As part of the Dual Contracts, the New York City Public Service Commission planned to split the original IRT system into three segments: two north-south lines, carrying through trains over the
Lexington Avenue and
Broadway–Seventh Avenue Lines, and a west-east
shuttle under 42nd Street. This would form a roughly H-shaped system.[9] The Dual Contracts entailed building the IRT Broadway–Seventh Avenue Line south of
Times Square–42nd Street.[10][11] South of the
Chambers Street station, the line was to split into two branches, one of which would travel under
Park Place and
William Street to the Clark Street Tunnel in Brooklyn. The Brooklyn branch was to have a station at William and Fulton Streets.[12] Before the Dual Contracts were signed, many business owners on William Street had opposed the construction of a subway line there, claiming that the subway's construction could damage buildings[13] because the street only measured 40 feet (12 m) wide.[14][15] The
New York Supreme Court, Appellate Division, approved the William Street subway in February 1913.[16][17] The William Street subway was to be a two-track line; the Public Service Commission originally planned to place one track above the other but, by July 1914, had decided to build both tracks on one level.[18] The tunnel was to measure 29 feet (8.8 m) wide, except the stations on
Fulton Street and Wall Street, which were to measure 40 feet (12 m) wide.[15]
The Public Service Commission began soliciting bids for the William Street portion of the line in September 1914.[19][20] Smith, Hauser, & McIsaac submitted a low bid of $2.254 million.[20] The awarding of the contract was delayed by a dispute over whether gas mains should be carried on temporary overpasses above the tunnel's excavation site.[21][22] Prior to the start of construction, the city government agreed to pay for any damage caused by the project.[23] The contractors underpinned every building along the tunnel because most of the buildings had shallow foundations that extended only to a shallow layer of
quicksand, rather than to the
bedrock below.[14][15]
The line was nearly completed by late 1917, but the signals and station finishes were incomplete due to World War I–related material shortages.[24][25] The Broadway–Seventh Avenue Line's Wall Street station opened on July 1, 1918, and was initially served by a shuttle to and from Chambers Street.[26] On August 1, 1918, the new "H" system was implemented, joining the two halves of the Broadway–Seventh Avenue Line and sending all West Side trains south from Times Square; through trains on the Brooklyn branch began operating to Upper Manhattan and the Bronx.[27][28] The Wall Street station was the line's terminus until April 15, 1919, when the
Clark Street Tunnel opened, allowing service to run to Brooklyn.[29][30] The connection eased congestion in the
Joralemon Street Tunnel,[31] which, prior to the Clark Street Tunnel's opening, was the only tunnel carrying IRT trains between Manhattan and Brooklyn.[32]
Later years
The IRT had installed silencing devices on the station's turnstiles by early 1931.[33][34] The city government took over the IRT's operations on June 12, 1940.[35][36] During the 1964–1965 fiscal year, the platforms at Wall Street, along with those at four other stations on the Broadway–Seventh Avenue Line, were lengthened to 525 feet to accommodate a ten-car train of 51-foot IRT cars.[37]
In the 1980s, as part of the construction of the nearby
60 Wall Street, an entrance to the Wall Street station was constructed in that building's lobby.[38] In 1995, as a result of service reductions, the MTA was considering permanently closing one of the two Wall Street stations, as well as two other stations citywide, due to their proximity to each other. Either the IRT Broadway–Seventh Avenue Line station or
the IRT Lexington Avenue Line station would have been closed.[39]
The Wall Street station is under the intersection of Wall and William Streets.The
2 train serves the station at all times,[40] while the
3 train stops here at all times except late nights.[41] The station is the southernmost in Manhattan on the Brooklyn Branch of the Broadway–Seventh Avenue Line.[42] South of here, the line travels under the
East River via the
Clark Street Tunnel to
Brooklyn Heights. The station is between
Fulton Street to the north and
Clark Street in Brooklyn to the south.[43]
The single
island platform is between the two tracks, and is very narrow compared to other stations in system. It has blue I-beam columns and dark blue floors tiles. The walls by the tracks have small "W" tablets on a mosaic trim except at the north end, where they have "WALL ST" written in black letters on white tablets over a green trim line. This is where the platform was extended in 1964–1965.[37] The platform also has
cooling fans.[44]
There is a narrow full-length
mezzanine above the platform that has mosaics pointing to, and connecting, all four station entrances.
Exits
This station has four sets of entrances/exits. The first exit is at the northern end of the station. It has a customer assistance booth with a bank of
turnstiles and long passageway to a set of doors leading to the basement of
28 Liberty Street. A wide staircase leads to an entrance/exit at the east side of Nassau Street at Cedar Street. This entrance is only open on weekdays and also provides access to the
Broad Street station (J and Z trains) and the
Wall Street/Broadway station (4 and 5 trains).[45]
The second exit, also open weekdays only, contains a bank of turnstiles and passageway to a spiral staircase that leads to Pine Street outside
60 Wall Street. The passageway has an artwork called Subway Wall by Harry Roseman made in 1990 and installed after a 1993 station renovation. This exit also has a set of doors to two escalators and a double-wide staircase that go up to the public atrium lobby of 60 Wall Street. This entrance has two red globes and overhead signs, giving the impression of an outdoor station entrance built in the lobby.[45]
The third exit was the original entrance to the station and is staffed full-time. It has a bank of turnstiles and staircases to both northern corners of William and Wall Streets.[45] The entrance at the northeast corner, outside
48 Wall Street, is made of ornate metal and has a sign reading "Interborough Rapid Transit Co-to All Trains."
The last exit is at the south end of the station, which leads to the same intersection as the third exit but is in a separate fare control area. A single double-wide staircase from the platform leads to two
HEET turnstiles and two regular turnstiles. Staircases lead to both southern corners of William and Wall Streets; the southeastern corner exit is outside
55 Wall Street. This exit, though open at all times, is unstaffed as there is no token booth.[45]
A fifth exit, which led to the southwestern corner of Pine Street and William Street,[46][47] was closed after April 1992.[48] An exit to the northeast corner of the same intersection was removed and slabbed over in 1948.[49] The northeast-corner exit had been closed by 1944.[50][51] Exits also existed to the northwest and southeast corners of the same intersection until some point after 1944.[citation needed]
^"Lay Out New Subway: P. S. C. Gives B. R. T. Tunnel From Old Slip to Clark Street Sent to Estimate Board Work on Lexington Avenue Line, Below 41st Street, Ordered Suspended for a Time". New-York Tribune. April 27, 1912. p. 6.
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^"Operation of New Subways Delayed: Opening of 7th and Lexington Ave. Lines Deferred to March by War". New-York Tribune. December 5, 1917. p. 16.
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^"New `H' System Brings Worst Subway Jam: Thousands Lost at Times Square Station as the Routes Are Changed Many Carried Far From Their Homes Shuttle Service Failure at 42d Street Adds Greatly to Confusion". New-York Tribune. August 2, 1918. p. 1.
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^"50,000 Persons Use New Tube On First Day: Clark Street Tunnel of the West Side Subway Cuts Down the Congestion of Traffic From Brooklyn". New-York Tribune. April 16, 1919. p. 11.
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^"I. R. T. Puts Silencers On Times Sq. Turnstiles: 10 Per Cent of Company's Fare Controls Already Equipped". New York Herald Tribune. February 1, 1931. p. 1.
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^"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". New York Herald Tribune. June 13, 1940. p. 25.
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abAnnual Report 1964–1965. New York City Transit Authority. 1965.
^"Pine Street". New York City Department of Records and Informational Services. New York City Department of Finance. 1949–1951.
Archived from the original on September 20, 2021. Retrieved September 19, 2021.
Note: Service variations, station closures, and reroutes are not reflected here. Stations with asterisks have no regular peak, reverse peak, or midday service on that route. See linked articles for more information.
Stations and line segments in italics are closed, demolished, or planned (temporary closures are marked with asterisks). Track connections to other lines' terminals are displayed in brackets. Struck through passenger track connections are closed or unused in regular service.