34th Street–Hudson Yards station instance of station located underground
The 34th Street–Hudson Yards station is a New York City Subway station in Manhattan's West Side on the IRT Flushing Line, and is the western (railroad south) terminus for the 7 local and <7> express services. It has two tracks and one island platform, with two levels of mezzanines: one directly above the platform and the other directly below street level. The station directly serves the Hudson Yards mega-development above it, and is located within the greater Hudson Yards neighborhood. The station contains two entrances along Hudson Boulevard: a primary entrance south of 34th Street, and a secondary entrance south of 35th Street.
The station, originally part of the city's bid for the 2012 Summer Olympics and the failed attempt to build the West Side Stadium, was first scheduled to open in summer 2012. When London was chosen for the Olympics, the opening date was pushed to December 2013. In 2011, the opening was postponed to June 2014, pending the completion of the escalators and elevators in the station. After a series of delays involving escalator, elevator, and fire and safety systems, the station finally opened on September 13, 2015. The 34th Street station is the first completely new station in the New York City Subway system since 1989, as well as the first such station funded by the government of New York City since 1950.
The new construction, part of the city's and the MTA's master plan for the Far West Side, extended the IRT Flushing Line west from Times Square to Eleventh Avenue, then south to 34th Street. Although the West Side Stadium plan was rejected by city and state planning agencies, the 7 Subway Extension plan received approval to move ahead, as New York political leaders wanted to see the warehouse district west of Eighth Avenue and north of 34th Street redeveloped as part of the Hudson Yards Redevelopment, and subway service was to be an essential part of that effort. The extension also serves the Jacob K. Javits Convention Center, which was expanded in 2008–2014 and is located a block away from the station entrances.Station layout
The approximately 1,200-foot-long (370 m) station, designed by Dattner Architects, has a single wide island platform serving two tracks, as well as eight staircases between the lower mezzanine and the platform. The platform is 35 feet (11 m) wide, which makes it much wider than many other island platforms in the subway system; by comparison, the Chambers Street station in Lower Manhattan has platforms that are 18.5 feet (5.6 m) wide, and the Second Avenue Subway stations are 27.8 feet (8.5 m) wide. The platform, at 585 feet (178 m) long, is among the longest in the IRT system, as well as the longest "column-free" platform of any station in the system.The station, which is paid for with tax increment financing property taxes, is the first to be funded by the city since the Jamaica–179th Street station on the IND Queens Boulevard Line opened in 1950, as well as the first new unique station in the New York City Subway since the three stations on the IND 63rd Street Line opened in October 1989. The Hudson Park and Boulevard project was also included with the construction of the station, since the park and station were built concurrently with both station entrances located inside the park.Design
The walls adjacent to the tracks have white tiles arranged in sets of three 15-foot (4.6 m) columns of 3 tiles each. There are two-tile-high gray squares containing white "34"s in the middle of each set of columns. They are pre-fabricated porcelain panels, in three-by-five slabs, to allow easy replacement. On the lower mezzanine, the architects used high ceilings and convex railings to make the station seem bigger, thus improving passenger flow. A tiling pattern, similar to that used on platform level, is also used on the lower mezzanine, though electronic advertisement panels are mounted on the walls at certain areas along the lower mezzanine. The cavernous station's design has been compared to that of Washington Metro stations, although early plans for narrow, Washington Metro-like platforms were scrapped. The station has also been compared to stations along London's Jubilee Line Extension; its architecture was inspired by that of the Canary Wharf tube station on that extension.The station's extreme depth necessitates an upper (fare) mezzanine and a lower (passenger) mezzanine at both entrances. The main entrance, at 34th Street, contains 27.6-foot-deep (8.4 m) fare mezzanine located under the basement of 55 Hudson Yards. Escalators and an incline elevator lead to the lower mezzanine, which is 109 feet (33 m) deep. An additional upper mezzanine at 35th Street is located at the same depth, but is not connected to the 34th Street mezzanine. Both upper mezzanines lead to a full-length passenger mezzanine above the platform. Above the lower mezzanine is a curved, oval-shaped ceiling indentation that helps to cover the ventilation tubes in the station ceiling, and also acts as a skylight. The curved, cavernous ceiling of the lower mezzanine helps the station be energy-efficient via the use of indirect lighting.  The Empire Connection and North River Tunnels are both located above the station's lower mezzanine.The station contains a total of 16 escalators: nine between the upper and lower mezzanine levels, and seven between the street and upper mezzanine levels. Nine of these escalators are only reachable from the main entrance at 34th Street, while seven are only reachable from the secondary entrance at 35th Street. At the main entrance, four escalators and two stairs lead from street level to that entrance's upper mezzanine. Past the main entrance's fare control, which is split into two banks, there are two parallel shafts down to the lower mezzanine. The northern shaft carries four escalators, while the southern shaft carries one up-only escalator and the two incline elevators. The secondary entrance contains an additional three escalators and a stair between the street and that entrance's upper mezzanine. Past the turnstiles, a single bank of four escalators leads to the lower mezzanine. While the main entrance's escalator shaft to the lower mezzanine is column-free, the secondary entrance's corresponding escalator shaft contains supporting columns in the center, between the inner two escalators. The lowermost escalators between the mezzanines are the system's longest and take about one minute and thirty seconds to traverse.The station also contains four elevators, all of which are only accessible via the main entrance. Two elevators travel vertically: one from street level to the upper mezzanine, and one from the lower mezzanine to platform level. The other two are incline elevators (see § Incline elevators), traveling diagonally in the shaft between the main entrance's upper mezzanine and the lower mezzanine.Incline elevators
The station is more than 10 stories deep, placing it among the system's deepest. The North River Tunnels and the planned Gateway Program tunnels, which pass under the Hudson River a block to the west of the station, pass over the station by approximately 35 feet (11 m). The station, which is 125 feet (38 m) below street level, and 108 feet (33 m) below sea level in total, is the third deepest subway station in the entire system, behind 190th Street and 191st Street stations; as a result, nine escalators were installed at the station. In addition, passenger access to the station includes a pair of custom-made incline elevators, which are installed in the southernmost of the two shafts between the upper and lower mezzanines, at the 34th Street end of the station. In April 2014, the first of two 172-foot-long (52 m) incline elevators was installed in the station. The elevators are relatively slow in order to discourage unnecessary use by non-disabled riders. These incline elevators make the station the first to be built to comply with the Americans with Disabilities Act of 1990 (ADA).The 80-foot (24 m) high incline elevators, which move at 100 feet (30 m) per minute (making an entire trip between the mezzanine levels in less than two minutes) and are sloped at a 27-degree angle, are the first of their kind in the system. Each elevator can hold up to 15 standing passengers or five wheelchair passengers. The inclined elevators were less expensive than vertically traveling elevators, and were installed within the large escalator shaft at 34th Street. However, as the incline elevators had originally failed a factory test by its manufacturer Maspero Elevatori, there were multiple delays in opening the station, and the opening date was eventually delayed from December 2013 to late 2014, then to mid-2015.The use of inclined elevators was intended to provide wheelchair-using patrons with a shorter, easier path to the train platform as well as to reduce tunneling costs. The two elevators were manufactured by Maspero Elevatori, in Appiano Gentile, Italy, using a controller made on Long Island, speed governors made in Ohio, and buttons and other parts in Queens. The software for the elevator was written in the United States. Maspero Elevatori assembled the elevators in Italy, and they failed an operational test there, prior to being shipped to the United States. The MTA said the manufacturer chose to use American subcontractors in place of local Italian suppliers after reading the specifications the transit agency submitted. The MTA worked with the manufacturer to try to resolve the problems caused by a very high level of customization.
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