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{{Short description|New York City Subway station in Manhattan}}
{{Other uses|Spring Street (disambiguation){{!}}Spring Street}}
{{Use mdy dates|date=August 2023}}
{{Use American English|date=August 2023}}
{{Infobox NYCS
| name = Spring Street
| image = IRT Lexington Spring Street Northbound Platform.jpg
| image_caption = View of northbound platform
| address = Spring Street &amp; Lafayette Street<br>New York, New York
| borough = [[Manhattan]]
| locale = [[Little Italy, Manhattan|Little Italy]], [[SoHo, Manhattan|SoHo]]
| coordinates = {{coord|40|43|20|N|73|59|50|W|display=inline,title}}
| division = IRT
| line = [[IRT Lexington Avenue Line]]
| service = Lexington local
| service_header = Lexington local header
| connection = <!--none-->
| platforms = 2 [[side platform]]s
| tracks = 4
| structure = Underground
| open_date = {{start date and age|October 27, 1904}}<ref name="145th">{{Cite news|url=http://timesmachine.nytimes.com/timesmachine/1904/10/28/118948832.html|title=Our Subway Open: 150,000 Try It; Mayor McClellan Runs the First Official Train.|date=October 28, 1904|work=The New York Times|access-date=April 21, 2020|language=en-US|issn=0362-4331|page=1|archive-date=December 13, 2021|archive-url=https://web.archive.org/web/20211213201856/https://timesmachine.nytimes.com/timesmachine/1904/10/28/118948832.html|url-status=live}}</ref>
| adjacent_stations = {{Adjacent stations|system=New York City Subway
|line1=Lexington local|left1=Bleecker Street|right1=Canal Street|note-left1={{NYCS Lexington local|time=1}}|note-right1={{NYCS Lexington local|time=1}}
|note-row2={{Rail-interchange|nycs|5}} does not stop here}}
| legend = {{NYCS infobox legend|alltimes}}{{NYCS infobox legend|nightsonly}}{{NYCS infobox legend|rushpeak}}
| layout = {{Routemap
|legend = track
|map =
d\\uvSTR!~MFADEg\uvSTR!~MFADEg~~ ~~ ~~ to {{stl|NYCS|Bleecker Street|Lexington}}
numN345\d\udSTRf\uvSTRfg\udSTRg
d\\uSHI1c2\uvSHI1r\uvSHI1l\uSHI1c3
cd\\uvSTR\d\uvSTR\cPLT
cd\\uvSTR\d\uvSTR\cPLT
d\\cPLT\uvSTR\d\uvSTR\cPLT
d\\cPLT\uvSTR\d\uvSTR\cPLT
c\\cPLT\uvSTR\d\uvSTR
c\\cPLT\uvSTR\d\uvSTR
d\\uSHI1c1\uvSHI1+r\uvSHI1+l\uSHI1c4
d\\udSTRf\uvSTRfg\udSTRg
d\\uvSTR!~MFADEf\uvSTR!~MFADEf ~~ ~~ ~~ to {{stl|NYCS|Canal Street|Lexington}}
|inline=y}}
}}
The '''Spring Street station''' is a local [[metro station|station]] on the [[IRT Lexington Avenue Line]] of the [[New York City Subway]]. Located at the intersection of [[Lafayette Street (Manhattan)|Lafayette Street]] and [[Spring Street (Manhattan)|Spring Street]] in [[SoHo, Manhattan|SoHo]] and [[Little Italy, Manhattan]], it is served by {{NYCS|6}} trains at all times, [[6d (New York City Subway service)|&lt;6&gt;]] trains during weekdays in the peak direction, and {{NYCS|4}} trains during late night hours.

The Spring Street station was constructed for the [[Interborough Rapid Transit Company]] (IRT) as part of the [[Early history of the IRT subway|city's first subway line]], which was approved in 1900. Construction of the line segment that includes the Spring Street station started on September 12 of the same year. The station opened on October 27, 1904, as one of the original 28 stations of the New York City Subway. The station's platforms were lengthened in the late 1950s.

The Spring Street station contains two [[side platform]]s and four tracks; express trains use the inner two tracks to bypass the station. The station was built with tile and mosaic decorations, which are continued along the platform extensions. The station contains exits to Spring Street at the center of each platform. The platforms are not connected to each other within [[fare control]].

== History ==
=== Construction and opening ===
{{stack|float=right|[[File:Spring Street IRT 1905.jpg|thumb|200px|A 1905 photo of the station's original glass ceilings, which let in natural light]]}}
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]] authorized 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, and legal challenges were resolved near the end of 1899.<ref name="Walker 1918" />{{Rp|148}} The Rapid Transit Construction Company, organized by [[John B. McDonald]] and funded by [[August Belmont Jr.]], signed Contract 1 with the Rapid Transit Commission in February 1900,<ref name="Board of Rapid Transit Railroad Commissioners 1905">{{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> in which it would construct the subway and maintain a 50-year operating lease from the opening of the line.<ref name="Walker 1918" />{{Rp|182}} 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 Spring Street station was constructed as part of the IRT's original line, particularly the section from Chambers Street to Great Jones Street. Construction on this section of the line began on July 10, 1900, and was awarded to Degnon-McLean Contracting Company.<ref name="Board of Rapid Transit Railroad Commissioners 1905" /> Two days after construction began, the contract was modified to widen the subway at Spring Street to allow for the construction of {{convert|600|ft|m|0}} of a fifth track.<ref name="Board of Rapid Transit Railroad Commissioners 1902">{{Cite book|url=https://books.google.com/books?id=PLonAAAAYAAJ&q=Third+Track+North+of+Fort+George&pg=PA242|title=Report of the Board of Rapid Transit Railroad Commissioners For And In The City of New York Up to December 31, 1901|date=1902|publisher=Board of Rapid Transit Railroad Commissioners|language=en|access-date=December 25, 2020|archive-date=May 2, 2022|archive-url=https://web.archive.org/web/20220502022956/https://books.google.com/books?id=PLonAAAAYAAJ&q=Third+Track+North+of+Fort+George&pg=PA242|url-status=live}}</ref>{{Rp|82, 249}} By early 1902, the adjacent tunnel had been completed, and the buildings on either side of Lafayette Street (then known as Elm Street) were being underpinned in anticipation of the construction of the subway station itself.<ref name="nyt-1902-02-02">{{Cite news |date=1902-02-02 |title=The Subway's Main Line; Only Eighteen Blocks Below 104th Street Remain Unopened. Two of the Sections Are to be Finished in a Year and the Others Will Not Be Far Behindhand. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1902/02/02/archives/the-subways-main-line-only-eighteen-blocks-below-104th-street.html |access-date=2023-05-25 |issn=0362-4331}}</ref> The stretch of Elm Street north of Spring Street was being repaved by that September, after the tunnel was completed.<ref name="n125316259">{{Cite news |date=1902-09-12 |title=Actual Work Commences on the Brooklyn Tunnel |pages=13 |work=The Brooklyn Daily Eagle |url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-actual-work-com/125316259/ |access-date=2023-05-25}}</ref> The Rapid Transit Commission had yet to pay McDonald for his work by January 1903, in part because sewage lines on the west side of Elm Street had not been completed.<ref name="p571323398">{{cite news |date=9 Jan 1903 |title=Shakes Hand at Grout: M'donald Angry Over Non-payment of Subway Claims One-hundred-and-fourth-st-station |page=3 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|571323398}}}}</ref>

By late 1903, the subway was nearly complete, but the [[IRT Powerhouse]] and the system's [[electrical substation]]s were still under construction, delaying the system's opening.<ref name="Walker 1918" />{{Rp|186}}<ref>{{Cite news |date=November 14, 1903 |title=First of Subway Tests; West Side Experimental Trains to be Run by Jan. 1 Broadway Tunnel Tracks Laid, Except on Three Little Sections, to 104th Street -- Power House Delays. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1903/11/14/archives/first-of-subway-tests-west-side-experimental-trains-to-be-run-by.html |access-date=May 10, 2022 |issn=0362-4331}}</ref> The Spring Street station opened on October 27, 1904, as one of the original 28 stations of the New York City Subway from [[City Hall (IRT Lexington Avenue Line)|City Hall]] to [[145th Street (IRT Broadway–Seventh Avenue Line)|145th Street]] on the [[IRT Broadway–Seventh Avenue Line|Broadway–Seventh Avenue Line]].<ref name="Walker 1918" />{{Rp|186}}<ref>{{Cite news|date=October 27, 1904|title=Subway Opening To-day With Simple Ceremony – Exercises at One O'Clock – Public to be Admitted at Seven – John Hay May Be Present – Expected to Represent the Federal Government – President Roosevelt Sends Letter of Regret|work=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1904/10/27/101400669.pdf|access-date=May 28, 2017|issn=0362-4331|archive-date=August 30, 2021|archive-url=https://web.archive.org/web/20210830224050/https://timesmachine.nytimes.com/timesmachine/1904/10/27/101400669.pdf|url-status=live}}</ref>

=== Service changes and station renovations ===

==== 1900s to 1930s ====
[[File:Spring Street vc.jpg|thumb|View of the transition between the original platform section and the platform extension]]
After the initial system was completed in 1908,<ref name="242nd">{{cite news|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|newspaper=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 local trains along both the West Side (now the Broadway–Seventh Avenue Line to [[Van Cortlandt Park–242nd Street station|Van Cortlandt Park–242nd Street]]) and East Side (now the [[IRT Lenox Avenue Line|Lenox Avenue Line]]). West Side local trains had their southern terminus at City Hall during rush hours and [[South Ferry (IRT Lexington Avenue Line)|South Ferry]] at other times, and had their northern terminus at 242nd Street. East Side local trains ran from City Hall to [[145th Street (IRT Lenox Avenue Line)|Lenox Avenue (145th Street)]].<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|last1=Herries|first1=William|access-date=December 25, 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>

In 1909, to address overcrowding, the [[New York Public Service Commission]] 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=%20zoological%20station&pg=PA596|url-status=live}}</ref>{{Rp|15}} Platforms at local stations, such as the Spring Street station, were lengthened by between {{convert|20|and|30|ft}}. The northbound platform was extended to the south.<ref name="Report 1911"/>{{rp|107}} Six-car local trains began operating in October 1910.<ref name="HAER Impact" />{{Rp|168}} The Lexington Avenue Line opened north of [[Grand Central–42nd Street station (IRT Lexington Avenue Line)|Grand Central–42nd Street]] in 1918, and the original line was divided into an H-shaped system. All local trains were sent via the Lexington Avenue Line, running along the [[IRT Pelham Line|Pelham Line]] in [[the Bronx]].<ref>{{cite news|date=August 2, 1918|title=Open New Subway Lines to Traffic; Called a Triumph — Great H System Put in Operation Marks an Era in Railroad Construction — No Hitch in the Plans — But Public Gropes Blindly to Find the Way in Maze of New Stations — Thousands Go Astray — Leaders in City's Life Hail Accomplishment of Great Task at Meeting at the Astor|page=1|newspaper=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1918/08/02/97011929.pdf|access-date=November 6, 2016|archive-date=February 21, 2021|archive-url=https://web.archive.org/web/20210221065215/https://timesmachine.nytimes.com/timesmachine/1918/08/02/97011929.pdf|url-status=live}}</ref>

In December 1922, the Transit Commission approved a $3 million project to lengthen platforms at 14 local stations along the original IRT line, including Spring Street and seven other stations on the Lexington Avenue Line. Platform lengths at these stations would be increased from {{convert|225|to|436|ft}}.<ref>{{Cite news |date=December 17, 1922 |title=33d Street to Be I.R.T. Express Stop; Reconstruction One of Many Station Improvements Ordered by Commission. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1922/12/17/archives/33d-street-to-be-irt-express-stop-reconstruction-one-of-many.html |access-date=June 21, 2022 |issn=0362-4331}}</ref><ref name="p576721174">{{cite news |date=December 18, 1922 |title=$4,000,000 in Construction on I. R. T. Ordered: 33d St. on East Side Subway Will Be Express Stop; Local Stations to Have 10-Car Train Capacity Aim to Speed Service Improvements Will Relieve Congestion Along Both Routes. Board Believes |page=22 |work=New-York Tribune |id={{ProQuest|573974563}}}}</ref> The commission postponed the platform-lengthening project in September 1923, at which point the cost had risen to $5.6 million.<ref>{{Cite news|date=September 7, 1923|title=Express Stop Plan Opposed by I.R.T.; Officials Say Money Is Not Available for Change at 33d Street Station.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1923/09/07/archives/express-stop-plan-opposed-by-irt-officials-say-money-is-not.html|access-date=June 21, 2022|issn=0362-4331}}</ref><ref name=p1237290874>{{cite news |id={{ProQuest|1237290874}} |title=I. R. T. Wins Delay At Subway Platform Extension Hearing: Transit Commission Head Tells Meeting Widening West Side Stations Would Increase Capacity 25 P. C |date=September 7, 1923 |page=6 |work=New-York Tribune}}</ref> The commission again considered lengthening the IRT platforms at Spring Street in December 1927.<ref name="nyt-1927-12-05">{{Cite news |date=December 5, 1927 |title=Ready With Plans on I.R.T. Platforms; Transportation Board to Lay All Details on Lengthening Before Commission Friday |language=en-US |work=The New York Times |url=https://www.nytimes.com/1927/12/05/archives/ready-with-plans-on-irt-platforms-transportation-board-to-lay-all.html |access-date=May 20, 2023 |issn=0362-4331}}</ref><ref name="p1132104986">{{cite news |date=December 6, 1927 |title=I. R. T. Platform Extension Plan Is Completed: City Board of Transportation to Submit Contract Forms to Transit Commission; Lengthen All Local Trains May Abandon 2 Stations Worth and 18th Sts. Show Falling Patronage; B.M.T. Has Finished Similar Work |page=17 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1132104986}}}}</ref> At the end of the month, the Transit Commission requested that the IRT create plans to lengthen the platforms at Bleecker Street and three other Lexington Avenue Line stations to {{convert|480|ft}}.<ref name="nyt-1928-01-01">{{Cite news |date=January 1, 1928 |title=Order I.R.T. To Build Ten-car Platforms; Transit Commissioners Direct Company to Begin Work at Four Local Stations |language=en-US |work=The New York Times |url=https://www.nytimes.com/1928/01/01/archives/order-irt-to-build-tencar-platforms-transit-commissioners-direct.html |access-date=May 20, 2023 |issn=0362-4331}}</ref> The [[New York City Board of Transportation]] drew up plans for the project,<ref name="nyt-1929-07-07"/> but the federal government placed an injunction against the commission's platform-lengthening decree, which remained in place for over a year.<ref name=nyt-1929-07-11>{{Cite news|date=1929-07-11|title=Hedley and Menden Defend 'Keying by'; Tell Board That Enforcement of Its Order Would Cause Serious Rush-Hour Delay|language=en-US|work=The New York Times|url=https://www.nytimes.com/1929/07/11/archives/hedley-and-menden-defend-kaying-by-tell-board-that-enforcement-of.html|access-date=2023-05-26|issn=0362-4331}}</ref> The commission approved the plans in mid-1929; the Spring Street station's southbound platform was to be extended {{Convert|251|ft}} to the south, while the northbound platform was to be extended {{Convert|258|ft}} south.<ref name="nyt-1929-07-07">{{Cite news |date=July 7, 1929 |title=Moves to Compel I.R.T. Improvements; Transit Board Gives Order to Road to Lengthen Two Station Platforms |language=en-US |work=The New York Times |url=https://www.nytimes.com/1929/07/07/archives/moves-to-compel-irt-improvements-transit-board-gives-order-to-road.html |access-date=May 20, 2023 |issn=0362-4331}}</ref> The IRT refused, claiming that the city government was responsible for the work, and obtained a federal injunction to prevent the commission from forcing the IRT to lengthen the platforms.<ref name="nyt-1929-09-21">{{Cite news |date=September 21, 1929 |title=Plans to Order I.R.T. To Get 239 New Cars; Transit Board to Demand That Equipment Be Ready in 15 Months |language=en-US |work=The New York Times |url=https://www.nytimes.com/1929/09/21/archives/plans-to-order-irt-to-get-239-new-cars-transit-board-to-demand-that.html |url-status=live |access-date=May 20, 2023 |archive-url=https://web.archive.org/web/20180331153505/https://www.nytimes.com/1929/09/21/archives/plans-to-order-irt-to-get-239-new-cars-transit-board-to-demand-that.html |archive-date=March 31, 2018 |issn=0362-4331}}</ref> In late 1930, the commission requested that the [[New York Supreme Court]] force the IRT to lengthen platforms at the Canal Street and Spring Street stations.<ref name="nyt-1930-09-05">{{Cite news |date=September 5, 1930 |title=Asks Writ to Make I.R.T. Buy New Cars; Transit Board Also Aims to Force Company to Abide by Its Platform-Extension Ruling |language=en-US |work=The New York Times |url=https://www.nytimes.com/1930/09/05/archives/asks-writ-to-make-irt-buy-new-cars-transit-board-also-aims-to-force.html |access-date=May 20, 2023 |issn=0362-4331}}</ref>

==== 1940s to present ====
The city government took over the IRT's operations on June 12, 1940.<ref>{{Cite news |date=June 13, 1940 |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=https://www.nytimes.com/1940/06/13/archives/city-transit-unity-is-now-a-reality-title-to-irt-lines-passes-to.html |access-date=May 14, 2022 |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> In late 1959, contracts were awarded to extend the platforms at {{stn|Bowling Green}}, {{stn|Wall Street||IRT Lexington Avenue Line}}, {{stn|Fulton Street||IRT Lexington Avenue Line}}, {{stn|Canal Street||IRT Lexington Avenue Line}}, Spring Street, {{stn|Bleecker Street||IRT Lexington Avenue Line}}, {{stn|Astor Place}}, {{stn|Grand Central–42nd Street||IRT Lexington Avenue Line}}, {{stn|86th Street||IRT Lexington Avenue Line}}, and {{stn|125th Street||IRT Lexington Avenue Line}} to {{Convert|525|feet|meters}}.<ref name="Annual Report 1959">{{Cite book|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|pages=9|access-date=December 29, 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 April 1960, work began on a $3,509,000 project (equivalent to ${{inflation|fmt=c|index=US|value=3.509|start_year=1960|r=1}} million in {{inflation/year|index=US}}) to lengthen platforms at seven of these stations to accommodate ten-car trains. The northbound platforms at Canal Street, Spring Street, Bleecker Street, and Astor Place were lengthened from {{Convert|225|to|525|feet|meters|abbr=}}; the platform extensions at these stations opened on February 19, 1962.<ref>{{Cite news|last=|first=|date=February 18, 1962|title=4 IRT Stops To Open Longer Platforms|language=en-US|work=The New York Times|url=https://www.nytimes.com/1962/02/18/archives/4-irt-stops-to-open-longer-platforms.html|url-status=live|access-date=January 4, 2021|issn=0362-4331|archive-date=January 8, 2021|archive-url=https://web.archive.org/web/20210108213132/https://www.nytimes.com/1962/02/18/archives/4-irt-stops-to-open-longer-platforms.html}}</ref>

The station was renovated in the late 1980s. After a mosaic panel fell off the wall during 1988, the renovation was temporarily halted.<ref name="p277960129">{{cite news |last=Gordy |first=Molly |date=August 23, 1988 |title=Subway Station Restoration Is Year Late, Double Budget |page=3 |work=Newsday |issn=2574-5298 |id={{ProQuest|277960129}}}}</ref>

{{Clear}}

== Station layout ==
[[File:Spring Street 6 - Downtown stairs.jpg|thumb|Stairs to downtown platform]]
[[File:NYCSub 6 spring st entrance.jpg|thumb|200px|View of an entrance to the uptown platform.]]
{{NYCS Platform Layout IRT Lexington Avenue Line/Park Avenue South stations}}

Like other local stations, Spring Street has four tracks and two [[side platform]]s. The [[6 (New York City Subway service)|6]] stops here at all times,<ref name="tt6">{{NYCS const|timetable|6}}</ref> rush-hour and midday [[6d (New York City Subway service)|&lt;6&gt;]] trains stop here in the peak direction;<ref name="tt6"/> and the [[4 (New York City Subway service)|4]] stops here during late nights.<ref name="tt4">{{NYCS const|timetable|4}}</ref> The two express tracks are used by the 4 and [[5 (New York City Subway service)|5]] trains during daytime hours.<ref name="tracks">{{NYCS const|trackref|trackbook3}}</ref> The station is between {{stl|NYCS|Bleecker Street|Lexington}} to the north and {{stl|NYCS|Canal Street|Lexington}} to the south.<ref name=submap>{{NYCS const|map}}</ref> The platforms were originally {{convert|200|ft}} long, like at other local stations on the original IRT,<ref name="NYCL-1096"/>{{Rp|4}}<ref name="HAER Designs"/>{{rp|8}} but as a result of the 1959 platform extensions, became {{convert|525|ft}} long.<ref name="Annual Report 1959"/> The platform extensions are at the front ends of the original platforms: the southbound platform was extended southward and the northbound platform was extended northward.<ref name="HAER Designs"/>{{rp|33}} This resulted in the two platforms being offset from each other. Both platforms are slightly curved.

Spring Street had a fifth center track at the time of its opening.<ref>{{Cite web|url=https://www.nycsubway.org/perl/show?32439|title=Postcard: "Five track subway construction, Spring and Elm Streets, New York"|website=www.nycsubway.org|access-date=October 25, 2018|archive-date=October 26, 2018|archive-url=https://web.archive.org/web/20181026064449/https://www.nycsubway.org/perl/show?32439|url-status=live}}</ref><ref name="nycsubway">[http://nycsubway.org/perl/stations?5:3097 Spring Street (IRT East Side Line)] {{Webarchive|url=https://web.archive.org/web/20120511205043/http://nycsubway.org/perl/stations?5:3097 |date=May 11, 2012 }}''NYCSubway'' Retrieved August 30, 2008</ref> The track was intended as a storage siding and was {{convert|600|ft|m|0}} long.<ref name="Board of Rapid Transit Railroad Commissioners 1902"/>{{Rp|82}} This track did not last long; it was reportedly disconnected and removed in 1906, only two years after the subway opened. The trackway is now used as the location of a mechanical room.<ref name="nycsubway"/>

===Design===
{{multiple image
|align=right
|direction=horizontal
|total_width=600
|image1=Spring Street IRT 001.JPG
|caption1=Original name tablet mosaic, by Heins & LaFarge / Manhattan Glass Tile Company
|image2=SpringmosaicDWN.JPG
|caption2=Additional mosaic on the downtown platform extension
|image3=Spring Street 003.JPG
|caption3=Small "S" cartouches, [[Atlantic Terra Cotta Company]] (1904)
}}
As with other stations built as part of the original IRT, the tunnel is covered by a U-shaped trough that contains utility pipes and wires. The bottom of this trough contains a [[Foundation (engineering)|foundation]] of [[concrete]] no less than {{Convert|4|in||abbr=}} thick.<ref name="HAER Designs"/>{{rp|9}} Each platform consists of {{Convert|3|in|cm|-thick|abbr=|adj=mid}} concrete slabs, beneath which are drainage basins. The original platforms contain circular, cast-iron [[Doric order|Doric]]-style columns spaced every {{Convert|15|ft||abbr=}}, while the platform extensions contain [[I-beam]] columns. Additional columns between the tracks, spaced every {{convert|5|ft}}, support the [[Jack arch|jack-arched]] concrete station roofs.<ref name="NYCL-1096" />{{Rp|4}}<ref name="HAER Designs">{{cite web|last=Framberger|first=David J.|date=1978|title=Architectural Designs for New York's First Subway|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=1–46 (PDF pp. 367–412)|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|9}} There is a {{Convert|1|in||abbr=|adj=on}} gap between the trough wall and the platform walls, which are made of {{Convert|4|in||abbr=|adj=on}}-thick brick covered over by a tiled finish.<ref name="HAER Designs"/>{{rp|9}}

The original decorative scheme consists of blue tile station-name tablets, light blue tile bands, a white terracotta cornice, and light blue terracotta plaques.<ref name="HAER Designs"/>{{rp|33}} The mosaic tiles at all original IRT stations were manufactured by the American Encaustic Tile Company, which subcontracted the installations at each station.<ref name="HAER Designs"/>{{rp|31}} The decorative work was performed by tile contractor Manhattan Glass Tile Company and terracotta contractor [[Atlantic Terra Cotta Company]].<ref name="HAER Designs"/>{{rp|33}} The ceilings of the original platforms and fare control areas contain plaster molding.<ref name="HAER Designs"/>{{rp|10}} The station has small "S" [[cartouche]]s with two poppies from 1904, made by Atlantic Terra Cotta, and large mosaic tablets by [[Heins &amp; LaFarge]], also from 1904. Other small "S" and "Spring St" mosaics are newer.<ref name="nycsubway"/>

Where the platforms have been extended, the walls have green tiles and a darker green trim line with "SPRING ST" written on it in black sans serif font at regular intervals.

===Exits===
Spring Street has four entrances, two to each platform. The northbound entrances are at either eastern corner of Lafayette and Spring Streets, while the southbound entrances are at either western corner of the same intersection.<ref name=maps>{{cite web|title=MTA Neighborhood Maps: Spring St (6)|url=https://new.mta.info/document/2691|publisher=Metropolitan Transportation Authority|access-date=December 25, 2020|date=April 2018|archive-date=August 29, 2021|archive-url=https://web.archive.org/web/20210829193958/https://new.mta.info/document/2691|url-status=live}}</ref> The entrance to the southwestern corner is located within the building line at 225 Lafayette Street,<ref name="maps" /> a 12-story building built in 1925 for the East River Savings Bank.<ref name="nyt-1956-12-31">{{Cite news |date=1956-12-31 |title=Office Structure is Sold by Bank; East River Takes a Lease in Lafayette St. Building-- Other Deals Are Listed |language=en-US |work=The New York Times |url=https://www.nytimes.com/1956/12/31/archives/office-structure-is-sold-by-bank-east-river-takes-a-lease-in.html |access-date=2023-05-25 |issn=0362-4331}}</ref>

== In popular culture ==
This station is featured in the 2008 film ''[[Cloverfield]]''. The scene was not filmed there, however.<ref>{{Cite web |url=https://www.imdb.com/title/tt1060277/faq#.2.1.49 |title=Cloverfield (2008) |website=[[IMDb]] |access-date=June 29, 2018 |archive-date=June 27, 2018 |archive-url=https://web.archive.org/web/20180627064204/https://www.imdb.com/title/tt1060277/faq#.2.1.49 |url-status=live }}</ref>  The station is featured in the season 3 episode, "Lo-Fi", in the television show [[Criminal Minds]].

{{Clear}}

== References ==
{{Reflist}}

== Further reading ==
*{{cite book | last=Stookey | first=Lee | title=Subway ceramics : a history and iconography of mosaic and bas relief signs and plaques in the New York City subway system | publisher=L. Stookey | publication-place=Brattleboro, Vt | year=1994 | isbn=978-0-9635486-1-0 | oclc=31901471 }}

== External links ==
{{commons category|Spring Street (IRT Lexington Avenue Line)}}
* {{NYCS ref|http://www.nycsubway.org/perl/stations?5:3097|IRT East Side Line|Spring Street}}
* Station Reporter — [https://web.archive.org/web/20131219141200/http://www.stationreporter.net/4train.htm 4 train]
* Station Reporter — [https://web.archive.org/web/20120204052106/http://www.stationreporter.net/6train.htm 6 Train]
* Forgotten NY — [http://forgotten-ny.com/2006/01/the-original-28-part-1-a-look-at-the-artwork-from-the-nycs-first-28-stations-opened-october-27-1904-2/ Original 28 – NYC's First 28 Subway Stations]
* [https://maps.google.com/?ll=40.721705,-73.996224&spn=0.005245,0.009645&layer=c&cbll=40.722189,-73.996866&panoid=i5h9xHw3oV6bok_krdDgEQ&cbp=12,166.37,,0,2.09&t=m&z=17 Spring Street uptown entrance from Google Maps Street View]
* [https://maps.google.com/?ll=40.722518,-73.997694&spn=0.002854,0.009645&layer=c&cbll=40.722326,-73.997266&panoid=nQ6mbagMmyA35y5EaJB_TA&cbp=12,305.01,,0,-3.46&t=m&z=17 Spring Street downtown entrance from Google Maps Street View]
* [http://www.google.com/maps/@40.7221251,-73.9973288,3a,75y,34.4h,87.84t/data=!3m8!1e1!3m6!1s-mSxm_Lfii5Y%2FVknmSiFWw6I%2FAAAAAAABAVg%2FTgzuJeG4mY0!2e4!3e11!6s%2F%2Flh4.googleusercontent.com%2F-mSxm_Lfii5Y%2FVknmSiFWw6I%2FAAAAAAABAVg%2FTgzuJeG4mY0%2Fw203-h100-n-k-no%2F!7i8704!8i4352!6m1!1e1 Platforms from Google Maps Street View]

{{SoHo, Manhattan|state=collapsed}}
{{NYCS stations navbox by service|l6=y|l6x=y}}
{{NYCS stations navbox by line|lexington=yes}}

[[Category:IRT Lexington Avenue Line stations]]
[[Category:New York City Subway stations in Manhattan]]
[[Category:Railway stations in the United States opened in 1904]]
[[Category:1904 establishments in New York City]]
[[Category:SoHo, Manhattan]]

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