 cellpadding=3
|style="border-top:solid 1px gray;" width=50|'''Ground'''
|style="border-top:solid 1px gray;" width=100|Street level
|style="border-top:solid 1px gray;" width=500|Exit/entrance<br />{{NYCS Platform Layout access}}
|-
|style="border-top:solid 1px gray;" colspan=2|'''Mezzanine'''
|style="border-top:solid 1px gray;"|Fare control, station agent, elevator bank
|-
|style="border-top:solid 1px gray;" colspan=2|'''Bridge'''
|style="border-top:solid 1px gray;"|Elevator bank, crossover to southbound platform
|-
|style="border-top:solid 1px gray;border-bottom:solid 1px gray;" rowspan=5 valign=top|'''Platform level'''
|style="border-top:solid 1px gray;" colspan=2|Elevator bank
|-
|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]]</small>
|-
|<span style=color:#{{rcr|NYCS|red}}>'''Northbound'''</span>
|← {{rint|newyork|1}} toward {{stl|NYCS|Van Cortlandt Park–242nd Street}} <small>({{NYCS Platform Layout IRT Broadway–Seventh Avenue Line/previous}})</small>
|-
|style="border-top:solid 1px gray;"|<span style=color:#{{rcr|NYCS|red}}>'''Southbound'''</span>
|style="border-top:solid 1px gray;"|{{0|→}} {{rint|newyork|1}} toward {{stl|NYCS|South Ferry|Broadway-Seventh}} <small>({{NYCS Platform Layout IRT Broadway–Seventh Avenue Line/next}})</small> →
|-
|style="border-top:solid 2px black;border-right:solid 2px black;border-left:solid 2px black;border-bottom:solid 1px gray;text-align:center;" colspan=2|<small>[[Side platform]]</small>
|}
The 181st Street station, which has two tracks and two [[side platform]]s,<ref name="tracks">{{NYCS const|trackref|trackbook3}}</ref><ref name="NRHP-05000224" />{{rp|3}} 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 [[191st Street (IRT Broadway–Seventh Avenue Line)|191st Street]] to the north and [[168th Street (IRT Broadway–Seventh Avenue Line)|168th Street]] to the south.<ref name="submap">{{NYCS const|map}}</ref> The station is {{convert|120|ft|m}} below the surface.<ref name="NRHP-05000224" />{{rp|6}} It is one of three in the [[Deep level underground|deep-level]] Fort George Mine Tunnel, along with the [[168th Street station (IRT Broadway–Seventh Avenue Line)|168th Street station]] to the south and the [[191st Street station]] 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" />{{Rp|165}} The 181st Street 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 168th Street, as well as [[Clark Street station|Clark Street]] on the {{NYCS trains|Broadway-Seventh Brooklyn}} in [[Brooklyn]]. However, this station is not [[Americans with Disabilities Act of 1990|ADA-accessible]].<ref name="submap"/>
Near the northern end of the station, there are four elevators adjacent to the northbound platform, which lead from the fare control level to one level above the platforms and the northbound platform itself. On the second level, a footbridge connects the side platforms.<ref name="NRHP-05000224" />{{rp|6}} There is a second footbridge near the center of the station. It leads to a shaft next to the northbound platform, which formerly contained two elevators leading to the fare control area. The footbridge and southern elevator bank were closed in 1981; the shaft is used for ventilation and contains a staircase.<ref name="NRHP-05000224" />{{rp|6}} There was also a third footbridge in the station.<ref>{{Cite web|url=https://forgotten-ny.com/2010/04/181st-street/|title=181st Street|first=Kevin|last=Walsh|date=April 7, 2010|access-date=March 29, 2021|publisher=Forgotten NY|archive-date=April 23, 2021|archive-url=https://web.archive.org/web/20210423095425/https://forgotten-ny.com/2010/04/181st-street/|url-status=live}}</ref>
=== Design ===
[[File:181tileirtjeh.JPG|thumb|Some of the name plaques contain a tablet with the words "181st Street", beneath which is a secondary tablet with the words "George Washington Bridge".|alt=Name plaque containing a tablet with the words "181st Street", beneath which is a secondary tablet with the words "George Washington Bridge"]]
Much of the station is contained within a vault that measures {{Convert|50|ft||abbr=}} wide.<ref name="Interborough Rapid Transit Company 1904 p." />{{rp|60}} 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 background surrounded by floral designs. Some of these plaques consist of a single mosaic tablet with the words "181st Street{{\}}George Washington Bridge" on two lines of text, in reference to the nearby [[George Washington Bridge]]. Others contain a primary plaque with the words "181st Street", a secondary plaque with the words "George Washington Bridge" beneath it, and a mosaic flower atop the primary plaque.<ref name="NRHP-05000224" />{{rp|6&ndash;7}}
[[File:W181 St IRT ceiling jeh.jpg|thumb|The station ceiling|alt=Detail of the station's ceiling with a circular light on the ceiling. The platform extension and its low ceiling are in the distance,]]
The top of the vault ceiling is approximately three stories above the platform level. The center of the vault ceiling has six multicolored terracotta medallions at regular intervals; these formerly held lighting fixtures. The medallions contain foliate rings surrounded by [[egg-and-dart]] moldings, followed by guilloche moldings. Similar, smaller rosettes are on the side walls of the vault. The modern lighting fixtures are fluorescent tubes on the vault walls.<ref name="NRHP-05000224" />{{rp|6&ndash;7}}
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.<ref name="NRHP-05000224" />{{rp|6}} The walls of the platform extensions have white ceramic tiles with mosaic friezes as well as plaques with the words "181st Street{{\}}George Washington Bridge". The walls are divided every {{Convert|15|ft||abbr=}} by multicolored tile pilasters that are {{Convert|16|in||abbr=}} wide. Columns near the platform edge, clad with white tile, support the [[Jack arch|jack-arched]] concrete station roof.<ref name="NRHP-05000224" />{{rp|7}}
The northern elevator mezzanine is the only one that is open to the public, as the southern mezzanine was shuttered in 1981 when that elevator bank closed. The walls of the mezzanine and connecting passageways are clad with white ceramic tiles, while the tops of the walls contain multicolored friezes similar to at platform level. The mezzanine and passageway ceilings are made of concrete. The fare control area contains two retail spaces and is clad with ceramic and glazed tile.<ref name="NRHP-05000224" />{{rp|8}}
===Exits===
There are two exits to this station, one at either eastern corner of St. Nicholas Avenue and 181st Street. The northeast-corner entrance is inside a building and the southeast-corner entrance is on the street.<ref name="NRHP-05000224" />{{rp|8}} The station serves [[Yeshiva University]] and the [[George Washington Bridge Bus Terminal]].<ref name="NeighborhoodMap">{{cite web|url=https://new.mta.info/document/2416|title=181st Street Neighborhood Map|date=April 2018|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=April 1, 2021|archive-date=December 22, 2021|archive-url=https://web.archive.org/web/20211222143241/https://new.mta.info/document/2416|url-status=live}}</ref>
==Notes==
{{notelist}}
==References==
{{reflist|30em}}
==External links==
{{Commons category}}
* {{NYCS ref|http://www.nycsubway.org/wiki/IRT_West_Side_Line#181st_Street|IRT West Side Line|181st Street}}
* Station Reporter – [https://web.archive.org/web/20141010102251/http://www.stationreporter.net/1train.htm 1 Train]
* The Subway Nut – [http://www.subwaynut.com/irt/181n1/index.php 181st Street Pictures] {{Webarchive|url=https://web.archive.org/web/20200225155545/http://www.subwaynut.com/irt/181n1/index.php |date=February 25, 2020}}
* [https://maps.google.com/maps?ll=40.848976,-73.932989&spn=0.006403,0.009645&layer=c&cbll=40.849324,-73.933732&panoid=2woCHomfVRtphi0yCPf1nw&cbp=12,182.45,,1,1.22&t=m&z=17 181st Street entrance from Google Maps Street View]
* [https://maps.google.com/maps?ll=40.849568,-73.933557&spn=0.00297,0.009645&layer=c&cbll=40.849568,-73.933557&panoid=cnMPWupIAn05acEan4cagw&cbp=12,79.84,,1,7.53&t=m&z=17 St. Nicholas Avenue entrance from Google Maps Street View]
* [http://www.google.com/maps/@40.8494507,-73.9336391,3a,75y,49.36h,82.98t/data=!3m8!1e1!3m6!1s-ButxdmuRWeI%2FV5foY0S2J9I%2FAAAAAAAAMmw%2FAld4_kIcWfQO-UzhgfUdv1RHa0pLpudMACLIB!2e4!3e11!6s%2F%2Flh6.googleusercontent.com%2F-ButxdmuRWeI%2FV5foY0S2J9I%2FAAAAAAAAMmw%2FAld4_kIcWfQO-UzhgfUdv1RHa0pLpudMACLIB%2Fw203-h100-p-k-no%2F!7i9728!8i4864!4m3!8m2!3m1!1e1!6m1!1e1 Platforms from Google Maps Street View]
{{Washington Heights, Manhattan}}
{{NYCS stations navbox by service|l1=y}}
{{NYCS stations navbox by line|7ave=yes}}
{{National Register of Historic Places in New York}}
{{DEFAULTSORT:181st Street (Irt Broadway-Seventh Avenue Line)}}
[[Category:1906 establishments in New York City]]
[[Category:IRT Broadway–Seventh Avenue Line stations]]
[[Category:New York City Subway stations in Manhattan]]
[[Category:Railway and subway stations on the National Register of Historic Places in Manhattan]]
[[Category:Railway stations in the United States opened in 1906]]
[[Category:Washington Heights, Manhattan]]