Jump to content

Dyckman Street station (IRT Broadway–Seventh Avenue Line)

Coordinates: 40°51′40″N 73°55′30″W / 40.861°N 73.925°W / 40.861; -73.925
From Wikipedia, the free encyclopedia
For the station at Dyckman Street and Broadway, see Dyckman Street station (IND Eighth Avenue Line).

 Dyckman Street
 "1" train
New York City Subway station (rapid transit)
Station platforms
Station statistics
AddressDyckman Street and Nagle Avenue
New York, New York
BoroughManhattan
LocaleInwood
Coordinates40°51′40″N 73°55′30″W / 40.861°N 73.925°W / 40.861; -73.925
DivisionA (IRT)[1]
Line   IRT Broadway–Seventh Avenue Line
Services   1 all times (all times)
TransitBus transport NYCT Bus: M100
Bus transport MTA Bus: BxM1
StructureEmbankment / At-Grade
Platforms2 side platforms
Tracks2
Other information
OpenedMarch 12, 1906; 118 years ago (1906-03-12)
AccessibleThis station is compliant with the Americans with Disabilities Act of 1990 ADA-accessible
Opposite-
direction
transfer		Yes
Traffic
20231,512,897[2] Increase 3.1%
Rank214 out of 423[2]
Services
Preceding station New York City Subway New York City Subway Following station
207th Street
toward Van Cortlandt Park–242nd Street
 191st Street
toward South Ferry
Location
Dyckman Street station (IRT Broadway–Seventh Avenue Line) is located in New York City Subway
Dyckman Street station (IRT Broadway–Seventh Avenue Line)
Dyckman Street station (IRT Broadway–Seventh Avenue Line) is located in New York City
Dyckman Street station (IRT Broadway–Seventh Avenue Line)
Dyckman Street station (IRT Broadway–Seventh Avenue Line) is located in New York
Dyckman Street station (IRT Broadway–Seventh Avenue Line)
Track layout

Legend
to 242nd Street
to 207th Street
to 191st Street
Street map

Map

Station service legend
Symbol Description
Stops all times Stops all times
Dyckman Street Subway Station (IRT)
MPSNew York City Subway System MPS
NRHP reference No.04001021[3]
Added to NRHPSeptember 17, 2004

The Dyckman Street station (pronounced DIKE-man) is a station on the IRT Broadway–Seventh Avenue Line of the New York City Subway. Located roughly at the intersection of Dyckman Street and Nagle Avenue in the Inwood neighborhood of Manhattan, it is served by the 1 train at all times.

Built by the Interborough Rapid Transit Company (IRT), the station opened on March 12, 1906, as part of the first subway. The northbound platform was lengthened in 1910 while the southbound platform was lengthened in 1948. The station house under the platforms was renovated in 1991. The station was renovated in 2014, during which the southbound platform was retrofitted with an elevator to comply with the Americans with Disabilities Act of 1990. The northbound platform was made accessible in 2023.

The Dyckman Street station contains two side platforms and two tracks. The platforms contain stairs to the station house at Dyckman Street and Nagle Avenue. The station is listed on the National Register of Historic Places.

History

[edit]

Construction and opening

[edit]

Planning for a subway line in New York City dates to 1864.[4]: 21  However, development of what would become the city's first subway line did not start until 1894, when the New York State Legislature passed the Rapid Transit Act.[4]: 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.[5]: 3  A plan was formally adopted in 1897, and legal challenges were resolved near the end of 1899.[4]: 148 

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,[6] under which it would construct the subway and maintain a 50-year operating lease from the opening of the line.[4]: 165  Belmont incorporated the Interborough Rapid Transit Company (IRT) in April 1902 to operate the subway.[4]: 182 

The Dyckman Street station was constructed as part of the IRT's West Side Line (now the Broadway–Seventh Avenue Line) north of Hillside Avenue. Work on this section was conducted by E. P. Roberts and Terry & Tench Construction Company, who started building the viaduct on January 19, 1903.[6] The West Side Branch of the first subway was extended northward to a temporary terminus of 221st Street and Broadway on March 12, 1906, with the first open station at Dyckman Street, as the stations at 168th Street, 181st Street, and 191st Street were not yet completed.[7][8][9] This extension was served by shuttle trains operating between 157th Street and 221st Street until May 30, 1906, when express trains began running through to 221st Street.[10] The opening of the first subway line, and particularly the Dyckman Street station, helped contribute to the development of Upper Manhattan.[3]: 9 

After the first subway line was completed in 1908,[11] the station was served by West Side local and express trains. Express trains began at South Ferry in Manhattan or Atlantic Avenue in Brooklyn, and ended at 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.[12] In 1918, the Broadway–Seventh Avenue Line opened south of Times Square–42nd Street, and the original line was divided into an H-shaped system. The original subway north of Times Square thus became part of the Broadway–Seventh Avenue Line. Local trains were sent to South Ferry, while express trains used the new Clark Street Tunnel to Brooklyn.[13]

Station improvements

[edit]

Early and mid-20th century

[edit]
A northbound 1 train exits the tunnel portal just south of the station. The northbound platform, at left, was extended between 1910 and 1911.

To address overcrowding, in 1909, the New York Public Service Commission proposed lengthening the platforms at stations along the original IRT subway.[14]: 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 $49.1 million in 2023) spent on platform lengthening, $500,000 (equivalent to $16.4 million in 2023) was spent on building additional entrances and exits. It was anticipated that these improvements would increase capacity by 25 percent.[15]: 15  The northbound platform at the Dyckman Street station was extended 100 feet (30 m) to the south, with a new retaining wall being constructed.[15]: 114  The southbound platform was not lengthened.[15]: 106  Six-car local trains began operating in October 1910,[14]: 168  and ten-car express trains began running on the West Side Line on January 24, 1911.[14]: 168 [16] Subsequently, the station could accommodate six-car local trains, but ten-car trains could not open some of their doors.[17]

The city government took over the IRT's operations on June 12, 1940.[18][19] Platforms at IRT Broadway–Seventh Avenue Line stations between 103rd Street and 238th Street, including those at Dyckman Street, were lengthened to 514 feet (157 m) between 1946 and 1948, allowing full ten-car express trains to stop at these stations.[17] A contract for the platform extensions at Dyckman Street and eight other stations on the line was awarded to Spencer, White & Prentis Inc. in October 1946,[20] with an estimated cost of $3.891 million.[21] The platform extensions at these stations were opened in stages. On April 6, 1948, the platform extension at Dyckman Street opened.[17][22] At the same time, the IRT routes were given numbered designations with the introduction of "R-type" rolling stock, which contained rollsigns with numbered designations for each service.[23] The route to 242nd Street became known as the 1.[24]

Late 20th century to present

[edit]

In April 1988,[25] 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.[26] When skip-stop service began on August 21, 1989, skip-stop service was implemented during rush hours and middays. Dyckman Street was served by the 1 at all times.[27][28][29] On September 4, 1994, midday skip-stop service was discontinued.[30] Skip-stop service ended on May 27, 2005, as a result of a decrease in the number of riders who benefited.[31]

The control house was renovated between 1990 and 1991.[3]: 4  The station was listed on the National Register of Historic Places on September 17, 2004.[3]

Starting in 2010, the station was renovated as part of a $45 million project.[32] The project included rehabilitation of the tunnel portal, realignment and rehabilitation of the platforms and installation of new cast iron lighting fixtures.[33][34] Initially, no elevators were planned for the Dyckman Street station because it was not on the MTA's list of "key stations" that would receive disabled access under the Americans with Disabilities Act of 1990 (ADA).[32] The United Spinal Association subsequently filed a lawsuit to stop the project because it did not include elevators. The suit was settled in 2011, and an elevator to the southbound platform was built.[35][36] The project was completed in February 2014.[33][34][37]

Originally, no elevator was added to the northbound platform because, at the time the southbound elevator was built, the geology was determined to be too difficult to accommodate an elevator there.[37] The unidirectional accessibility received complaints from disabled riders, who were forced to backtrack several stations if they wanted to exit or enter the station northbound.[38] Northbound accessibility was proposed in February 2019 as part of the MTA's "Fast Forward" program.[39] A contract for the northbound elevator was awarded in December 2020,[38][40][41] with funding that was originally earmarked for the Penn Station Access project.[42] The new elevator was almost complete by early 2023,[43][44] and it went into service in July 2023.[45][46]

Station layout

[edit]
Elevation at north end of station
Platform level Side platform Disabled access
Northbound ← "1" train toward Van Cortlandt Park–242nd Street (207th Street)
→ (No service: Van Cortlandt Park–242nd Street)
Southbound → "1" train toward South Ferry (191st Street) →
Side platform Disabled access
Ground Street level Station house, exit/entrance, fare control
Disabled access Ramp to station house; elevators at southwest corner of Hillside Avenue and St. Nicholas Avenue and Fort George Hill.

The Dyckman Street station has two side platforms and two tracks.[47] The station is served by the 1 at all times[48] and is between 207th Street to the north and 191st Street to the south.[49] The station is built into the base of a steep hill known as Fort George. The southern end of the station lies at the northern portal of the Washington Heights Mine Tunnel, which takes the IRT Broadway–Seventh Avenue Line through the bedrock of Manhattan. Here, the line maintains a level grade through the tunnel.[3]: 3  The portal of the tunnel is an arch made of rusticated granite blocks, atop which is a keystone and a concrete parapet. There is a rectangular pediment with the inscription "Fort George 1776-1906", flanked by scrolls, atop the center of the arch.[3]: 6  North of the station, the terrain of Upper Manhattan drops abruptly and the line becomes elevated to Van Cortlandt Park–242nd Street.[47]

The platforms are offset slightly: the southbound platform extends further to the north than the northbound platform. A center express track, which is currently unused in revenue service, forms just north of this station and runs nonstop to just south of 242nd Street.[47] There used to be a spur track south of the station, but that was removed when the platforms were extended.

Station design

[edit]

Both platforms have beige windscreens and red canopies with green frames at the center. The red metal roofs contain rafters and are supported by steel truss bars. Along the platform on either side of the canopy, there are waist-high cast-iron railings with lampposts. The southern end of the northbound platform is adjacent to a concrete retaining wall at the portal of the Washington Heights Mine Tunnel, which slopes down toward the north. There is a blue-and-green "DYCKMAN ST" mosaic on this retaining wall.[3]: 5–6  The southern end of the southbound platform contains equipment rooms and is adjacent to Substation 17.[3]: 6, 16 

As with other original IRT elevated viaducts, the elevated structure north of Dyckman Street is carried on two column bents, one on each side of the road, at places where the tracks are no more than 29 feet (8.8 m) above the ground level. There is zigzag lateral bracing at intervals of every four panels.[3]: 3–4 [50]

Exit

[edit]
Southbound elevator inside

The station's only entrance is a station house slightly above ground level at the southern corner of Nagle Avenue, Dyckman Street, and Hillside Avenue.[51] Because of the street layout, the northern end of the station house resembles a wedge in plan. The station house is designed in the Beaux-Arts style with concrete facades that are designed to resemble ashlar.[3]: 4  There is a ramp and stairs leading up from street level to the station house entrance, which consists of a pair of arches under the elevated viaduct.[3]: 4 [52] The northwestern corner of the station house contains a plinth, which supports the northern end of the southbound platform. The western facade of the station house, under the southbound platform, has seven arched windows facing Hillside Avenue.[3]: 4 

Inside the station house, the ceiling is supported by large metal I-beams and made of concrete. The eastern side of the ceiling is below the track bed and contains an arched ceiling, which is about 5 feet (1.5 m) lower than the rest of the ceiling. The north, west, and east walls contain a buff-brick wainscoting of Roman brick at the lowest part of the walls. The upper sections of these walls are clad with white glass tiles, topped by a green mosaic band about 12 inches (300 mm) wide.[3]: 4–5  The southern wall contains a 1991 artwork called Flight by Wopo Holup. It features ceramic relief tiles depicting birds in flight.[3]: 5 [53] For the 2013 renovation, Holup commissioned an addition to her previous work, with a relief-tile depiction of the moon surrounded by a band of white mosaic tiles.[53][37]

The space is divided roughly in half by a turnstile bank, with an accompanying station agent's booth on the eastern wall. South of the turnstile bank, within fare control, one staircase from either side of the station house leads to each platform.[3]: 4–5  An elevator also leads to the southbound platform. The elevator is of a "machine room-less" design and is the first of its type to be installed in the New York City Subway system.[33] The southern wall of the station house contains staff rooms.[3]: 5, 16  A second elevator ascends to the northbound platform.[45][46]

  • Platforms before renovation
    Platforms before renovation
  • Platforms during renovation
    Platforms during renovation
  • Platforms after renovation
    Platforms after renovation

References

[edit]
  1. ^ "Glossary". Second Avenue Subway Supplemental Draft Environmental Impact Statement (SDEIS) (PDF). Vol. 1. Metropolitan Transportation Authority. March 4, 2003. pp. 1–2. Archived from the original (PDF) on February 26, 2021. Retrieved January 1, 2021.
  2. ^ a b "Annual Subway Ridership (2018–2023)". Metropolitan Transportation Authority. 2023. Retrieved April 20, 2024.
  3. ^ a b c d e f g h i j k l m n o p "Dyckman Street Subway Station (IRT)" (PDF). National Register of Historic Places, National Park Service. September 17, 2004. Archived (PDF) from the original on January 21, 2022. Retrieved September 11, 2020.
  4. ^ a b c d e Walker, James Blaine (1918). Fifty Years of Rapid Transit — 1864 to 1917. New York, N.Y.: Law Printing. Retrieved November 6, 2016.
  5. ^ "Interborough Rapid Transit System, Underground Interior" (PDF). New York City Landmarks Preservation Commission. October 23, 1979. Archived (PDF) from the original on September 21, 2020. Retrieved November 19, 2019.
  6. ^ a b 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. Board of Rapid Transit Railroad Commissioners. 1905. pp. 229–236.
  7. ^ "Farthest North in Town by the Interborough". The New York Times. January 14, 1907. p. 18. Archived from the original on December 23, 2021. Retrieved August 20, 2020.
  8. ^ District, New York (State) Public Service Commission First (January 1, 1913). Report of the Public Service Commission for the First District of the State of New York. J.B. Lyon Company.
  9. ^ "Trains To Ship Canal: But They Whiz by Washington Heights Station" (PDF). The New York Times. March 13, 1906. Archived (PDF) from the original on May 24, 2022. Retrieved August 16, 2015.
  10. ^ "Express to 221st Street: Will Run In the Subway To-day–New 181st Street Station Ready" (PDF). Archived (PDF) from the original on December 22, 2021. Retrieved September 1, 2016.
  11. ^ "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". The New York Times. August 2, 1908. p. 10. Archived from the original on December 23, 2021. Retrieved November 6, 2016.
  12. ^ Herries, William (1916). Brooklyn Daily Eagle Almanac. Brooklyn Daily Eagle. p. 119. Archived from the original on May 11, 2021. Retrieved January 7, 2021.
  13. ^ "Open New Subway Lines to Traffic; Called a Triumph". The New York Times. August 2, 1918. p. 1. ISSN 0362-4331. Archived from the original on January 6, 2021. Retrieved October 4, 2011.
  14. ^ a b c Hood, Clifton (1978). "The Impact of the IRT in New York City" (PDF). Historic American Engineering Record. pp. 146–207 (PDF pp. 147–208). Archived (PDF) from the original on January 17, 2021. Retrieved December 20, 2020. Public Domain This article incorporates text from this source, which is in the public domain.{{cite web}}: CS1 maint: postscript (link)
  15. ^ a b c Report of the Public Service Commission for the First District of the State of New York For The Year Ending December 31, 1910. Public Service Commission. 1911. Archived from the original on January 20, 2021. Retrieved January 7, 2021.
  16. ^ "Ten-car Trains in Subway to-day; New Service Begins on Lenox Av. Line and Will Be Extended to Broadway To-morrow". The New York Times. January 23, 1911. ISSN 0362-4331. Archived from the original on April 5, 2018. Retrieved April 5, 2018.
  17. ^ a b c Report for the three and one-half years ending June 30, 1949. New York City Board of Transportation. 1949. hdl:2027/mdp.39015023094926.
  18. ^ "City Transit Unity Is Now a Reality; Title to I.R.T. Lines Passes to Municipality, Ending 19-Year Campaign". The New York Times. June 13, 1940. ISSN 0362-4331. Archived from the original on January 7, 2022. Retrieved May 14, 2022.
  19. ^ "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. ProQuest 1248134780.
  20. ^ Crowell, Paul (October 11, 1946). "Improvement Costs Voted for Subway; Board of Estimate Appropriates $31,291,000 for New Cars and Station Lengthening" (PDF). The New York Times. p. 24. ISSN 0362-4331. Archived from the original on May 21, 2022. Retrieved July 28, 2021.
  21. ^ "City Approves $35,153,000 Subway Outlay: Board of Estimate Awards Contract for 400 Cars and 10 Station Projects". New York Herald Tribune. October 11, 1946. p. 40. ISSN 1941-0646. ProQuest 1287183692.
  22. ^ "More Long Platforms – Five Subway Stations on IRT to Accommodate 10-Car Trains" (PDF). The New York Times. July 10, 1948. p. 8. ISSN 0362-4331. Archived from the original on May 24, 2022. Retrieved March 27, 2016.
  23. ^ Brown, Nicole (May 17, 2019). "How did the MTA subway lines get their letter or number? NYCurious". amNewYork. Archived from the original on March 2, 2021. Retrieved January 27, 2021.
  24. ^ Friedlander, Alex; Lonto, Arthur; Raudenbush, Henry (April 1960). "A Summary of Services on the IRT Division, NYCTA" (PDF). New York Division Bulletin. 3 (1). Electric Railroaders' Association: 2. Archived from the original (PDF) on September 14, 2020. Retrieved January 27, 2021.
  25. ^ Brozan, Nadine (June 4, 1989). "'Skip-Stop' Subway Plan Annoys No. 1 Riders". The New York Times. ISSN 0362-4331. Archived from the original on August 10, 2016. Retrieved June 15, 2016.
  26. ^ Moore, Keith (June 10, 1988). "TA's skip-stop plan hit". New York Daily News. Archived from the original on November 8, 2018. Retrieved November 8, 2018.
  27. ^ "#1 Riders: Your Service is Changing". New York Daily News. August 20, 1989. Archived from the original on November 8, 2018. Retrieved November 8, 2018.
  28. ^ "Announcing 1 and 9 Skip-Stop Service on the Broadway-Seventh Avenue Line" (PDF). New York City Transit Authority. August 1989. Archived from the original (PDF) on June 26, 2020. Retrieved August 1, 2009.
  29. ^ Lorch, Donatella (August 22, 1989). "New Service For Subways On West Side". The New York Times. ISSN 0362-4331. Archived from the original on August 10, 2016. Retrieved June 15, 2016.
  30. ^ Chan, Sewell (January 12, 2005). "MTA Proposes Dropping No. 9 Train". The New York Times. Archived from the original on November 28, 2007. Retrieved April 18, 2010.
  31. ^ Chan, Sewell (May 25, 2005). "On Its Last Wheels, No. 9 Line Is Vanishing on Signs". The New York Times. ISSN 0362-4331. Archived from the original on March 17, 2015. Retrieved August 29, 2016.
  32. ^ a b Zanoni, Carla (July 12, 2010). "$45 Million Dyckman Street Subway Stop Repair Won't Bring Disability Access". DNAinfo New York. Archived from the original on November 18, 2017. Retrieved February 1, 2021.
  33. ^ a b c "Ceremony marks $31 million rehab of Dyckman Street 1 subway station". Metro US. February 6, 2014. Archived from the original on May 24, 2022. Retrieved February 1, 2021.
  34. ^ a b Rivoli, Dan (February 6, 2014). "Refurbished Dyckman St. station gets new elevator". amNewYork. Archived from the original on January 16, 2021. Retrieved February 1, 2021.
  35. ^ Donohue, Pete (July 22, 2011). "MTA agrees to make Dyckman St. subway station handicapped-accessible to settle lawsuit". New York Daily News. Archived from the original on February 4, 2021. Retrieved February 1, 2021.
  36. ^ Zanoni, Carla (July 21, 2011). "MTA Agrees to Add Elevator at Dyckman Street Subway Station Following Lawsuit". DNAinfo New York. Archived from the original on February 13, 2018. Retrieved February 1, 2021.
  37. ^ a b c Dwyer, Jim (February 7, 2014). "A Moving Glass Box Conquers Uneven Terrain at a Subway Station". The New York Times. ISSN 0362-4331. Archived from the original on March 14, 2021. Retrieved February 1, 2021.
  38. ^ a b Martinez, Jose (December 15, 2020). "Some NYC Subway Stations Getting Elevators While Others Get the Shaft Amid Budget Crunch". THE CITY. Archived from the original on January 16, 2021. Retrieved July 28, 2021.
  39. ^ mtainfo (February 6, 2019). NYCT Public Event - Discussion About the Next Accessible Subway Stations - 02/06/2019 (video). Archived from the original on December 19, 2021 – via YouTube.
  40. ^ "MTA Announces Accessibility Projects at Eight Stations Throughout the Five Boroughs" (Press release). Metropolitan Transportation Authority. December 16, 2020. Archived from the original on May 26, 2021. Retrieved May 26, 2021.
  41. ^ Hallum, Mark (December 16, 2020). "MTA completes installation of 15 new elevators at seven subway stations, 17 total | amNewYork". www.amny.com. Archived from the original on July 28, 2021. Retrieved July 28, 2021.
  42. ^ Martinez, Jose (December 16, 2020). "Some NYC Subway Stations Getting Elevators While Others Get the Shaft Amid Budget Crunch". The City. Retrieved August 31, 2023.
  43. ^ Brachfeld, Ben (February 23, 2023). "Going Up: MTA will start installing elevators at 15 more subway stations this year, 12 others to open in 2023". amNewYork. Retrieved August 31, 2023.
  44. ^ Saltonstall, Gus (February 28, 2023). "Multiple Wash Heights Stations Will Get Accessibility Upgrades: MTA". Washington Heights-Inwood, NY Patch. Retrieved July 11, 2023.
  45. ^ a b "MTA Announces Manhattan Dyckman St 1 Station and Brooklyn 8 Av N Station Fully Accessible With Opening of Elevators". MTA. July 20, 2023. Retrieved July 20, 2023.
  46. ^ a b Hernandez, Estefania (July 20, 2023). "New elevator opens at Dyckman Street station". Spectrum News NY1. Retrieved July 20, 2023.
  47. ^ a b c Dougherty, Peter (2006) [2002]. Tracks of the New York City Subway 2006 (3rd ed.). Dougherty. OCLC 49777633 – via Google Books.
  48. ^ "1 Subway Timetable, Effective December 17, 2023". Metropolitan Transportation Authority. Retrieved June 28, 2024.
  49. ^ "Subway Map" (PDF). Metropolitan Transportation Authority. September 2021. Retrieved September 17, 2021.
  50. ^ Transit Journal. 1904. p. 470. Archived from the original on May 24, 2022. Retrieved April 16, 2020. Public Domain This article incorporates text from this source, which is in the public domain.{{cite book}}: CS1 maint: postscript (link)
  51. ^ "MTA Neighborhood Maps: Washington Heights" (PDF). Metropolitan Transportation Authority. 2015. Archived (PDF) from the original on April 18, 2016. Retrieved December 31, 2016.
  52. ^ "mta.info - Accessibility". mta.info. Archived from the original on April 5, 2020. Retrieved August 3, 2016.
  53. ^ a b "Dyckman Street - Wopo Holup - Birds in Flight-Moon View, 2013". web.mta.info. Metropolitan Transportation Authority. Archived from the original on July 10, 2014. Retrieved February 1, 2021.
[edit]
Wikimedia Commons has media related to Dyckman Street (IRT Broadway – Seventh Avenue Line).
Retrieved from "https://en.wikipedia.org/w/index.php?title=Dyckman_Street_station_(IRT_Broadway–Seventh_Avenue_Line)&oldid=1254437006"