Misplaced Pages

59th Street–Columbus Circle station

Article snapshot taken from Wikipedia with creative commons attribution-sharealike license. Give it a read and then ask your questions in the chat. We can research this topic together.
(Redirected from 59th Street–Columbus Circle (IND Eighth Avenue Line)) New York City Subway station in Manhattan

New York City Subway station in Manhattan, New York
 59 Street–Columbus Circle "1" train​"A" train​"B" train​"C" train​"D" train
New York City Subway station complex
One of the entrances to the 59th Street–Columbus Circle station, located in a sunken plaza with trees inside it. There is a sign on a gray fence next to the entrance. The sign contains the text "59 Street–Columbus Circle Subway Station" and the icons of the "A", "C", "B", "D", and "1" trains.Station entrance north of Columbus Circle
Station statistics
AddressIntersection of West 59th Street, Eighth Avenue & Broadway
New York, New York
BoroughManhattan
LocaleColumbus Circle, Midtown Manhattan
Coordinates40°46′05″N 73°58′55″W / 40.76806°N 73.98194°W / 40.76806; -73.98194
DivisionA (IRT), B (IND)
LineIND Eighth Avenue Line
IRT Broadway–Seventh Avenue Line
Services   1  (all times)
​   2  (late nights)​
   A  (all times)
​   B  (weekdays during the day)
​   C  (all except late nights)
​   D  (all times)
TransitBus transport NYCT Bus: M5, M7, M10, M12, M20, M104
Bus transport MTA Bus: BxM2
Levels2
Other information
OpenedIRT station: October 27, 1904; 120 years ago (1904-10-27)
IND station: September 10, 1932; 92 years ago (1932-09-10)
Transfer: July 1, 1948; 76 years ago (1948-07-01)
AccessibleThis station is compliant with the Americans with Disabilities Act of 1990 ADA-accessible
Traffic
202315,842,348 Increase 15%
Rank7 out of 423
Location
59th Street–Columbus Circle station is located in New York City Subway59th Street–Columbus Circle stationShow map of New York City Subway59th Street–Columbus Circle station is located in New York City59th Street–Columbus Circle stationShow map of New York City59th Street–Columbus Circle station is located in New York59th Street–Columbus Circle stationShow map of New York
Street map

Station service legend
Symbol Description
Stops all times except late nights Stops all times except late nights
Stops all times Stops all times
Stops late nights only Stops late nights only
Stops weekdays during the day Stops weekdays during the day

The 59th Street–Columbus Circle station is a New York City Subway station complex shared by the IRT Broadway–Seventh Avenue Line and the IND Eighth Avenue Line. It is located at Columbus Circle in Manhattan, where 59th Street, Broadway and Eighth Avenue intersect, and serves Central Park, the Upper West Side, Hell's Kitchen, and Midtown Manhattan. The station is served by the 1, A, and D trains at all times; the C train at all times except late nights; the B train during weekdays until 11:00 p.m.; and the 2 train during late nights.

The Broadway–Seventh Avenue Line station was built for the Interborough Rapid Transit Company (IRT) and was a local station on the city's first subway line, which was approved in 1900. The station opened on October 27, 1904, as one of the original 28 stations of the New York City Subway. The Eighth Avenue Line station was built as an express station for the Independent Subway System (IND) and opened on September 10, 1932, as part of the IND's first segment. The complex was renovated in the 2000s, following unsuccessful attempts to raise money for such a restoration during the late 20th century.

The IRT station has two side platforms and four tracks; express trains use the inner two tracks to bypass the station. The IND station has three island platforms and four tracks, but only two of the platforms are in use. The transfer between the IRT platforms and the IND platforms has been within fare control since July 1, 1948. The station complex contains elevators, which make it compliant with the Americans with Disabilities Act of 1990. The original portion of the IRT station's interior is a New York City designated landmark and listed on the National Register of Historic Places. As of 2019, the station is the eighth-busiest in the system.

History

Original IRT subway

Construction and opening

A mosaic plaque on the IRT platform with the words "Columbus Circle" in capital letters, surrounded by orange-tinted tiles. There is a white tiled wall below the plaque.
IRT station's name in mosaics

Planning for a subway line in New York City dates to 1864. 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. 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. A plan was formally adopted in 1897, and all legal conflicts concerning the route alignment were resolved near the end of 1899. 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, under which it would construct the subway and maintain a 50-year operating lease from the opening of the line. In 1901, the firm of Heins & LaFarge was hired to design the underground stations. Belmont incorporated the Interborough Rapid Transit Company (IRT) in April 1902 to operate the subway.

The 59th Street station was constructed as part of the IRT's West Side Line (now the Broadway–Seventh Avenue Line) from 60th Street to 82nd Street, for which work had begun on August 22, 1900. These sections had been awarded to William Bradley. The section of tunnel near Columbus Circle had been completed by late 1901. At the time, the uptown platform was planned to be named 60th Street, while the downtown platform was to be named 59th Street. On March 14, 1903, the 59th Street station hosted a ceremony in which mayor Seth Low drove the first spike for the IRT subway's first track. By late 1903, the subway was nearly complete, but the IRT Powerhouse and the system's electrical substations were still under construction, delaying the system's opening.

The 59th Street station opened on October 27, 1904, as one of the original 28 stations of the New York City Subway from City Hall to 145th Street on the West Side Branch. The opening of the first subway line, and particularly the 59th Street station, helped contribute to the development of Columbus Circle and the Upper West Side.

Operation

Original cartouche on the IRT platform, depicting Christopher Columbus's ship, the "Santa Maria". The cartouche is surrounded by a green carving.
Original cartouche featuring Columbus's ship the Santa Maria

To address overcrowding, in 1909, the New York Public Service Commission (PSC) 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 $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. Platforms at local stations, such as the 59th Street–Columbus Circle station, were lengthened by between 20 and 30 ft (6.1 and 9.1 m). The northbound platform was extended to the south, while the southbound platform was extended to the north and south. Six-car local trains began operating in October 1910.

As early as March 1914, local business owners and workers began advocating for the 59th Street–Columbus Circle station to be converted into an express stop. That August, the PSC published a report outlining two alternatives for the station's conversion. The first option called for building a mezzanine under the tracks and relocating the platforms, while the other option called for lowering the tracks and erecting a new mezzanine above. IRT president Theodore Shonts opposed the plan, saying that the plan was too costly. Such a conversion would require underpinning the Columbus Monument directly above the station, as well as the relocation of a water main next to the subway line. In 1915, the city awarded the PSC the right to build an entrance inside a building on the north side of Columbus Circle, replacing an entrance on the sidewalk.

The Broadway Association recommended in mid-1922 that a new entrance be built on the south side of Columbus Circle, since pedestrians had to cross heavy vehicular traffic in the circle. In December 1922, the Transit Commission approved a $3 million project to lengthen platforms at 14 local stations along the original IRT line, including 59th Street and five other stations on the Broadway–Seventh Avenue Line. Platform lengths at these stations would be increased from 225 to 436 ft (69 to 133 m). The commission postponed the platform-lengthening project in September 1923, at which point the cost had risen to $5.6 million.

IND expansion

New York City mayor John Francis Hylan's original plans for the Independent Subway System (IND), proposed in 1922, included building over 100 mi (160 km) of new lines and taking over nearly 100 mi (160 km) of existing lines. The lines were designed to compete with the existing underground, surface, and elevated lines operated by the IRT and Brooklyn–Manhattan Transit Corporation (BMT). On December 9, 1924, the New York City Board of Transportation (BOT) gave preliminary approval to the construction of a subway line along Eighth Avenue, running from 207th Street. The Eighth Avenue Line station was originally planned to be located at 57th Street, with entrances extending up to 61st Street. By 1927, the IND station had been relocated to be nearer the IRT station, forming a major transit hub under Columbus Circle. The BOT announced a list of stations on the new line in February 1928, with an express station at 58th Street.

Though most of the Eighth Avenue Line was dug using a cheap cut-and-cover method, workers at 59th Street–Columbus Circle had to be careful to not disrupt the existing IRT line overhead. Workers blasted out a portion of the station site, but they had to halt the work when an IRT train passed by. The Columbus Monument was shored up during the work. The underpinning process was overseen by John H. Myers, the engineer who had been responsible for underpinning the monument during the construction of the IRT station. In October 1928, the BOT awarded a $444,000 contract to Charles Mead & Co. for the completion of the 50th Street, 59th Street, and 72nd Street stations on the Eighth Avenue Line. The finishes at the three stations were 20 percent completed by May 1930. By that August, the BOT reported that the Eighth Avenue Line was nearly completed and that the three stations from 50th to 72nd Street were 99.9 percent completed. The entire line was completed by September 1931, except for the installation of turnstiles.

A preview event for the new subway was hosted at Columbus Circle on September 8, 1932, two days before the official opening. The Eighth Avenue Line station opened on September 10, 1932, as part of the city-operated IND's initial segment, the Eighth Avenue Line between Chambers Street and 207th Street. There was a direct connection with the IRT station at Columbus Circle; initially, passengers had to pay an additional fare to transfer between the IRT and the IND. The New York Herald Tribune described the 59th Street station as one of three "showplaces" on the new IND line, the others being the 14th Street and 42nd Street stations. The construction of the Eighth Avenue Line caused real-estate values along Eighth Avenue to increase by as much as 400 percent. One developer predicted that the IND station's construction would spur development around Columbus Circle, similar to the development boom that had taken place around Times Square when the original IRT had been built.

Although the IND station was built with three island platforms, the center platform (between the two express tracks) was not used for the first two decades of the station's operation. IND employees did use the center platform for musical performances during Christmas. In the 1930s, the Works Progress Administration (WPA) proposed decorating the 59th Street station and other IND stations with murals. Supporters of the WPA's plan created a mockup of two murals for the 59th Street station in early 1939. One mural would have depicted a map of Manhattan's subway lines, flanked by "typical street scenes", while the other mural would have depicted Christopher Columbus, flanked by scenes depicting Central Park. In addition, relief panels would have been placed above the stairways leading to the northbound and southbound platforms, respectively depicting personifications of winter and summer.

Modifications and later changes

1940s and 1950s

The city government took over the IRT's operations on June 12, 1940. A large sporting arena was then proposed for the western side of Columbus Circle in 1946, with a tunnel connecting directly to the 59th Street–Columbus Circle station. The arena plan, originally envisioned as a replacement for Madison Square Garden, ultimately evolved into the New York Coliseum convention center. As part of the unification of the New York City Subway system, the passageways between the IRT and IND stations were placed inside fare control on July 1, 1948. Later the same year, a candy store opened in the mezzanine of the 59th Street station, one of the first such stores approved in the subway system.

Starting on March 24, 1953, the IND station's center express platform was opened for passenger service during rush hours; express trains opened their doors on both sides in the peak direction only. Southbound trains served the center platform in the morning, and northbound trains served the platform in the afternoon. In addition, a loudspeaker system was installed at the IND station to help regulate passenger flow. Access to the center express platform was via seven staircases, which were closed during off-peak hours. This was the first time the center express platform had been used in regular service.

View of the center IND platform, between the two express tracks. There are fences on either side of the platform.
Passageway between the two IRT Broadway–Seventh Avenue Line platforms via the center IND platform

During the early 1950s, the New York City Transit Authority (NYCTA; now an agency of the Metropolitan Transportation Authority, or MTA) considered converting the IRT station to an express stop. This would serve the anticipated rise of ridership resulting from the Coliseum's completion and the expected redevelopment of the area. The conversion would entail constructing a separate island platform for express trains, similar to the arrangement at 34th Street–Penn Station, at a cost of $5 million. Additionally, a passageway would be built, connecting directly to the basement of the Coliseum. The NYCTA also considered converting the 72nd Street station to a local station. In March 1955, the NYCTA approved contracts with engineering firms for the design and construction of four projects across the subway system, including the conversion of the 59th Street station. Edwards, Kelcey and Beck was hired as consulting engineers for the station conversion, which never occurred. NYCTA chairman Charles L. Patterson suggested that the authority lengthen platforms at local stations along the Broadway–Seventh Avenue Line to accommodate eight-car local trains, rather than construct an express platform for the IRT at 59th Street.

The original IRT stations north of Times Square could barely fit local trains of five or six cars depending on the configuration of the trains. Stations on the line from 50th Street to 96th Street, including this station but excluding the 91st Street station, had their platforms extended in the 1950s to accommodate ten-car trains as part of a $100 million (equivalent to $1,045,205,479 in 2023) rebuilding program. The joint venture of Rosoff Bros Inc. and Joseph Meltzer Associates Inc. received a contract to remodel the 50th Street, 59th Street, and 66th Street stations in February 1957. The work was complicated by the fact that the contractors could not disrupt subway service or vehicular traffic during the platform-lengthening project. The platform extensions at the local stations were completed by early 1958. Once the project was completed, eight-car local trains began operating on February 6, 1959. Due to the lengthening of the platforms at 86th Street and 96th Street, the intermediate 91st Street station was closed on February 2, 1959, because it was too close to the other two stations.

1960s and 1970s

Details of moldings on the IRT station's ceiling
Detailed view of the IRT station's ceiling. The original IRT station had been designated as a New York City landmark in 1978.

In May 1960, the NYCTA approved businessman Huntington Hartford's offer to redesign a subway entrance on Eighth Avenue and 58th Street, next to Hartford's new Gallery of Modern Art at 2 Columbus Circle. Hartford funded the project, which was designed by the Gallery of Modern Art's architect, Edward Durell Stone. A New York Times article attributed the development of the Coliseum and 2 Columbus Circle to the presence of the 59th Street station, which had increased the neighborhood's accessibility. The Gulf and Western Building (now the Trump International Hotel and Tower) was constructed on the north side of the circle in the late 1960s. As part of that project, a sunken circular plaza was built, with a large staircase leading to the 59th Street–Columbus Circle station and to the building's basement. This plaza and entrance had been required as part of the building's construction. Though the station had a direct entrance to the Gulf and Western Building, it lacked similar connections to 2 Columbus Circle or the Coliseum.

By 1970, NYCTA officials ranked the Columbus Circle station as one of the twelve most congested places in the subway system, where trains suffered from significant delays due to overcrowding. In March 1975, the NYCTA proposed renovating the 59th Street station as part of a six-year modernization program. The same year, the Triborough Bridge and Tunnel Authority (TBTA), an MTA subsidiary that owned the Coliseum, spent $1 million on two escalators between the mezzanine and the intersection of Eighth Avenue and 58th Street. The installation included a 40 by 45 ft (12 by 14 m) fiberglass canopy above the escalators, as well as a small garden at mezzanine level near the escalators. The escalators opened in October 1975 and were intended largely for patients of the nearby Roosevelt Hospital, but they initially were often out of service due to "repeated vandalism". The MTA announced in late 1978 that it would modernize the 59th Street–Columbus Circle station. The improvements included new finishes on the walls and floors; acoustical, signage, and lighting improvements; replacement of old mechanical equipment; and new handrails. In 1979, the New York City Landmarks Preservation Commission designated the space within the boundaries of the original IRT station, excluding expansions made after 1904, as a city landmark. The station was designated along with eleven others on the original IRT.

1980s and 1990s

Black and white image of the uptown IRT platform in 1978. There are lockers to the left and a clock hanging above the platform.
The uptown IRT platform in 1978

As part of a pilot program to reduce crime in the New York City Subway system, in May 1981, the MTA spent $500,000 on 76 CCTV screens at the Columbus Circle subway station, monitored by the New York City Transit Police. Crime at the station increased in the year after the CCTV system was installed, but the Transit Police continued to use the CCTV system, and the MTA expanded the experiment to the Times Square–42nd Street station. The cameras were deactivated in 1985 after further tests showed that their presence did not help reduce crime. The MTA considered transferring 220 CCTV cameras from these stations to token booths at the stations with the most crime.

The MTA announced in 1983 that it would renovate the Columbus Circle station as part of its capital program. To fund the renovation, the MTA placed the neighboring Coliseum for sale in 1984. The next year, a joint venture of Boston Properties and Phibro-Salomon Inc. was selected to redevelop the site as part of the Columbus Center project. In exchange for a zoning bonus, the developers would have funded over $30 million in improvements to the station. The improvements would have included new elevators and escalators; rearranged entrances and staircases; wider platforms; a reconfigured mezzanine and fare control area; and an entrance into the basement of the proposed building. The MTA planned to remove most of the bas-relief plaques as part of a widening of the southbound platform, relocating two of these plaques above an escalator, though the LPC objected to the proposal.

The Coliseum sale was nullified in late 1987, and Boston Properties presented a revised proposal for Columbus Center the next year, in which it would no longer fund improvements to the Columbus Circle station. To cover a funding shortfall for the Columbus Circle station's renovation, officials considered diverting $7.7 in million of funding from a proposed renovation of the Flushing–Main Street station in Queens. A third plan for Columbus Center was presented in 1989. This proposal included $12 million to $15 million for a renovation of the Columbus Circle station; Boston Properties, the city, and the MTA would each cover one-third of that amount.

By 1990, The New York Times described the station as "a haven for many homeless people", and the station had one of Manhattan's largest homeless populations. The renovation of the Columbus Circle station was to have been funded by the sale of the Coliseum, which continued to face delays. Boston Properties withdrew from the Columbus Center project in 1994. Planning for Columbus Center restarted in May 1996, and Time Warner and The Related Companies were selected to redevelop that site into the Time Warner (now Deutsche Bank) Center in 1998. The development would include a refurbished subway entrance at 58th Street, with an elevator to the mezzanine. However, Time Warner was not obligated to renovate the station, since it was not requesting a zoning bonus for its project. The city government simultaneously planned to renovate Columbus Circle itself. An entrance or skylight for the subway station was included in two proposals for the circle's reconstruction, but the final plan did not include skylights or a new entrance.

2000s to present

An entrance to the station on 57th Street, which is painted orange. A bus and pedestrians are to the right of the entrance.
One of the station's entrances, which also leads to the TurnStyle retail complex

In 2002, as part of the construction of the nearby Hearst Tower, the Hearst Corporation proposed renovating the station in exchange for permission to include six more stories in its tower. Hearst would fund the addition of three elevators: two to the IND and southbound IRT platforms and the third to the northbound IRT platform. In addition, the company would construct an entrance, add and relocate stairways, and relocate turnstiles. The IRT station's original interiors were listed on the National Register of Historic Places in 2004. A renovation of the station started in 2006; the project cost $125 million and included new elevators, artwork, entrances, and finishes. As part of the project, two subway entrances opened at the northwest corner of 60th Street and Broadway in 2008, connecting with the downtown IRT platform. The IND station's unused express platform was converted to an underpass between the IRT platforms. Dattner Architects and WSP Global designed the renovation, which was completed in 2012.

The MTA announced in early 2014 that it would convert a section of the mezzanine between 57th and 59th Streets into a retail complex called TurnStyle. At the time, the station was the seventh-busiest in the system. According to MTA real-estate director Jeffrey Rosen, this was the first project where the MTA converted a portion of an older station to retail. The MTA initially charged rents of $275 to $425/sq ft ($2,960 to $4,570/m), about one-third the rate of similarly sized above-ground storefronts. The TurnStyle complex opened on April 18, 2016. TurnStyle's storefronts generally had a higher occupancy rate than those in the surrounding neighborhood; the complex had a 90 percent occupancy rate by 2019, prompting the MTA to consider building similar malls in other stations. The market was temporarily closed from March to October 2020 during the COVID-19 pandemic in New York City, although half of the market's 39 storefronts closed permanently as a result of the pandemic. By 2024, only one of TurnStyle's original stores remained. That year, the escalator entrance at 58th Street was temporarily closed for structural repairs.

Service history

IRT station

The IRT's 59th Street–Columbus Circle station opened on October 27, 1904, as one of the original 28 stations of the New York City Subway from City Hall to 145th Street on the West Side Branch. After the first subway line was completed in 1908, the station was served by local trains along both the West Side (now the Broadway–Seventh Avenue Line to Van Cortlandt Park–242nd Street) and East Side (now the Lenox Avenue Line). Local trains ran from City Hall to 242nd Street in the Bronx during rush hours, continuing south from City Hall to South Ferry at other times. East Side local trains ran from City Hall to Lenox Avenue (145th Street). The Broadway–Seventh Avenue Line opened south of Times Square–42nd Street in 1918, 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, and all local trains were sent to South Ferry.

The IRT routes at the station were given numbered designations in 1948 with the introduction of "R-type" rolling stock, which contained rollsigns with numbered designations for each service. The Broadway route to 242nd Street became known as the 1 and the Lenox Avenue route as the 3. After the platforms at the station were lengthened in 1959, all 1 trains became local and all 2 and 3 trains became express, and eight-car local trains began operating. Increased and lengthened service was implemented during peak hours on the 1 train on February 6, 1959. In April 1988, the NYCTA unveiled plans to speed up service on the Broadway–Seventh Avenue Line through the implementation of a skip-stop service: the 9 train. When skip-stop service started in 1989, it was only implemented north of 137th Street–City College on weekdays, and 59th Street was served by both the 1 and the 9. Skip-stop service ended on May 27, 2005, as a result of a decrease in the number of riders who benefited.

IND station

When the IND Eighth Avenue Line opened, the station was served by express (A) and local (AA) trains between Chambers and 207th Street. After the IND Concourse Line opened on July 1, 1933, the C express and CC local trains started serving the station, running via the Concourse Line, while the AA was discontinued. IND service at the station was again modified on December 15, 1940, when a spur to the IND Sixth Avenue Line opened south of 59th Street. The BB and CC local trains stopped at the station only during rush hours, while the AA local train served the station during off-peak hours. The C express train ran only during rush hours, and a new express route (the D) was established, running at all times. In 1985, the AA was relabeled the K, while the BB became the B; the K train was discontinued in 1988.

Station layout

Ground Street level Exits/entrances
Basement 1 Mezzanine Fare control, station agent, MetroCard and OMNY machines
Shops, to exits
Disabled access Elevators at:
  • northeast corner of Columbus Circle and Central Park West
  • southwest corner of Eighth Avenue and Columbus Circle
Side platform Disabled access
Northbound local ← "1" train toward Van Cortlandt Park–242nd Street (66th Street–Lincoln Center)
← "2" train toward Wakefield–241st Street late nights (66th Street–Lincoln Center)
Northbound express ← "2" train"3" train do not stop here
Southbound express → "2" train"3" train do not stop here →
Southbound local → "1" train toward South Ferry (50th Street) →
→ "2" train toward Flatbush Avenue–Brooklyn College late nights (50th Street) →
Side platform Disabled access
Basement 2 IND mezzanine Transfers between lines and platforms
Basement 3 Northbound local ← "B" train weekdays toward Bedford Park Boulevard or 145th Street (72nd Street)
← "C" train toward 168th Street (72nd Street)
← "A" train toward Inwood–207th Street late nights (72nd Street)
Island platform Disabled access
Northbound express ← "A" train toward 207th Street (125th Street)
← "D" train toward Norwood–205th Street (125th Street)
Island platform, not in service, used as passageway between IRT Broadway–Seventh Avenue Line platforms
Southbound express → "A" train toward Far Rockaway–Mott Avenue, Ozone Park–Lefferts Boulevard
or Rockaway Park–Beach 116th Street (42nd Street–Port Authority Bus Terminal) →
→ "D" train toward Coney Island–Stillwell Avenue (Seventh Avenue) →
Island platform Disabled access
Southbound local → "B" train weekdays toward Brighton Beach (Seventh Avenue) →
→ "C" train toward Euclid Avenue (50th Street) →
→ "A" train toward Far Rockaway–Mott Avenue late nights (50th Street) →

The IRT Broadway–Seventh Avenue Line platforms run diagonally to and above the IND Eighth Avenue Line platforms. The IRT station is a local stop with four tracks and two side platforms, while the IND station is an express stop with four tracks and three island platforms (one of which is not in revenue service). The complex contains two mezzanines, which contain fare control areas and connect directly to the IRT platforms. The northern mezzanine is next to the northbound IRT platform and the southern mezzanine is next to the southbound IRT platform. Passengers can transfer between the IRT platforms by descending to the IND platforms. The 59th Street–Columbus Circle station is fully wheelchair-accessible, with several elevators connecting the street, mezzanines, and platforms. The station also contains the precinct house of New York City Police Department (NYPD)'s Transit District 1.

South of the southbound IRT platform is a mezzanine leading to 57th Street. The TurnStyle retail complex occupies a 325 ft-long (99 m) portion of this mezzanine. There are stores on both sides of a central corridor measuring 27 ft (8.2 m) wide. TurnStyle contains 30 or 40 storefronts, which range from 219 to 780 sq ft (20.3 to 72.5 m). TurnStyle is divided into three sections: a marketplace at the south end, retail stores in the middle, and an area with "grab-and-go" restaurants at the north end. Deliveries are made via a staircase with an enclosed conveyor belt leading from the street, and garbage is taken out through the same conveyor belt.

Artwork

This station formerly had an artwork called Hello Columbus, installed in 1992 and made by various New York City artists and public school students. The artwork consisted of 74 aluminum plaques, each measuring 3 by 3 ft (0.91 by 0.91 m).

As part of the MTA Arts & Design program, Sol LeWitt designed a mosaic on the stairway from the IND platforms to the uptown IRT platform, Whirls and Twirls, which was installed in 2009. Whirls and Twirls is rectangular in shape, measuring 53 by 11 ft (16.2 by 3.4 m). It consists of 250 porcelain tiles in six colors, which are arranged in a curving pattern within the rectangle. LeWitt also designed two light-and-dark-gray porcelain compass roses on the station floor. One of the compass roses is near the Deutsche Bank Center entrance, while the other is near 58th Street.

Entrances and exits

A mezzanine within the 59th Street–Columbus Circle station. There are storefronts to the right. A sign with an arrow, "A", "C", "B", "D", and "1" icons hangs from the ceiling.
Retail space

This station complex has several entrances and exits from street level. Most of the station's exits are from the two mezzanines. The one at the north end of Columbus Circle leads to the Trump International Hotel and Tower. A wide staircase from that plaza leads to the northern part of the IND mezzanine, adjacent to the north end of the northbound IRT platform. There is also an elevator at the same corner. An additional staircase leads to the east side of Central Park West, just north of Columbus Circle.

The south end of the northbound IRT platform has a fare control area leading to two staircases. These staircases ascend to the southeastern corner of Central Park South and Broadway, just outside 240 Central Park South.

Two staircases from the northwest corner of Broadway and 60th Street descend to a fare control area leading to the southbound IRT platform. There are two additional staircases from the median of Broadway between Columbus Circle and 60th Street, which also lead to a fare control area adjacent to the southbound IRT platform. A staircase to the southwest corner of that intersection was proposed as part of the Columbus Center project but was never built.

The Deutsche Bank Center at the northwest corner of 58th Street and Eighth Avenue has an elevator, escalators, and a staircase descending to a fare control area. The mezzanine also has a staircase to the northeast corner of 58th Street and Eighth Avenue, outside 2 Columbus Circle. There is a passageway leading to two sets of easement staircases at 57th Street and Eighth Avenue. A single staircase, within the Central Park Place building, ascends to the northwest corner of the intersection. At the southeast corner, two staircases ascend to the Hearst Tower: one to Eighth Avenue and one to 57th Street.

In October 1992, at a public hearing, New York City Transit proposed closing street staircase S6 to the northwest corner of 61st Street and Central Park West (outside what is now 15 Central Park West) and reopening street staircase S2 at 60th Street and Central Park West, located to the east of the circular stair, in order to expand the Transit Police District Command to accommodate more officers and increase the efficiency of the operation. The circular staircase was expected to be reconstructed to provide more direct access. The 61st Street exit was operated part-time, closing at nights; it consisted of a high exit turnstile and was used by 2,400 daily passengers. It was located in a remote unmonitored portion of the station, making safety an added consideration for its closure. Four staircases to the two platforms that led to the passageway leading to the exit were removed.

IRT Broadway–Seventh Avenue Line platforms

 59 Street–Columbus Circle "1" train
New York City Subway station (rapid transit)
Uptown platform of the IRT station. To the left is a set of green columns and a yellow strip at the edge of the platform. To the right is a tiled wall, which contains a mosaic sign with the words "Columbus Circle".View from the northbound platform
Station statistics
DivisionA (IRT)
Line   IRT Broadway–Seventh Avenue Line
Services   1  (all times)
​   2  (late nights)
StructureUnderground
Platforms2 side platforms
Tracks4
Other information
OpenedOctober 27, 1904; 120 years ago (1904-10-27)
AccessibleThis station is compliant with the Americans with Disabilities Act of 1990 ADA-accessible
Opposite-
direction
transfer		Yes
Services
Preceding station New York City Subway New York City Subway Following station
66th Street–Lincoln Center1  ​2 toward Van Cortlandt Park–242nd Street
Local 		50th Street1  ​2 toward South Ferry
"3" train does not stop here
Track layout

Legend
to 66th Street
to 50th Street
Station service legend
Symbol Description
Stops all times Stops all times
Stops late nights only Stops late nights only
59th Street – Columbus Circle (IRT)
U.S. National Register of Historic Places
New York City Landmark No. 1096
MPSNew York City Subway System MPS
NRHP reference No.04001015
NYCL No.1096
Significant dates
Added to NRHPSeptember 17, 2004
Designated NYCLOctober 23, 1979

The 59th Street–Columbus Circle station is a local station on the IRT Broadway–Seventh Avenue Line, it has four tracks and two side platforms. The local tracks are used by the 1 at all times and by the 2 during late nights; the express tracks are used by the 2 train during daytime hours and the 3 train at all times. The station is between 66th Street–Lincoln Center to the north and 50th Street to the south. The platforms were originally 200 ft (61 m) long, like at other local stations on the original IRT, and ranged between 9.5 ft (2.9 m) wide at the ends and 43 ft (13 m) wide at the center. As a result of the 1958–1959 platform extension, the platforms became 520 ft (160 m) long.

Design

As with other stations built as part of the original IRT, the station was constructed using a cut-and-cover method. The tunnel is covered by a U-shaped trough that contains utility pipes and wires. The bottom of this trough contains a foundation of concrete no less than 4 inches (100 mm) thick. Each platform consists of 3-inch-thick (7.6 cm) concrete slabs, beneath which are drainage basins. The platform floor was originally divided into white granolithic slabs measuring 3 by 3 ft (0.91 by 0.91 m). These slabs curved upward at the intersection with each wall, preventing debris buildup. The original platforms contain circular, cast-iron Doric-style columns spaced every 15 feet (4.6 m), while the platform extensions contain I-beam columns. Additional columns between the tracks, spaced every 5 ft (1.5 m), support the jack-arched concrete station roofs. The ceiling ranges from 9.5 to 19 ft (2.9 to 5.8 m) high. There is a 1-inch (25 mm) gap between the trough wall and the platform walls, which are made of 4-inch (100 mm)-thick brick covered over by a tiled finish.

The walls along the southbound platform and a short stretch of the northbound platform consist of a brick wainscoting on the lowest part of the wall and white glass tiles above, while the rest of the northbound platform has ceramic tile walls. The wainscoting is about 2.5 to 3 ft (0.76 to 0.91 m) high and is topped by a band of green marble with white veining. The platform walls are divided at 15 ft (4.6 m) intervals by green and red tile pilasters, or vertical bands. Atop each pilaster are faience plaques in blue, green, brown, and cream. These are flanked by square tiles depicting the Santa María, one of Christopher Columbus's ships. The walls contain two varieties of mosaic tile plaques, with the name "Columbus Circle" in white letters, alternating with each other. One variety of name plaques contains a green-mosaic background, while the other has a green faience background with half-circle motifs and Renaissance style moldings. There were originally four such plaques on each platform. The mosaic tiles at all original IRT stations were manufactured by the American Encaustic Tile Company, which subcontracted the installations at each station. The decorative work was performed by faience contractor Grueby Faience Company. Hidden behind the current station wall is a prototype of a mosaic installed in 1901; it consists of red and yellow mosaic tiles in a guilloche pattern.

Various doorways lead off both platforms. On each platform, two of the doorways led to restrooms for women and men. Each restroom had ceramic-tile floors, glass walls, and marble-and-slate partitions; patrons paid five cents to enter. The ceilings of the original platforms and fare control areas contain plaster molding. The moldings divide the original ceilings into panels measuring 15 feet wide. Blue tile was used for the ceilings above the tracks, while yellow plaster was used for the ceilings above the platforms. The mezzanines leading off either platform contain ceramic tiles and flooring. The original exit stairways (now removed or upgraded) were 5.5 to 6 ft (1.7 to 1.8 m) wide.

In January 1992, the MTA Board approved a request by the NYCTA to close 43 full-time or part-time station areas at 30 station complexes. These included an underpass near the northern end of the station, west of the IND platforms, which connected the northbound and southbound platforms.

IND Eighth Avenue Line platforms

 59 Street–Columbus Circle "A" train​"B" train​"C" train​"D" train
New York City Subway station (rapid transit)
Downtown platform of the IND station. On the right, an "A" train of R211A subway cars is arriving.An A train of R211As arriving at the southbound platform
Station statistics
DivisionB (IND)
Line   IND Eighth Avenue Line
Services   A  (all times)
​   B  (weekdays during the day)
​   C  (all except late nights)
​   D  (all times)
StructureUnderground
Platforms3 island platforms (2 in passenger service)
cross-platform interchange
Tracks4
Other information
OpenedSeptember 10, 1932; 92 years ago (1932-09-10)
AccessibleThis station is compliant with the Americans with Disabilities Act of 1990 ADA-accessible
Opposite-
direction
transfer		Yes
Services
Preceding station New York City Subway New York City Subway Following station
125th StreetA  ​D via 145th Street
Express 		42nd Street–Port Authority Bus TerminalA toward Far Rockaway–Mott Avenue or Ozone Park–Lefferts Boulevard

Express 		Seventh AvenueB  ​D via Grand Street
72nd StreetA  ​B  ​C via 145th Street
Local

Local 		50th StreetA  ​C toward Euclid Avenue
Track layout

Legend
to 125th Street
to 72nd Street
to Seventh Avenue
to 50th Street
to 42nd Street–PABT
Station service legend
Symbol Description
Stops all times except late nights Stops all times except late nights
Stops all times Stops all times
Stops late nights only Stops late nights only
Stops weekdays during the day Stops weekdays during the day

The 59th Street–Columbus Circle station on the IND Eighth Avenue Line is an express station with four tracks and three island platforms. Only the outer two platforms are used for passenger service, allowing cross-platform interchanges between local and express trains heading in the same direction. The station is served by A and D trains at all times, C trains at all times except late nights, and B trains on weekdays during the day. B and C trains use the local tracks and D trains use the express tracks. A trains use the express tracks during the day and the local tracks at night. The next stop to the north is 72nd Street for local trains and 125th Street for express trains; there are seven local stations between 59th and 125th Streets. The next stop to the south is 50th Street for Eighth Avenue local A and ​C trains, 42nd Street–Port Authority Bus Terminal for Eighth Avenue express A trains, and Seventh Avenue for Sixth Avenue express B and ​D trains.

Design

The walls of the station contain blue-tile bands with black borders; since 59th Street is an express station, it has a wider tile band than local stations. Large white "59"s are placed over the blue stripes. The tile colors are intended to help riders identify their station more easily, part of a color-coded tile system for the entire Independent Subway System. The tile colors were designed to facilitate navigation for travelers going away from Lower Manhattan; on the Eighth Avenue Line, the tiles change color at the next express station to the north. As such, the blue tiles used at the 59th Street station were also used on local stations to the north; the next express station, 125th Street, used a different tile color.

The stations on the Eighth Avenue Line were built with 600-foot (180 m) long platforms, but there were provisions to lengthen them to 660 feet (200 m) to accommodate eleven-car trains. Four of the express stations, including 59th Street, were built with long mezzanines so that passengers could walk the entire length of the mezzanines without having to pay a fare. It was proposed to develop the mezzanines of these four stations with shops, so that they would become retail corridors, similar to the underground mall at Rockefeller Center. Above the south end of the station is an underground arcade connecting 57th and 58th Streets, which was originally flanked by stores. The mezzanine also enabled pedestrians to cross under Columbus Circle.

Track layout

South of the station, A and C trains continue along the Eighth Avenue Line, while B and D trains diverge east to the Seventh Avenue station via the IND Sixth Avenue Line. North of the station are crossovers in both directions, and the northbound tracks cross over the southbound tracks to form a two-level configuration, used at all local stations on the line through 103rd Street. The distance between the 59th Street station and the next express stop, 125th Street, was intended to "avoid much delay and confusion" by reducing the number of local–express transfer stations.

Nearby points of interest

Ridership

In 2019, the station had 23,040,650 boardings, making it the eighth most-used station in the 423-station system. This amounted to an average of 72,959 passengers per weekday. Due to the COVID-19 pandemic in New York City, ridership dropped drastically in 2020, with only 7,618,925 passengers entering the station that year. However, it was still the system's eighth most-used station.

References

  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. ^ "Annual Subway Ridership (2018–2023)". Metropolitan Transportation Authority. 2023. Retrieved April 20, 2024.
  3. "Annual Subway Ridership (2018–2023)". Metropolitan Transportation Authority. 2023. Retrieved April 20, 2024.
  4. ^ 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 March 27, 2016. Retrieved November 19, 2019.
  6. ^ 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. "Trying to Beat the Snow: Subway Contractors Hastening Work in Fifty-ninth-st". New-York Tribune. November 24, 1901. p. B14. ProQuest 571019619.
  8. "Mayor Drives Spike: First in Subway Track the Municipal Aim True at Columbus Circle Ceremony Mayor Low About to Drive the First Spike on the Subway Road". New-York Tribune. March 15, 1903. p. 1. ProQuest 571228224.
  9. "Mayor Low Drives Subway Silver Spike; First Rail of the Underground Road Fastened Down. Formal Ceremony at the Circle Station Underneath the Columbus Statue -- City Officials, Contractors, and Engineers Present". The New York Times. March 15, 1903. ISSN 0362-4331. Archived from the original on June 20, 2022. Retrieved June 20, 2022.
  10. "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". The New York Times. November 14, 1903. ISSN 0362-4331. Archived from the original on May 5, 2022. Retrieved May 10, 2022.
  11. ^ "Our Subway Open: 150,000 Try It; Mayor McClellan Runs the First Official Train". The New York Times. October 28, 1904. p. 1. ISSN 0362-4331. Archived from the original on November 12, 2020. Retrieved April 21, 2020.
  12. ^ "New York MPS 59th Street--Columbus Circle Subway Station (IRT)". Records of the National Park Service, 1785 - 2006, Series: National Register of Historic Places and National Historic Landmarks Program Records, 2013 - 2017, Box: National Register of Historic Places and National Historic Landmarks Program Records: New York, ID: 75313889. National Archives.
  13. ^ Hood, Clifton (1978). "The Impact of the IRT in New York City" (PDF). Historic American Engineering Record. pp. 146–207. 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.
  14. ^ 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.
  15. "Express Stop for Columbus Circle; McCall Announces at Hearing That He Favors Putting New Subway Station There". The New York Times. March 21, 1914. ISSN 0362-4331. Archived from the original on June 20, 2022. Retrieved June 20, 2022.
  16. "Columbus Circlers Happy". The Sun. March 21, 1914. p. 5. Archived from the original on June 20, 2022. Retrieved June 20, 2022.
  17. "For Subway Express Stop; Two Plans for Columbus Circle Change ;- Lexington Avenue Veto". The New York Times. August 2, 1914. ISSN 0362-4331. Archived from the original on June 20, 2022. Retrieved June 20, 2022.
  18. "Twenty-mile Ride for Only a Nickel". The Standard Union. August 3, 1914. p. 12. Archived from the original on June 20, 2022. Retrieved June 20, 2022.
  19. "Opposes Express Stop; Might Require Underpinning Columbus Monument". The New York Times. September 30, 1914. ISSN 0362-4331. Archived from the original on June 20, 2022. Retrieved June 20, 2022.
  20. "Have Obtained Valuable Rights: Public Service Gets Free Many Station Entrances on New Routes Sixty Additional Contracts Pending Agreements Also Include Stairway and Beam Rights for Dual Subway". New-York Tribune. July 11, 1915. p. 34. Archived from the original on June 20, 2022. Retrieved June 20, 2022.
  21. "Asks Facilities at Circle; Broadway Association Says Another Subway Entrance Is Needed". The New York Times. June 18, 1922. ISSN 0362-4331. Archived from the original on June 21, 2022. Retrieved June 20, 2022.
  22. "33d Street to Be I.R.T. Express Stop; Reconstruction One of Many Station Improvements Ordered by Commission". The New York Times. December 17, 1922. ISSN 0362-4331. Archived from the original on June 21, 2022. Retrieved June 21, 2022.
  23. "$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". New-York Tribune. December 18, 1922. p. 22. ProQuest 573974563.
  24. "Express Stop Plan Opposed by I.R.T.; Officials Say Money Is Not Available for Change at 33d Street Station". The New York Times. September 7, 1923. ISSN 0362-4331. Archived from the original on June 21, 2022. Retrieved June 21, 2022.
  25. "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". New-York Tribune. September 7, 1923. p. 6. ProQuest 1237290874.
  26. "Two Subway Routes Adopted by City". The New York Times. August 4, 1923. p. 9. ISSN 0362-4331. Retrieved August 1, 2019.
  27. "Plans Now Ready to Start Subways". The New York Times. March 12, 1924. p. 1. ISSN 0362-4331. Retrieved August 1, 2019.
  28. "Hylan Subway Plan Links Four Boroughs at $450,000,000 Cost". The New York Times. December 10, 1924. p. 1. ISSN 0362-4331. Archived from the original on June 14, 2018. Retrieved June 29, 2018.
  29. "Plan Huge Centre of Subway Traffic; Transit Lines Will Build Dual Station at Columbus Circle Four Blocks in Length. 16 Entrances Proposed Growth of Section From 1905 to 1926 Is Indicated by Rise of 7,167,592 Fares". The New York Times. April 24, 1927. Archived from the original on October 6, 2018. Retrieved October 6, 2018.
  30. "Express and Local Stations For New Eighth Avenue Line". New York Herald Tribune. February 5, 1928. p. B1. ISSN 1941-0646. ProQuest 1113431477.
  31. ^ Warner, Arthur (November 22, 1931). "The City's New Underground Province; The Eighth Avenue Subway Will Be Not Only a Transit Line but a Centre for the Shopper A New Underground Province of New York The Eighth Avenue Subway Will Be a Rapid Transit Line With Innovations and Will Provide Centres for the Shoppers". The New York Times. ISSN 0362-4331. Archived from the original on May 3, 2018. Retrieved May 2, 2018.
  32. ^ Daly, William Jerome (February 5, 1928). "New Subway Work Far Advanced, From the Circle to 207th Street: Small Section Near St. Nicholas Avenue and 148th Street Being Constructed". New York Herald Tribune. p. B1. ISSN 1941-0646. ProQuest 1113431484.
  33. ^ Lynch, Denis Tilden (September 11, 1932). "Eighth Avenue Subway Clears Way for New Progress on West Side". New York Herald Tribune. p. J1. ISSN 1941-0646. ProQuest 1114749813.
  34. "Subway Awards Made; Contracts Let for Brooklyn and Bronx and for 8th Av. Stations". The New York Times. October 31, 1928. ISSN 0362-4331. Archived from the original on June 21, 2022. Retrieved June 21, 2022.
  35. "Progress is Rapid on 8th Av. Subway; Board's Engineers Report Spurt in Building Is Likely to Open the Line in July, 1930". The New York Times. May 26, 1930. ISSN 0362-4331. Retrieved April 29, 2023.
  36. "Eighth Av. Subway Nearly Completed; Basic Construction Work From Chambers to 207th St. Done Except on Few Short Stretches". The New York Times. August 24, 1930. ISSN 0362-4331. Retrieved March 15, 2023.
  37. O'Brien, John C. (September 9, 1931). "8th Ave. Line Being Rushed For Use Jan. 1: Turnstile Installation on Subway Begins Monday; Other Equipment Ready for Start of Train Service City Has Yet to Find Operating Company Transit Official on Trip, 207th to Canal Street, Inspects Finished Tube". New York Herald Tribune. p. 1. ISSN 1941-0646. ProQuest 1331181357.
  38. "Sightseers Invade New Subway When Barricade Is Lifted". The New York Times. September 9, 1932. ISSN 0362-4331. Archived from the original on July 1, 2022. Retrieved July 1, 2022.
  39. ^ "8th Av. Subway Gets First 5c. by Woman's Error: She Peers Into a Station, Hears Train, Pays for Ride, but Is Day Too Early Preparing for Tomorrow's Rush on 8th Ave. Subway". New York Herald Tribune. September 9, 1932. p. 1. ISSN 1941-0646. ProQuest 1125436641.
  40. ^ "List of the 28 Stations on the New 8th Av. Line". The New York Times. September 10, 1932. p. 6. ISSN 0362-4331. Archived from the original on December 14, 2021. Retrieved April 21, 2020.
  41. Sebring, Lewis B. (September 10, 1932). "Midnight Jam Opens City's New Subway: Turnstiles Click Into Action at 12:01 A. M. as Throngs Battle for Places in 'First' Trains Boy, 7, Leads Rush At 42d St. Station City at Last Hails 8th Ave. Line After 7-Year Wait; Cars Bigger, Clean Transit Commissioner Officially Opening New Subway at Midnight". New York Herald Tribune. p. 1. ISSN 1941-0646. ProQuest 1114839882.
  42. ^ "City to Open Subway in 8th Av. Tonight; Crowds Visit Tube; First Line in Huge Municipal Network to Take First Nickel One Minute After Midnight". The New York Times. September 9, 1932. ISSN 0362-4331. Archived from the original on October 6, 2018. Retrieved July 1, 2022.
  43. "Eighth Avenue Site Enhanced 400 Per Cent: Parcel Offered for $2,000 a Front Foot Seven Years Ago Now Worth $10,000 Great Changes Predicted Subway Under Construction Han Opened New Future". New York Herald Tribune. July 29, 1928. p. D2. ISSN 1941-0646. ProQuest 1113474993.
  44. "Eighth Av. Gradually Emerging From Its Chaotic Condition; New Pavement Likely to Be Finished by End of Year--Building Has Continued Active in Midtown Section Despite Upheaval Due to New Subway Construction. New Building Work. Sidewalk Paving. Big Advance in Values. Subway Work Progress". The New York Times. August 26, 1928. ISSN 0362-4331. Retrieved April 29, 2023.
  45. "Sees Business Trend to Columbus Circle; H.R. Hoffman Predicts Development There Will Be Similar toThat of Times Square". The New York Times. January 26, 1930. ISSN 0362-4331. Archived from the original on July 1, 2022. Retrieved July 1, 2022.
  46. ^ "IND 59th St. Center Platform To Be Open During Rush Hours". New York Herald Tribune. March 24, 1953. p. 25. ISSN 1941-0646. ProQuest 1320053496.
  47. "Art in Subways Goes Unnoticed By the Public: Some of Old Underground Stations Are Decorated With Picturesque Panels Stained Glass Is in One Old City Hall Stop Also Has Illuminated Bronzes". New York Herald Tribune. November 29, 1936. p. A7. ISSN 1941-0646. ProQuest 1222168348.
  48. ^ "Sponsors of Art for the Subway Back Up Their Case by Samples: Murals and Statues, 'Just the Thing' to Banish Transit Blues, Are Shown at City Hall; As for Delaney, He 'Just Doesn't Understand' Samples of Art; Proposed to Brighten Up the City's Subway Stations". New York Herald Tribune. February 9, 1939. p. 21. ISSN 1941-0646. ProQuest 1260508127.
  49. "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.
  50. "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. ISSN 1941-0646. ProQuest 1248134780.
  51. Egan, Leo (November 15, 1946). "New Sports Arena Will Seat 25,000; Project Proposed by Madison Square Garden for Columbus Circle". The New York Times. ISSN 0362-4331. Archived from the original on July 1, 2022. Retrieved July 1, 2022.
  52. "$20,000,000 New 'Garden' Details Told: Convention Hall, Garage and Sport Arena Woult Be the World's Largest 4 Times the Space Of Present Garden 2-Block Building Would Roof Over 59th Street; City's Cost $1,240,000 Studying Plans for Proposed New Madison Square Garden Architects' Drawings of Projected New Garden Building". New York Herald Tribune. November 15, 1946. p. 1. ISSN 1941-0646. ProQuest 1287145201.
  53. "New Sports Arena Seen Rising Here; Columbus Circle Coliseum Fund Is Forecast by Mayor After Agreement With Garden". The New York Times. October 25, 1949. ISSN 0362-4331. Archived from the original on July 1, 2022. Retrieved July 1, 2022.
  54. "Transfer Points Under Higher Fare; Board of Transportation Lists Stations and Intersections for Combined Rides". The New York Times. June 30, 1948. ISSN 0362-4331. Archived from the original on December 9, 2021. Retrieved December 24, 2020.
  55. "List of Free and Pay Transfer Points". New York Herald Tribune. June 30, 1948. p. 12. ISSN 1941-0646. ProQuest 1327387636.
  56. "Candy Stores Open in the IND Subway". The New York Times. December 17, 1948. ISSN 0362-4331. Archived from the original on July 1, 2022. Retrieved July 1, 2022.
  57. "IND To Speed Service at 59th St. Station". The New York Times. March 24, 1953. ISSN 0362-4331. Archived from the original on July 1, 2022. Retrieved July 1, 2022.
  58. ^ Authority, New York City Transit (1953). Report. Archived from the original on June 19, 2022. Retrieved October 3, 2020.
  59. ^ Ingalls, Leonard (January 18, 1954). "Plan for Subway Would End Snags at 4 Major Stops; Authority Asks Funds for Manhattan Projects -Presses Power Plant Sale". The New York Times. ISSN 0362-4331. Archived from the original on July 1, 2022. Retrieved July 1, 2022.
  60. Levey, Stanley (March 11, 1955). "Transit Projects Stir Agency Feud; Plans for Four Subway Projects Stir Quarrel in Transit Board". The New York Times. ISSN 0362-4331. Archived from the original on March 11, 2018. Retrieved July 1, 2022.
  61. "Transit Authority to Hold Police Force at 852 Men". New York Herald Tribune. March 11, 1955. p. 11. ISSN 1941-0646. ProQuest 1328111184.
  62. Minutes and Proceedings. New York City Transit Authority. 1955. pp. 3, 254, 1457. Archived from the original on May 11, 2021. Retrieved March 28, 2021.
  63. "Patterson Revises His I.R.T. Proposal". The New York Times. February 3, 1956. ISSN 0362-4331. Archived from the original on July 1, 2022. Retrieved July 1, 2022.
  64. ^ "High-Speed Broadway Local Service Began in 1959". The Bulletin. 52 (2). New York Division, Electric Railroaders' Association. February 2009. Archived from the original on September 16, 2016. Retrieved August 26, 2016 – via Issuu.
  65. ^ "West Side Subway Job Is Gaining: Station Project Months Ahead". New York Herald Tribune. May 26, 1958. p. 12. ISSN 1941-0646. ProQuest 1327014687.
  66. Katz, Ralph (May 10, 1958). "IRT To Complete Repairs in a Year; Broadway Express Will Be Modified and Stations Revamped by June". The New York Times. ISSN 0362-4331. Archived from the original on October 6, 2018. Retrieved July 1, 2022.
  67. ^ "Wagner Praises Modernized IRT — Mayor and Transit Authority Are Hailed as West Side Changes Take Effect". The New York Times. February 7, 1959. p. 21. ISSN 0362-4331. Archived from the original on January 1, 2018. Retrieved November 6, 2016.
  68. Aciman, Andre (January 8, 1999). "My Manhattan — Next Stop: Subway's Past". The New York Times. ISSN 0362-4331. Archived from the original on August 28, 2016. Retrieved August 26, 2016.
  69. "Hartford Adds to Gifts: Bronze Railing for IND". The New York Times. May 25, 1960. ISSN 0362-4331. Archived from the original on June 24, 2022. Retrieved June 24, 2022.
  70. "Builders Eye Columbus Circle; Area May Be Belle of the 60's; Land Prices Are Low". The New York Times. May 13, 1962. ISSN 0362-4331. Archived from the original on July 1, 2022. Retrieved July 1, 2022.
  71. ^ Fowler, Glenn (September 22, 1968). "Odd-Shaped Plots Foster Ingenuity in Design". The New York Times. p. 418. ISSN 0362-4331. ProQuest 118225821.
  72. ^ Ulman, Neil (October 17, 1969). "Builder's Nightmare: Putting Up Skyscraper In New York Can Prove Agonizing Experience A Strike, Labor Shortage Delay Tower's Completion And Send Costs Soaring Zooming Rents Ease Pain Builder's Nightmare: A New York Skyscraper Proves Tough Project". Wall Street Journal. p. 1. ISSN 0099-9660. ProQuest 133360606.
  73. Fowler, Glenn (March 21, 1971). "Rockefeller Center Growing Down: Under Rockefeller Center, Concourse Is Growing". The New York Times. p. R1. ISSN 0362-4331. ProQuest 119210304.
  74. Moran, Nancy (May 30, 1970). "12 Subway Bottlenecks Create Massive Delays Daily". The New York Times. ISSN 0362-4331. Archived from the original on July 1, 2022. Retrieved July 1, 2022.
  75. Burks, Edward C. (March 24, 1975). "Plans Outlined to Upgrade Subway and Bus Systems". The New York Times. ISSN 0362-4331. Archived from the original on July 25, 2018. Retrieved July 2, 2022.
  76. "Escalators Installed By M. T. A. in Exit At Columbus Circle". The New York Times. October 9, 1975. ISSN 0362-4331. Archived from the original on July 1, 2022. Retrieved July 1, 2022.
  77. "Repeated Vandalism Disables Escalators At Columbus Circle". The New York Times. December 5, 1975. ISSN 0362-4331. Archived from the original on July 1, 2022. Retrieved July 1, 2022.
  78. Edmonds, Richard (December 7, 1978). "Subway beautification has green light". New York Daily News. p. 583. ISSN 2692-1251. Retrieved May 25, 2023 – via newspapers.com.
  79. "12 IRT Subway Stops Get Landmark Status". The New York Times. October 27, 1979. ISSN 0362-4331. Archived from the original on March 9, 2018. Retrieved December 26, 2020.
  80. Goldman, Ari L. (February 5, 1983). "Crime in Subway Station Rises in Spite of TV Monitors". The New York Times. ISSN 0362-4331. Archived from the original on April 25, 2022. Retrieved July 2, 2022.
  81. Carmody, Deirdre (October 4, 1985). "Subway Anticrime TV Test Abandoned". The New York Times. ISSN 0362-4331. Archived from the original on November 24, 2017. Retrieved July 2, 2022.
  82. Gordy, Margaret (October 14, 1985). "TA Aim: Make Subways Unsafe For Muggers: Will Spend $22M To Upgrade Safety". Newsday. pp. 3, 19.
  83. Goldman, Ari L. (April 28, 1983). "M.T.A. Making Major Addition to Capital Plan". The New York Times. ISSN 0362-4331. Archived from the original on April 25, 2022. Retrieved July 2, 2022.
  84. Daley, Suzanne (December 21, 1984). "M.T.A. Approves Agreement with City to Permit Sale of Coliseum". The New York Times. ISSN 0362-4331. Archived from the original on February 14, 2018. Retrieved February 13, 2018.
  85. "Transit Update: New York transit gets $477 million from Coliseum sale". Railway Age. Vol. 186, no. 8. August 1, 1985. p. 69. ProQuest 895756076.
  86. Scardino, Albert; Finder, Alan (July 14, 1985). "The Region; the Big Deal at Columbus Circle". The New York Times. ISSN 0362-4331. Archived from the original on November 26, 2017. Retrieved July 2, 2022.
  87. ^ Lueck, Thomas J. (December 8, 1987). "Judge in New York Strikes Down Sale of Coliseum's Site". The New York Times. ISSN 0362-4331. Archived from the original on August 31, 2020. Retrieved July 2, 2022.
  88. ^ Moss, Michael (December 8, 1987). "Judge Voids Sale of Columbus Circle Site". Newsday. p. 21. Archived from the original on July 3, 2022. Retrieved July 2, 2022.
  89. Polsky, Carol (March 9, 1987). "Builders' Bonus Draws New Fire; Critics Say Developer 'Abused' City Policy". Newsday. p. 9. ProQuest 285356126.
  90. Anderson, Susan Heller; Dunlap, David W. (February 10, 1986). "New York Day by Day; An Ornamental Dispute Over a Subway Station". The New York Times. ISSN 0362-4331. Archived from the original on February 3, 2018. Retrieved July 2, 2022.
  91. Berkowitz, Harry (October 18, 1988). "A new plan for Columbus Circle building". Newsday. p. 39. ProQuest 278008786.
  92. Levine, Richard (June 3, 1988). "A New Plan Is Presented For Coliseum". The New York Times. ISSN 0362-4331. Archived from the original on February 14, 2018. Retrieved July 2, 2022.
  93. Liff, Bob (December 15, 1989). "Boroughs Pan MTA Deferrals". Newsday. p. 23. Archived from the original on July 3, 2022. Retrieved July 2, 2022.
  94. Chira, Susan (April 20, 1989). "3d and Smallest Coliseum Plan Greeted by Signs of Approval". The New York Times. ISSN 0362-4331. Archived from the original on September 3, 2021. Retrieved July 2, 2022.
  95. ^ Berkowitz, Harry (April 20, 1989). "Accord on Columbus Circle". Newsday. pp. 3, 41. Archived from the original on July 3, 2022. Retrieved July 2, 2022.
  96. Lorch, Donatella (January 23, 1990). "Man Held in Beating Death of Homeless Man After Subway Fight". The New York Times. ISSN 0362-4331. Archived from the original on May 25, 2015. Retrieved July 2, 2022.
  97. Henican, Ellis (August 25, 1992). "Subway Windfall Nears Last Stop". Newsday. pp. 6, 91. Archived from the original on July 3, 2022. Retrieved July 2, 2022.
  98. Kennedy, Shawn G. (July 16, 1994). "At Deadline, Deal to Develop Site Of New York Coliseum Collapses". The New York Times. ISSN 0362-4331. Archived from the original on September 3, 2021. Retrieved July 2, 2022.
  99. Perez-Pena, Richard (May 30, 1996). "Terms Are Set For Sale Of Coliseum". The New York Times. ISSN 0362-4331. Archived from the original on September 3, 2021. Retrieved September 3, 2021.
  100. "Time Warner Group Wins Bid to Develop New York Coliseum". Wall Street Journal. July 29, 1998. p. B5B. ISSN 0099-9660. ProQuest 398677248.
  101. Dunlap, David W. (September 6, 1998). "At Columbus Circle, A Circuitous Path To Columbus Centre". The New York Times. ISSN 0362-4331. Archived from the original on September 4, 2021. Retrieved July 2, 2022.
  102. ^ Dunlap, David W. (September 26, 2002). "Blocks; Trade-Offs and Reminders at 59th St". The New York Times. ISSN 0362-4331. Archived from the original on September 5, 2021. Retrieved February 11, 2021.
  103. Newman, Andy (August 11, 1998). "Traffic on Columbus Circle Finally Comes, Well, Full Circle". The New York Times. ISSN 0362-4331. Archived from the original on October 16, 2017. Retrieved October 15, 2017.
  104. Bagli, Charles V. (February 15, 1998). "Architects' Designs Envision Columbus Circle as a Great City Crossroads". The New York Times. ISSN 0362-4331. Archived from the original on May 27, 2015. Retrieved July 2, 2022.
  105. Dunlap, David W. (August 4, 2005). "An Island of Sanctuary in the Traffic Stream". The New York Times. ISSN 0362-4331. Archived from the original on October 16, 2017. Retrieved October 15, 2017.
  106. Lee, Denny (July 14, 2002). "Neighborhood Report: Clinton; Hearst Woos, and Wins, a Wary Neighborhood". The New York Times. ISSN 0362-4331. Archived from the original on January 30, 2022. Retrieved December 15, 2020.
  107. Wright, Gordon (April 2005). "Building on Tradition". Building Design & Construction. Vol. 6, no. 4. pp. 42–44, 46. ProQuest 211050578.
  108. ^ Chan, Sewell (July 17, 2008). "2 New Subway Entrances Open at Columbus Circle". The New York Times. ISSN 0362-4331. Archived from the original on May 23, 2022. Retrieved February 11, 2021.
  109. ^ Kadet, Anne (May 1, 2018). "This New York City Subway Station Gets Rave Reviews". The Wall Street Journal. ISSN 0099-9660. Retrieved May 6, 2023.
  110. Young, Michelle (August 19, 2013). "10 of NYC's Abandoned and Incomplete Subway Platforms and Levels - Page 9 of 10". Untapped New York. Archived from the original on October 31, 2021. Retrieved July 2, 2022.
  111. "Columbus Circle Station". Dattner Architects. September 4, 2020. Archived from the original on May 12, 2021. Retrieved July 2, 2022.
  112. ^ Chaban, Matt A. V. (October 7, 2014). "In Depths of Columbus Circle, a Retail Hub Blooms". The New York Times. ISSN 0362-4331. Archived from the original on May 21, 2022. Retrieved February 11, 2021.
  113. ^ Edelson, Sharon (March 19, 2014). "Turnstyle to Bring Retail Underground at Columbus Circle". WWD. Archived from the original on July 1, 2022. Retrieved July 1, 2022.
  114. Schram, Lauren Elkies (March 19, 2014). "A Look Inside Columbus Circle's Underground Turn-Style Marketplace". Commercial Observer. Archived from the original on July 1, 2022. Retrieved July 1, 2022.
  115. ^ Dunlap, David W. (March 23, 2016). "At Columbus Circle, a New Home for Underground Gourmets". The New York Times. ISSN 0362-4331. Archived from the original on July 1, 2022. Retrieved July 1, 2022.
  116. Casey, Nell (October 8, 2014). "Subterranean Food Court Coming To Columbus Circle Subway Station". Gothamist. Archived from the original on July 1, 2022. Retrieved July 1, 2022.
  117. Kral, Georgia (April 19, 2016). "Inside TurnStyle, the food and retail hub under Columbus Circle". am New York. Archived from the original on December 1, 2017. Retrieved November 28, 2017.
  118. Rivoli, Dan (April 19, 2016). "TurnStyle shopping corridor opens at Columbus Circle subway station". New York Daily News. Archived from the original on July 1, 2022. Retrieved July 1, 2022.
  119. Hughes, C. J. (September 17, 2019). "Train Delayed? Relax With a Bolivian Pastry and Bubble Tea". The New York Times. ISSN 0362-4331. Archived from the original on July 1, 2022. Retrieved July 1, 2022.
  120. "Reopen New York City: MTA brings back Turnstyle Underground Market, proposes financial relief to tenants". ABC7 New York. October 14, 2020. Archived from the original on April 23, 2021. Retrieved July 1, 2022.
  121. "Coronavirus Impact: Popular Columbus Circle Underground Market Attempting Climb Out Of Pandemic's Clutches". CBS News. October 15, 2020. Retrieved June 11, 2023.
  122. Haag, Matthew (July 7, 2024). "The Sad State of Underground Retail in New York City". The New York Times. ISSN 0362-4331. Retrieved July 8, 2024.
  123. Dias, John (October 15, 2024). "Columbus Circle subway escalators estimated repair date set for end of the year". CBS New York. Retrieved October 17, 2024.
  124. "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.
  125. Herries, William (1916). Brooklyn Daily Eagle Almanac. Brooklyn Daily Eagle. p. 119. Archived from the original on May 11, 2021. Retrieved December 19, 2020.
  126. "Open New Subway Lines to Traffic; Called a Triumph" (PDF). The New York Times. August 2, 1918. p. 1. ISSN 0362-4331. Archived (PDF) from the original on August 3, 2019. Retrieved October 4, 2011.
  127. 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.
  128. 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: 2–3. Archived (PDF) from the original on September 14, 2020. Retrieved January 27, 2021.
  129. 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.
  130. 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.
  131. "#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.
  132. "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.
  133. 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.
  134. 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.
  135. "Noteworthy – 9 discontinued". mta.info. Metropolitan Transportation Authority. May 7, 2005. Archived from the original on May 7, 2005. Retrieved September 18, 2016.
  136. "Gay Midnight Crowd Rides First Trains in New Subway". The New York Times. September 10, 1932. p. 1. ISSN 0362-4331. Archived from the original on September 12, 2012. Retrieved June 29, 2018.
  137. "New Bronx Subway Starts Operation". The New York Times. July 1, 1933. p. 15. ISSN 0362-4331. Archived from the original on December 27, 2021. Retrieved June 29, 2018.
  138. Station Guide, Independent City Owned Rapid Transit Railroad (PDF) (Map). New York City Board of Transportation. c. 1937. Archived (PDF) from the original on October 23, 2012. Retrieved June 20, 2022.
  139. "6th Ave. Tube Adds Two New Services". The New York Times. December 5, 1940. p. 27. ISSN 0362-4331. Archived from the original on June 17, 2018. Retrieved June 29, 2018.
  140. "How Trains Run Now In Independent Subway". New York Herald Tribune. December 15, 1940. p. 32A. ISSN 1941-0646. ProQuest 1247301813.
  141. "Hey, What's a "K" train? 1985 Brochure". New York City Transit Authority. 1985. Archived from the original on September 15, 2016. Retrieved June 17, 2016 – via Flickr.
  142. Annual Report on ... Rapid Routes Schedules and Service Planning. New York City Transit Authority. 1989. p. 17. Archived from the original on July 31, 2018. Retrieved March 25, 2018.
  143. ^ "14: Transit and Pedestrians". 770 Eleventh Avenue Mixed-use Development Rezoning EIS (PDF). New York City Department of City Planning. 2009. Archived (PDF) from the original on August 11, 2019. Retrieved July 2, 2022.
  144. ^ Dougherty, Peter (2020). Tracks of the New York City Subway 2020 (16th ed.). Dougherty. OCLC 1056711733.
  145. "MTA Accessible Stations". MTA. May 20, 2022. Retrieved July 5, 2022.
  146. "Transit District 1 - NYPD". Welcome to NYC.gov. Archived from the original on February 11, 2022. Retrieved July 1, 2022.
  147. "Subway Riders 'Shocked' By Attack At 59th Street-Columbus Circle Station". CBS News. September 26, 2016. Archived from the original on July 3, 2022. Retrieved July 1, 2022.
  148. Katz, Rayna (October 3, 2014). "Trio of Retailers Heads to Columbus Circle". GlobeSt. Archived from the original on July 1, 2022. Retrieved July 1, 2022.
  149. "Artwork: "Hello Columbus" (NYC Artists & Public School Students)". nycsubway.org. Archived from the original on May 15, 2021. Retrieved July 3, 2022.
  150. ^ "Sol LeWitt: Whirls and Twirls (MTA), 2009". MTA. Archived from the original on October 12, 2021. Retrieved July 3, 2022.
  151. ^ Review of the A and C Lines (PDF) (Report). Metropolitan Transportation Authority. December 11, 2015. Archived from the original (PDF) on February 3, 2020. Retrieved January 19, 2016.
  152. ^ Vogel, Carol (September 13, 2009). "Subway Riders Are Greeted by a Blast of Sol LeWitt Color". The New York Times. ISSN 0362-4331. Archived from the original on June 17, 2022. Retrieved July 3, 2022.
  153. ^ "MTA Neighborhood Maps: Midtown West" (PDF). mta.info. Metropolitan Transportation Authority. 2015. Archived (PDF) from the original on July 24, 2015. Retrieved December 11, 2015.
  154. "17: Transit and Pedestrians". Riverside Center FSEIS (PDF). New York City Department of City Planning. 2010. Archived (PDF) from the original on August 11, 2019. Retrieved July 2, 2022.
  155. *NYC Transit Committee Agenda September 1994. New York City Transit. September 16, 1994. pp. D.70. Archived from the original on September 15, 2020. Retrieved February 20, 2019.
  156. "1 Subway Timetable, Effective December 15, 2024". Metropolitan Transportation Authority. Retrieved December 16, 2024.
  157. ^ "2 Subway Timetable, Effective June 26, 2022". Metropolitan Transportation Authority. Retrieved December 16, 2024.
  158. "3 Subway Timetable, Effective June 30, 2024". Metropolitan Transportation Authority. Retrieved December 16, 2024.
  159. ^ "Subway Map" (PDF). Metropolitan Transportation Authority. September 2021. Retrieved September 17, 2021.
  160. ^ Framberger, David J. (1978). "Architectural Designs for New York's First Subway" (PDF). Historic American Engineering Record. pp. 1–46. 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.
  161. ^ "Subway Stations in New York City". The Street Railway Review. Vol. 13, no. 9. September 20, 1903. pp. 729–730. ProQuest 574970238.
  162. Scott, Charles (1978). "Design and Construction of the IRT: Civil Engineering" (PDF). Historic American Engineering Record. pp. 208–282. 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.
  163. ^ "By Colors: Subway Stations Will Be Recognized Need Not Look for Names New York's Transit Way Nearing Completion Still Much Is to Be Done". Courier-Journal. November 5, 1903. p. 10. ProQuest 1015861807.
  164. Carlson, Jen (October 21, 2010). "1901 Subway Mosaic Unearthed". Gothamist. Archived from the original on July 3, 2022. Retrieved July 3, 2022.
  165. ^ Dunlap, David W. (October 21, 2010). "Behind an Old Subway Wall, a Glimpse of an Even Older One". City Room. Archived from the original on July 3, 2022. Retrieved July 3, 2022.
  166. Service Change Executive Summary. Metropolitan Transportation Authority. January 9, 1992. p. E.28.
  167. "A Subway Timetable, Effective December 17, 2023". Metropolitan Transportation Authority. Retrieved December 16, 2024.
  168. "D Subway Timetable, Effective December 15, 2024". Metropolitan Transportation Authority. Retrieved December 16, 2024.
  169. "C Subway Timetable, Effective December 15, 2024". Metropolitan Transportation Authority. Retrieved December 16, 2024.
  170. "B Subway Timetable, Effective June 30, 2024". Metropolitan Transportation Authority. Retrieved December 16, 2024.
  171. "Subway Service Guide" (PDF). Metropolitan Transportation Authority. September 2019. Retrieved September 22, 2019.
  172. ^ "Tile Colors a Guide in the New Subway; Decoration Scheme Changes at Each Express Stop to Tell Riders Where They Are". The New York Times. August 22, 1932. ISSN 0362-4331. Archived from the original on July 1, 2022. Retrieved July 1, 2022.
  173. Rosenfeld, Robbie (May 7, 2007). "New wall tile at 59th St./Columbus Circle similar to that at 42nd St./Port Authority". nycsubway.org. Archived from the original on March 14, 2009. Retrieved July 3, 2022.
  174. Carlson, Jen (February 18, 2016). "Map: These Color Tiles In The Subway System Used To Mean Something". Gothamist. Retrieved May 10, 2023.
  175. Gleason, Will (February 18, 2016). "The hidden meaning behind the New York subway's colored tiles". Time Out New York. Retrieved May 10, 2023.
  176. Transit Journal. McGraw-Hill Publishing Company, Incorporated. 1932. Archived from the original on June 20, 2022. Retrieved June 20, 2022.
  177. Harrington, John Walker (April 27, 1930). "New Municipal Subway System Galled Model in Construction and Plans for Operation". New York Herald Tribune. p. C3. ISSN 1941-0646. ProQuest 1113177960.
  178. "Says City Subway Excels; A.I. Raisman Explains Features of Eighth Avenue Line". The New York Times. November 19, 1931. ISSN 0362-4331. Archived from the original on July 1, 2022. Retrieved July 1, 2022.
  179. "Subway and bus ridership for 2020". MTA. August 31, 2020. Retrieved July 8, 2022.
  180. Gannon, Devin (May 18, 2020). "In 2020, NYC subway saw a billion fewer total trips than year prior". 6sqft. Retrieved July 8, 2022.

Further reading

  • Stookey, Lee (1994). Subway ceramics: a history and iconography of mosaic and bas relief signs and plaques in the New York City subway system. Brattleboro, Vt: L. Stookey. ISBN 978-0-9635486-1-0. OCLC 31901471.

External links

Stations of the New York City Subway, by service
"1" train Broadway–
 Seventh Avenue Local
"a" train Eighth Avenue Express
Lefferts branch
Rockaways branches
Far Rockaway branch
Rockaway Park branch
"b" train Sixth Avenue Express
"c" train Eighth Avenue Local
"d" train Sixth Avenue Express
See also
Lists by borough (The Bronx
Brooklyn
Manhattan
Queens)
Accessible
Closed
Terminals
Transfer
Commons category
  • 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 of the New York City Subway, by line (physical trackage)
Broadway–
Seventh Ave. Line
"1" train​"2" train​"3" train
"1" train South Ferry branch
"2" train​"3" train Brooklyn branch
Eighth Ave. Line
"A" train​"B" train​"C" train​"D" train​"E" train
See also
Lists by borough (The Bronx
Brooklyn
Manhattan
Queens)
Accessible
Closed
Terminals
Transfer
Commons category
  • 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.
Central Park
Manhattan, New York City
Geographical features
Sculptures and public art
Other features
Events
Transport
Border roads
Frederick Douglass Circle 110th Street Duke Ellington Circle
Eighth Avenue Central Park Fifth Avenue
Columbus Circle 59th Street Grand Army Plaza
Transverses
Subway stations
Notable figures
Notable animals
Miscellaneous
See also: New York City Department of Parks and Recreation
Structures on Broadway in Manhattan and the Bronx
Buildings (The Battery – Houston Street)
Buildings (Houston Street – Times Square)
Buildings (Times Square – Columbus Circle)
Buildings (Columbus Circle – The Bronx)
Parks and plazas
Subway stations
Former
Midtown (42nd–59th Streets)
Manhattan, New York City
Buildings
West of
5th Av
Rockefeller Center
Times Square
East of
5th Av
Former
Theaters
Broadway theaters
Other venues
Closed/demolished
Hotels
Current
Former
Other points of interest
Restaurants/
nightlife
Museums/
cultural centers
Stores
Clubhouses
Clubhouses (former)
Green spaces
Educational
institutions
Art galleries
Transportation
Subway stations
Railroad stations
Streets and
intersections
Related topics
See also: Manhattan Community Board 5
Upper West Side (including Lincoln Square, Manhattan Valley, Riverside South)
Manhattan, New York City
Buildings
59th–72nd Sts
72nd–86th Sts
86th–110th Sts
Former
Culture
Shops, restaurants
Museums
Theaters/performing arts
Lincoln Center
Former
Green spaces and recreation
Education
Primary and secondary
Post-secondary
Music schools
Religion
Churches, chapels
Synagogues
Transportation
Subway stations
Streets
Other
Related topics
See also: Manhattan Community Board 7
U.S. National Register of Historic Places in New York
Topics

Lists
by county
Lists
by city
Other lists
Categories: