Нью-Йорк метрополитенінің 125-ші көше стансасының тарихы

New York City Subway station in Manhattan

To address overcrowding, in 1909, the New York Public Service Commission proposed lengthening the platforms at stations along the original IRT subway. 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 $ million in ) spent on platform lengthening, $500,000 (equivalent to $ million in ) was spent on building additional entrances and exits. It was anticipated that these improvements would increase capacity by 25 percent. The northbound platform at the Manhattan Street station was extended about 98 feet (30 m) to the south, Subsequently, the station could accommodate six car local trains, but ten car trains could not open some of their doors. Manhattan Street was renamed 125th Street on April 24, 1921; the original alignment of 125th Street became known as LaSalle Street. A mezzanine below the tracks opened at the station on September 26, 1931, with three new escalators and a new staircase to and from the street. The span of escalator service was extended from 1 a. m. to 2 a. m. on November 2, 1931. The city government took over the IRT's operations on June 12, 1940. Platforms at IRT Broadway–Seventh Avenue Line stations between and , including those at 125th Street, were lengthened to 514 feet (157 m) in 1948, allowing full ten car express trains to stop at these stations. The platform extensions at these stations were opened in stages. The platform extensions at 125th Street opened on June 11, 1948. Simultaneously, the IRT routes were given numbered designations with the introduction of "R type" rolling stock, which contained rollsigns with numbered designations for each service. The route to 242nd Street became known as the 1. In 1959, all 1 trains became local. On November 24, 1981, the New York City Landmarks Preservation Commission (LPC) designated the Manhattan Valley Viaduct, including the 125th Street station, as a city landmark. The designation was contentious; the Jewish Theological Seminary argued against the designation because it would prevent the museum from erecting a new structure on or near the site. The New York City Board of Estimate, which had to ratify the landmark status, upheld the designation in April 1982. The viaduct and station were added to the National Register of Historic Places in 1983. In April 1988, the New York City Transit Authority (NYCTA) unveiled plans to speed up service on the Broadway–Seventh Avenue Line through the implementation of a skip stop service: the 9 train. As soon as the plan was announced, some local officials were opposed to the change. Initially, skip stop service would have been operated north of 116th Street, with 1 trains skipping 125th Street, 157th Street, 207th Street, and 225th Street, and 9 trains skipping 145th Street, 181st Street, Dyckman Street, 215th Street and 238th Street. However, the plan was changed because riders did not want 125th Street to be a skip stop station.

In June 2002, the Metropolitan Transportation Authority (MTA) announced that ten subway stations citywide, including 103rd Street, 110th Street, 116th Street, 125th Street, and 231st Street on the IRT Broadway–Seventh Avenue Line, would receive renovations. As part of the project, fare control areas would be redesigned, flooring, and electrical and communication systems would be upgraded, and new lighting, public address systems and stairways would be installed. In addition, since 110th Street, 116th Street, and 125th Street had landmark status, historical elements would be replaced or restored, including wall tiles. Work on the ten citywide renovation projects was estimated to cost almost $146 million, and was scheduled to start later that year, and be completed in April 2004, in time for the 100th anniversary of the station's opening, and the 250th anniversary of Columbia University. Manhattan Community Board 9 was concerned about preserving the historic nature of the station during its renovation. Manhattan Community Board 7 got the MTA to agree to maintain the existing design of the wood paneling and windows in the station. The MTA was expected to decide whether preservation or speed would be prioritized in the station renovation projects by the end of the year. Columbia University provided funding to cover a portion of the cost of renovating the 125th Street station, as it did for the station renovations at 103rd Street, 110th Street, and 116th Street, and funded the substitution of the station's aluminum vents with glass windows to reflect the station's original design. Between October 5 and November 17, 2003, the downtown platforms at 110th Street and 125th Street were closed to expedite work on their renovations. Skip stop service ended on May 27, 2005, as a result of a decrease in the number of riders who benefited. In February 2022, local officials requested that the MTA consider adding elevators to the 125th Street station, citing the fact that West Harlem was growing rapidly. At the time, there was only one fully accessible subway station on the Broadway–Seventh Avenue Line north of 96th Street; that station was 231st Street, several miles north in the Bronx.

This station was part of the original subway. It has two side platforms and three tracks; the center track is not used in revenue service. The station is served by the 1 at all times and is between 137th Street to the north and 116th Street to the south. Both platforms have beige windscreens and red canopies. The windscreens have windows and green frames and outlines in the center that were installed in the station's 2003 renovation. On both ends of the platforms, which are not shaded by canopies, there are green, waist high, ironwork fences.

The viaduct was originally known as Manhattan Valley Viaduct, a name it shared with the nearby pedestriation and street viaduct over Riverside Drive. The arch is composed of three lattice girder two hinge ribs, whose centers are spaced 24.5 feet (7 m) apart. Each half rib supports six spandrel posts carrying the tracks. The chords of the ribs are 6 feet (2 m) apart with an H section. The viaduct's southern portal runs from 122nd to LaSalle Streets while the northern portal runs from 133rd to 135th Streets. Aside from a complaint that the vertical supports of the arch carried an aesthetic "awkwardness", Schuyler wrote that "it is all the better architecturally" for having been designed for utilitarian purposes.

The 125th Street station has a mezzanine fare control, where a turnstile bank provides access to and from the station. In the unpaid area, on the west side of the mezzanine, is a token booth and an enclosed passageway, which leads to two escalators going down to the west side of Broadway. The escalators go in opposite directions: one leads north to 125th Street while the other leads south to Tiemann Place. On the east side of the station house, another enclosed passageway leads to an escalator facing south and going down to the southeast corner of Broadway and 125th Street. Adjacent to this passageway is an L shaped staircase with its upper half directly above Broadway and the lower half beneath the enclosed escalator going to the same corner of the intersection. When the station opened, drawings show that there were escalators descending to the median of Broadway.