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59th Street–Columbus Circle station

January 08, 2023

For other uses, see 59th Street.

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 the eighth-busiest station complex in the system.[3] 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.

 59 Street–Columbus Circle
 ​​​​
New York City Subway station complex
Station entrance north of Columbus Circle
Station statistics
AddressIntersection of West 59th Street, Eighth Avenue & Broadway
New York, NY 10023[1]
BoroughManhattan
LocaleColumbus Circle, Midtown Manhattan
Coordinates40°46′05″N 73°58′55″W / 40.76806°N 73.98194°W / 40.76806; -73.98194Coordinates: 40°46′05″N 73°58′55″W / 40.76806°N 73.98194°W / 40.76806; -73.98194
DivisionA (IRT), B (IND)[2]
LineIND Eighth Avenue Line
IRT Broadway–Seventh Avenue Line
Services   1  (all times)
​   2  (late nights)​
   A  (all times)
​   B  (weekdays until 11:00 p.m.)
​   C  (all except late nights)
​   D  (all times)
Transit NYCT Bus: M5, M7, M10, M12, M20, M104
MTA Bus: BxM2
Levels2
Other information
OpenedIRT station: October 27, 1904; 118 years ago (1904-10-27)
IND station: September 10, 1932; 90 years ago (1932-09-10)
Accessible ADA-accessible
Traffic
201923,040,650[4]  0.2%
Rank8 out of 424[4]
Location
Street map

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

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.

History

Original IRT subway

Construction and opening

 
IRT station's name in mosaics

Planning for a subway line in New York City dates to 1864.[5]: 21  However, development of what would become the city's first subway line did not start until 1894, when the New York State Legislature authorized the Rapid Transit Act.[5]: 139–140  The subway plans were drawn up by a team of engineers led by William Barclay Parsons, chief engineer of the Rapid Transit Commission. 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.[6]: 3  A plan was formally adopted in 1897,[5]: 148  and all legal conflicts concerning the route alignment were resolved near the end of 1899.[5]: 161  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,[7] under which it would construct the subway and maintain a 50-year operating lease from the opening of the line.[5]: 165  In 1901, the firm of Heins & LaFarge was hired to design the underground stations.[6]: 4  Belmont incorporated the Interborough Rapid Transit Company (IRT) in April 1902 to operate the subway.[5]: 182 

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.[7] 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.[8] 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.[9][10] 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.[5]: 186 [11]

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.[12][5]: 186  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.[13]: 9 

Operation

 
Original cartouche featuring Columbus's ship the Santa Maria

To address overcrowding, in 1909, the New York Public Service Commission (PSC) proposed lengthening platforms at stations along the original IRT subway.[14]: 168  As part of a modification to the IRT's construction contracts, made on January 18, 1910, the company was to lengthen station platforms to accommodate ten-car express and six-car local trains. In addition to $1.5 million (equivalent to $43.6 million in 2021) spent on platform lengthening, $500,000 (equivalent to $14,541,000 in 2021) was spent on building additional entrances and exits. It was anticipated that these improvements would increase capacity by 25 percent.[15]: 15  Platforms at local stations, such as the 59th Street–Columbus Circle station, were lengthened by between 20 to 30 ft (6.1 to 9.1 m). The northbound platform was extended to the south, while the southbound platform was extended to the north and south.[15]: 110  Six-car local trains began operating in October 1910.[14]: 168 

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.[16][17] 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.[18][19] 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.[20] 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.[21]

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.[22] 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).[23][24] The commission postponed the platform-lengthening project in September 1923, at which point the cost had risen to $5.6 million.[25][26]

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).[27][28] 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.[29] 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.[30]

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.[31][32] Workers blasted out a portion of the station site, but they had to halt the work when an IRT train passed by.[31] The Columbus Monument was shored up during the work.[32] 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.[33] 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.[34] 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.[35]

A preview event for the new subway was hosted at Columbus Circle on September 8, 1932, two days before the official opening.[36][37] 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.[38][39] There was a direct connection with the IRT station at Columbus Circle;[37][40] initially, passengers had to pay an additional fare to transfer between the IRT and the IND.[40] 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.[33] 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.[41]

In the 1930s, the Works Progress Administration (WPA) proposed decorating the 59th Street station and other IND stations with murals.[42] 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.[43] 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.[43]

Modifications and later changes

1940s and 1950s

The city government took over the IRT's operations on June 12, 1940.[44][45] 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.[46][47] The arena plan, originally envisioned as a replacement for Madison Square Garden, ultimately evolved into the New York Coliseum convention center.[48] Meanwhile, 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.[49] 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.[50]

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.[51][41] 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.[41]

 
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.[52][53] 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.[53] The NYCTA also considered converting the 72nd Street station to a local station.[52][53] 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.[54][55] Edwards, Kelcey and Beck was hired as consulting engineers for the station conversion, which never occurred.[56] 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.[57]

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 $929,566,210 in 2021) rebuilding program.[58] 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[59] in February 1957.[60] The work was complicated by the fact that the contractors could not disrupt subway service or vehicular traffic during the platform-lengthening project.[59] The platform extensions at the local stations were completed by early 1958.[58] Once the project was completed, eight-car local trains began operating on February 6, 1959.[61] 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.[62][58]

1960s and 1970s

 
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.[63] 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.[64] 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.[65] 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.[65][66] This plaza and entrance had been required as part of the building's construction.[66] Though the station had a direct entrance to the Gulf and Western Building, it lacked similar connections to 2 Columbus Circle or the Coliseum.[67]

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.[68] In March 1975, the NYCTA proposed renovating the 59th Street station as part of a six-year modernization program.[69] The same year, 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.[70] 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".[71] 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.[6] The station was designated along with eleven others on the original IRT.[6][72]

1980s and 1990s

 
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.[73] The cameras were deactivated in 1985 after further tests showed that their presence did not help reduce crime.[74] The MTA considered transferring 220 CCTV cameras from these stations to token booths at the stations with the most crime.[75]

The MTA announced in 1983 that it would renovate the Columbus Circle station as part of its capital program.[76] To fund the renovation, the MTA placed the neighboring Coliseum for sale in 1984.[77][78] 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.[79] In exchange for a zoning bonus, the developers would have funded over $30 million in improvements to the station.[80][81] 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.[82] 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.[83]

The Coliseum sale was nullified in late 1987,[80][81] 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.[84][85] 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.[86] A third plan for Columbus Center was presented in 1989.[87][88] 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.[88]

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.[89] The renovation of the Columbus Circle station was to have been funded by the sale of the Coliseum, which continued to face delays.[90] Boston Properties withdrew from the Columbus Center project in 1994.[91] Planning for Columbus Center restarted in May 1996,[92] and Time Warner and The Related Companies were selected to redevelop that site into the Time Warner (now Deutsche Bank) Center in 1998.[93] The development would include a refurbished subway entrance at 58th Street,[94] with an elevator to the mezzanine.[95] However, Time Warner was not obligated to renovate the station, since it was not requesting a zoning bonus for its project.[95] The city government simultaneously planned to renovate Columbus Circle itself.[96] An entrance or skylight for the subway station was included in two proposals for the circle's reconstruction,[97] but the final plan did not include skylights or a new entrance.[98]

2000s to present

 
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.[99] Hearst would fund the addition of three elevators: two to the IND and southbound IRT platforms and the third to the northbound IRT platform.[95] In addition, the company would construct an entrance, add and relocate stairways, and relocate turnstiles.[95][100] The IRT station's original interiors were listed on the National Register of Historic Places in 2004.[13] A renovation of the station started in 2006[101] and was completed in 2012.[102] 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.[101] The IND station's unused express platform was converted to an underpass between the IRT platforms.[103] Dattner Architects and WSP Global designed the renovation,[104] which was completed in 2012.[102]

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.[105][106] At the time, the station was the seventh-busiest in the system.[102] 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.[107] The MTA initially charged rents of $275 to $425/sq ft ($2,960 to $4,570/m2), about one-third the rate of similarly sized above-ground storefronts.[102][108] The TurnStyle complex opened on April 18, 2016.[109][110] TurnStyle's storefronts had a 90 percent occupancy rate in the three years after it opened, and the MTA planned to construct similar malls in other stations.[111] The market was temporarily closed in 2020 during the COVID-19 pandemic in New York City.[112]

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.[12][5]: 186  After the first subway line was completed in 1908,[113] 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).[114] The Broadway–Seventh Avenue Line opened south of Times Square–42nd Street in 1918, thereby dividing the original line 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.[115]

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.[116] The Broadway route to 242nd Street became known as the 1 and the Lenox Avenue route as the 3.[117] 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.[61] In April 1988,[118] 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.[119] 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.[120][121][122] Skip-stop service ended on May 27, 2005, as a result of a decrease in the number of riders who benefited.[123][124]

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.[125] After the IND Concourse Line opened on July 1, 1933,[126] the C express and CC local trains started serving the station, running via the Concourse Line, while the AA was discontinued.[127] 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.[128][129] In 1985, the AA was relabeled the K, while the BB became the B;[130] the K train was discontinued in 1988.[131]

Station layout

G Street level Exits/entrances
B1 Mezzanine Fare control, station agent, MetroCard vending machines
Shops, to exits
  Elevators on northeast corner of Columbus Circle and Central Park W and on southwest corner of 8th Avenue and Columbus Circle
Side platform  
Northbound local ←   toward Van Cortlandt Park–242nd Street (66th Street–Lincoln Center)
←   toward Wakefield–241st Street late nights (66th Street–Lincoln Center)
Northbound express ←    do not stop here
Southbound express →    do not stop here →
Southbound local →   toward South Ferry (50th Street) →
→   toward Flatbush Avenue–Brooklyn College late nights (50th Street) →
Side platform  
B2 IND mezzanine Transfers between lines and platforms
B3 Northbound local ←   weekdays toward Bedford Park Boulevard or 145th Street (72nd Street)
←   toward 168th Street (72nd Street)
←   toward Inwood–207th Street late nights (72nd Street)
Island platform  
Northbound express ←   toward 207th Street (125th Street)
←   toward Norwood–205th Street (125th Street)
Island platform, not in service, used as passageway between IRT Broadway–Seventh Avenue Line platforms
Southbound express →   toward Far Rockaway–Mott Avenue, Ozone Park–Lefferts Boulevard
or Rockaway Park–Beach 116th Street (42nd Street–Port Authority Bus Terminal) →
→   toward Coney Island–Stillwell Avenue (Seventh Avenue) →
Island platform  
Southbound local →   weekdays toward Brighton Beach (Seventh Avenue) →
→   toward Euclid Avenue (50th Street) →
→   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).[132]: 4 [133] The complex contains two mezzanines, which contain fare control areas and connect directly to the IRT platforms.[13]: 4 [132]: 4  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.[132]: 4  The 59th Street–Columbus Circle station is fully wheelchair-accessible, with several elevators connecting the street, mezzanines, and platforms.[134] The station also contains the precinct house of New York City Police Department (NYPD)'s Transit District 1.[135][136]

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.[107] TurnStyle contains 30 storefronts,[137] which range from 219 to 780 sq ft (20.3 to 72.5 m2).[107] 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.[105][102] 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.[107]

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).[138]

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.[139][140] 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 rectangular palette.[140][141] 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.[140]

Entrances and exits

 
Retail space

This station complex has many entrances/exits from street level. Most of the station's exits are from the two mezzanines.[132]: 4  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.[142] An additional staircase leads to the east side of Central Park West, just north of Columbus Circle.[142]

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.[142]

Two staircases from the northwest corner of Broadway and 60th Street descend to a fare control area leading to the southbound IRT platform.[132]: 4 [142] 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.[143]: 3 

The Deutsche Bank Center at the northwest corner of 58th Street and Eighth Avenue has a set of elevators, escalators, and staircases 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.[142] There is a passageway leading to two sets of easement staircases at 57th Street and Eighth Avenue.[132]: 5  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.[132]: 5 [142]

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.[139][144]

IRT Broadway–Seventh Avenue Line platforms

 59 Street–Columbus Circle
  
  New York City Subway station (rapid transit)
 
Uptown platform
Station statistics
DivisionA (IRT)[145]
Line   IRT Broadway–Seventh Avenue Line
Services   1   (all times)
​   2   (late nights)
StructureUnderground
Platforms2 side platforms
Tracks4
Other information
OpenedOctober 27, 1904; 118 years ago (1904-10-27)[12]
Accessible  ADA-accessible
Opposite-
direction
transfer		Yes
Services
Preceding station   New York City Subway Following station
66th Street–Lincoln Center
1   ​2  
toward Van Cortlandt Park–242nd Street
  
Local 		50th Street
1   ​2  
toward South Ferry
  does not stop here
Track layout

Legend
 
 
 
 
to 66 St
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
to 50 St
Station service legend
Symbol Description
  Stops all times
  Stops late nights only
59th Street – Columbus Circle (IRT)
MPSNew York City Subway System MPS
NRHP reference No.04001015[13]
NYCL No.1096
Significant dates
Added to NRHPSeptember 17, 2004
Designated NYCLOctober 23, 1979[6]

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.[133] The local tracks are used by the 1 at all times[146] and by the 2 during late nights;[147] the express tracks are used by the 2 train during daytime hours[147] and the 3 train at all times.[148] The platforms were originally 200 ft (61 m) long, as at other local stations on the original IRT,[13]: 3 [6]: 4 [149]: 8  and ranged between 9.5 ft (2.9 m) wide at the ends and 43 ft (13 m) wide at the center.[150]: 729  As a result of the 1958–1959 platform extension, the platforms became 520 ft (160 m) long.[58]

Design

As with other stations built as part of the original IRT, the station was constructed using a cut-and-cover method.[151]: 237  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.[13]: 3–4 [149]: 9  Each platform consists of 3-inch-thick (7.6 cm) concrete slabs, beneath which are drainage basins.[13]: 3–4 [6]: 4 [149]: 9  The platform floor was originally divided into white granolithic slabs measuring 3 by 3 ft (0.91 by 0.91 m).[150]: 729  These slabs curved upward at the intersection with each wall, preventing debris buildup.[150]: 729 [152] 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.[13]: 3–4 [6]: 4 [149]: 9  The ceiling ranges from 9.5 to 19 ft (2.9 to 5.8 m) high.[150]: 729–730  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.[13]: 3–4 [149]: 9 

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.[13]: 4 [6]: 8  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.[150]: 729  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.[13]: 4 [6]: 8  These are flanked by square tiles depicting the Santa María, one of Christopher Columbus's ships.[152] 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.[13]: 4 [6]: 8  There were originally four such plaques on each platform.[152] The mosaic tiles at all original IRT stations were manufactured by the American Encaustic Tile Company, which subcontracted the installations at each station.[149]: 31  The decorative work was performed by faience contractor Grueby Faience Company.[150]: 729 [149]: 36  Hidden behind the current station wall is a prototype of a mosaic installed in 1901;[153][154] it consists of red and yellow mosaic tiles in a guilloche pattern.[154]

Various doorways lead off both platforms.[13]: 4–5 [150]: 730  On each platform, two of the doorways led to restrooms for women and men.[150]: 730 [152] Each restroom had ceramic-tile floors, glass walls, and marble-and-slate partitions; patrons paid five cents to enter.[150]: 730  The ceilings of the original platforms and fare control areas contain plaster molding.[149]: 10  The moldings divide the original ceilings into panels measuring 15 feet wide.[150]: 729–730  Blue tile was used for the ceilings above the tracks, while yellow plaster was used for the ceilings above the platforms.[152] The mezzanines leading off either platform contain ceramic tiles and flooring.[13]: 4–5  The original exit stairways (now removed or upgraded) were 5.5 to 6 ft (1.7 to 1.8 m) wide.[150]: 730 

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 connecting the northbound and southbound platforms, which was located near the northern end of the station, west of the IND platforms.[155]

IND Eighth Avenue Line platforms

 59 Street–Columbus Circle
  ​ ​ ​ 
  New York City Subway station (rapid transit)
 
Uptown platform
Station statistics
DivisionB (IND)[156]
Line   IND Eighth Avenue Line
Services   A   (all times)
​   B   (weekdays until 11:00 p.m.)
​   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; 90 years ago (1932-09-10)[38]
Accessible  ADA-accessible
Opposite-
direction
transfer		Yes
Track layout

Legend
 
 
 
to 125 St
 
 
 
 
 
to 72 St
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
to 7 Av–53 St
 
 
 
 
 
to 50 St
 
 
to 42 St–PABT
Station service legend
Symbol Description
  Stops all times except late nights
  Stops all times
  Stops late nights only
  Stops weekdays only

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.[133] The station is served by the A train at all times,[157] the B train during weekdays until 11:00 p.m.,[158] the C train at all times except late nights,[159] and the D train at all times.[160] The B and C trains typically use the local tracks and the D train typically uses the express tracks. The A train uses the express tracks during the daytime and the local tracks at night.[161]

Design

The walls of the station contain contain blue-tile bands bordered in black; since 59th Street is an express station, it has a wider tile band than local stations.[162] Large white "59"s are placed over the blue stripes.[163] 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.[162] 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.[164]: 70 

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.[31] 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.[165]

Track layout

South of the station, trains can continue along the Eighth Avenue Line or diverge east to the Seventh Avenue station via the IND Sixth Avenue Line. The B and D trains diverge to the Sixth Avenue Line, while the C and A trains continue on the local and express tracks, respectively. The next express stop on the Eighth Avenue Line is 42nd Street–Port Authority Bus Terminal, while the next local stop on the line is 50th Street.[133]

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.[133] The next local stop northbound is 72nd Street, while the next express stop is 125th Street.[133] The distance between the 59th Street and 125th Street stations was intended to "avoid much delay and confusion" by reducing the number of local–express transfer stations.[166]

Nearby points of interest

Ridership

In 2019, the station had 23,040,650 boardings, making it the eighth most-used station in the 424-station system. This amounted to an average of 72,959 passengers per weekday.[4] 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.[167][168]

References

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January 08, 2023
59th, street, columbus, circle, station, other, uses, 59th, street, york, city, subway, station, complex, shared, broadway, seventh, avenue, line, eighth, avenue, line, eighth, busiest, station, complex, system, located, columbus, circle, manhattan, where, 59t. For other uses see 59th Street 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 the eighth busiest station complex in the system 3 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 59 Street Columbus Circle New York City Subway station complexStation entrance north of Columbus CircleStation statisticsAddressIntersection of West 59th Street Eighth Avenue amp BroadwayNew York NY 10023 1 BoroughManhattanLocaleColumbus Circle Midtown ManhattanCoordinates40 46 05 N 73 58 55 W 40 76806 N 73 98194 W 40 76806 73 98194 Coordinates 40 46 05 N 73 58 55 W 40 76806 N 73 98194 W 40 76806 73 98194DivisionA IRT B IND 2 LineIND Eighth Avenue LineIRT Broadway Seventh Avenue LineServices 1 all times 2 late nights A all times B weekdays until 11 00 p m C all except late nights D all times TransitNYCT Bus M5 M7 M10 M12 M20 M104 MTA Bus BxM2Levels2Other informationOpenedIRT station October 27 1904 118 years ago 1904 10 27 IND station September 10 1932 90 years ago 1932 09 10 AccessibleADA accessibleTraffic201923 040 650 4 0 2 Rank8 out of 424 4 LocationShow map of New York City SubwayShow map of New York CityShow map of New YorkStreet mapStation service legendSymbol DescriptionStops all times except late nightsStops all timesStops late nights onlyStops weekdays onlyThe 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 Contents 1 History 1 1 Original IRT subway 1 1 1 Construction and opening 1 1 2 Operation 1 2 IND expansion 1 3 Modifications and later changes 1 3 1 1940s and 1950s 1 3 2 1960s and 1970s 1 3 3 1980s and 1990s 1 3 4 2000s to present 1 4 Service history 1 4 1 IRT station 1 4 2 IND station 2 Station layout 2 1 Artwork 2 2 Entrances and exits 3 IRT Broadway Seventh Avenue Line platforms 3 1 Design 4 IND Eighth Avenue Line platforms 4 1 Design 4 2 Track layout 5 Nearby points of interest 6 Ridership 7 References 8 Further reading 9 External linksHistory EditOriginal IRT subway Edit Construction and opening Edit IRT station s name in mosaics Planning for a subway line in New York City dates to 1864 5 21 However development of what would become the city s first subway line did not start until 1894 when the New York State Legislature authorized the Rapid Transit Act 5 139 140 The subway plans were drawn up by a team of engineers led by William Barclay Parsons chief engineer of the Rapid Transit Commission 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 6 3 A plan was formally adopted in 1897 5 148 and all legal conflicts concerning the route alignment were resolved near the end of 1899 5 161 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 7 under which it would construct the subway and maintain a 50 year operating lease from the opening of the line 5 165 In 1901 the firm of Heins amp LaFarge was hired to design the underground stations 6 4 Belmont incorporated the Interborough Rapid Transit Company IRT in April 1902 to operate the subway 5 182 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 7 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 8 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 9 10 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 5 186 11 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 12 5 186 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 13 9 Operation Edit Original cartouche featuring Columbus s ship the Santa Maria To address overcrowding in 1909 the New York Public Service Commission PSC proposed lengthening platforms at stations along the original IRT subway 14 168 As part of a modification to the IRT s construction contracts made on January 18 1910 the company was to lengthen station platforms to accommodate ten car express and six car local trains In addition to 1 5 million equivalent to 43 6 million in 2021 spent on platform lengthening 500 000 equivalent to 14 541 000 in 2021 was spent on building additional entrances and exits It was anticipated that these improvements would increase capacity by 25 percent 15 15 Platforms at local stations such as the 59th Street Columbus Circle station were lengthened by between 20 to 30 ft 6 1 to 9 1 m The northbound platform was extended to the south while the southbound platform was extended to the north and south 15 110 Six car local trains began operating in October 1910 14 168 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 16 17 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 18 19 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 20 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 21 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 22 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 23 24 The commission postponed the platform lengthening project in September 1923 at which point the cost had risen to 5 6 million 25 26 IND expansion Edit 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 27 28 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 29 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 30 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 31 32 Workers blasted out a portion of the station site but they had to halt the work when an IRT train passed by 31 The Columbus Monument was shored up during the work 32 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 33 In October 1928 the BOT awarded a 444 000 contract to Charles Mead amp Co for the completion of the 50th Street 59th Street and 72nd Street stations on the Eighth Avenue Line 34 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 35 A preview event for the new subway was hosted at Columbus Circle on September 8 1932 two days before the official opening 36 37 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 38 39 There was a direct connection with the IRT station at Columbus Circle 37 40 initially passengers had to pay an additional fare to transfer between the IRT and the IND 40 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 33 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 41 In the 1930s the Works Progress Administration WPA proposed decorating the 59th Street station and other IND stations with murals 42 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 43 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 43 Modifications and later changes Edit 1940s and 1950s Edit The city government took over the IRT s operations on June 12 1940 44 45 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 46 47 The arena plan originally envisioned as a replacement for Madison Square Garden ultimately evolved into the New York Coliseum convention center 48 Meanwhile 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 49 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 50 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 51 41 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 41 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 52 53 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 53 The NYCTA also considered converting the 72nd Street station to a local station 52 53 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 54 55 Edwards Kelcey and Beck was hired as consulting engineers for the station conversion which never occurred 56 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 57 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 929 566 210 in 2021 rebuilding program 58 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 59 in February 1957 60 The work was complicated by the fact that the contractors could not disrupt subway service or vehicular traffic during the platform lengthening project 59 The platform extensions at the local stations were completed by early 1958 58 Once the project was completed eight car local trains began operating on February 6 1959 61 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 62 58 1960s and 1970s Edit 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 63 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 64 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 65 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 65 66 This plaza and entrance had been required as part of the building s construction 66 Though the station had a direct entrance to the Gulf and Western Building it lacked similar connections to 2 Columbus Circle or the Coliseum 67 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 68 In March 1975 the NYCTA proposed renovating the 59th Street station as part of a six year modernization program 69 The same year 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 70 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 71 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 6 The station was designated along with eleven others on the original IRT 6 72 1980s and 1990s Edit 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 73 The cameras were deactivated in 1985 after further tests showed that their presence did not help reduce crime 74 The MTA considered transferring 220 CCTV cameras from these stations to token booths at the stations with the most crime 75 The MTA announced in 1983 that it would renovate the Columbus Circle station as part of its capital program 76 To fund the renovation the MTA placed the neighboring Coliseum for sale in 1984 77 78 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 79 In exchange for a zoning bonus the developers would have funded over 30 million in improvements to the station 80 81 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 82 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 83 The Coliseum sale was nullified in late 1987 80 81 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 84 85 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 86 A third plan for Columbus Center was presented in 1989 87 88 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 88 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 89 The renovation of the Columbus Circle station was to have been funded by the sale of the Coliseum which continued to face delays 90 Boston Properties withdrew from the Columbus Center project in 1994 91 Planning for Columbus Center restarted in May 1996 92 and Time Warner and The Related Companies were selected to redevelop that site into the Time Warner now Deutsche Bank Center in 1998 93 The development would include a refurbished subway entrance at 58th Street 94 with an elevator to the mezzanine 95 However Time Warner was not obligated to renovate the station since it was not requesting a zoning bonus for its project 95 The city government simultaneously planned to renovate Columbus Circle itself 96 An entrance or skylight for the subway station was included in two proposals for the circle s reconstruction 97 but the final plan did not include skylights or a new entrance 98 2000s to present Edit 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 99 Hearst would fund the addition of three elevators two to the IND and southbound IRT platforms and the third to the northbound IRT platform 95 In addition the company would construct an entrance add and relocate stairways and relocate turnstiles 95 100 The IRT station s original interiors were listed on the National Register of Historic Places in 2004 13 A renovation of the station started in 2006 101 and was completed in 2012 102 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 101 The IND station s unused express platform was converted to an underpass between the IRT platforms 103 Dattner Architects and WSP Global designed the renovation 104 which was completed in 2012 102 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 105 106 At the time the station was the seventh busiest in the system 102 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 107 The MTA initially charged rents of 275 to 425 sq ft 2 960 to 4 570 m2 about one third the rate of similarly sized above ground storefronts 102 108 The TurnStyle complex opened on April 18 2016 109 110 TurnStyle s storefronts had a 90 percent occupancy rate in the three years after it opened and the MTA planned to construct similar malls in other stations 111 The market was temporarily closed in 2020 during the COVID 19 pandemic in New York City 112 Service history Edit IRT station Edit 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 12 5 186 After the first subway line was completed in 1908 113 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 114 The Broadway Seventh Avenue Line opened south of Times Square 42nd Street in 1918 thereby dividing the original line 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 115 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 116 The Broadway route to 242nd Street became known as the 1 and the Lenox Avenue route as the 3 117 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 61 In April 1988 118 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 119 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 9 120 121 122 Skip stop service ended on May 27 2005 as a result of a decrease in the number of riders who benefited 123 124 IND station Edit When the IND Eighth Avenue Line opened the station was served by express A and local AA trains between Chambers and 207th Street 125 After the IND Concourse Line opened on July 1 1933 126 the C express and CC local trains started serving the station running via the Concourse Line while the AA was discontinued 127 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 128 129 In 1985 the AA was relabeled the K while the BB became the B 130 the K train was discontinued in 1988 131 Station layout EditG Street level Exits entrancesB1 Mezzanine Fare control station agent MetroCard vending machinesShops to exits Elevators on northeast corner of Columbus Circle and Central Park W and on southwest corner of 8th Avenue and Columbus CircleSide platform Northbound local toward Van Cortlandt Park 242nd Street 66th Street Lincoln Center toward Wakefield 241st Street late nights 66th Street Lincoln Center Northbound express do not stop hereSouthbound express do not stop here Southbound local toward South Ferry 50th Street toward Flatbush Avenue Brooklyn College late nights 50th Street Side platform B2 IND mezzanine Transfers between lines and platformsB3 Northbound local weekdays toward Bedford Park Boulevard or 145th Street 72nd Street toward 168th Street 72nd Street toward Inwood 207th Street late nights 72nd Street Island platform Northbound express toward 207th Street 125th Street toward Norwood 205th Street 125th Street Island platform not in service used as passageway between IRT Broadway Seventh Avenue Line platformsSouthbound express toward Far Rockaway Mott Avenue Ozone Park Lefferts Boulevardor Rockaway Park Beach 116th Street 42nd Street Port Authority Bus Terminal toward Coney Island Stillwell Avenue Seventh Avenue Island platform Southbound local weekdays toward Brighton Beach Seventh Avenue toward Euclid Avenue 50th Street 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 132 4 133 The complex contains two mezzanines which contain fare control areas and connect directly to the IRT platforms 13 4 132 4 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 132 4 The 59th Street Columbus Circle station is fully wheelchair accessible with several elevators connecting the street mezzanines and platforms 134 The station also contains the precinct house of New York City Police Department NYPD s Transit District 1 135 136 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 107 TurnStyle contains 30 storefronts 137 which range from 219 to 780 sq ft 20 3 to 72 5 m2 107 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 105 102 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 107 Artwork Edit 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 138 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 139 140 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 rectangular palette 140 141 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 140 Entrances and exits Edit Retail space This station complex has many entrances exits from street level Most of the station s exits are from the two mezzanines 132 4 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 142 An additional staircase leads to the east side of Central Park West just north of Columbus Circle 142 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 142 Two staircases from the northwest corner of Broadway and 60th Street descend to a fare control area leading to the southbound IRT platform 132 4 142 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 143 3 The Deutsche Bank Center at the northwest corner of 58th Street and Eighth Avenue has a set of elevators escalators and staircases 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 142 There is a passageway leading to two sets of easement staircases at 57th Street and Eighth Avenue 132 5 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 132 5 142 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 139 144 IRT Broadway Seventh Avenue Line platforms Edit 59 Street Columbus Circle New York City Subway station rapid transit Uptown platformStation statisticsDivisionA IRT 145 Line IRT Broadway Seventh Avenue LineServices 1 all times 2 late nights StructureUndergroundPlatforms2 side platformsTracks4Other informationOpenedOctober 27 1904 118 years ago 1904 10 27 12 Accessible ADA accessibleOpposite directiontransferYesServicesPreceding station New York City Subway Following station66th Street Lincoln Center1 2 toward Van Cortlandt Park 242nd Street Local 50th Street1 2 toward South Ferry does not stop hereTrack layoutLegend to 66 St to 50 StStation service legendSymbol Description Stops all times Stops late nights only59th Street Columbus Circle IRT U S National Register of Historic PlacesNew York City Landmark No 1096MPSNew York City Subway System MPSNRHP reference No 04001015 13 NYCL No 1096Significant datesAdded to NRHPSeptember 17 2004Designated NYCLOctober 23 1979 6 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 133 The local tracks are used by the 1 at all times 146 and by the 2 during late nights 147 the express tracks are used by the 2 train during daytime hours 147 and the 3 train at all times 148 The platforms were originally 200 ft 61 m long as at other local stations on the original IRT 13 3 6 4 149 8 and ranged between 9 5 ft 2 9 m wide at the ends and 43 ft 13 m wide at the center 150 729 As a result of the 1958 1959 platform extension the platforms became 520 ft 160 m long 58 Design Edit As with other stations built as part of the original IRT the station was constructed using a cut and cover method 151 237 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 13 3 4 149 9 Each platform consists of 3 inch thick 7 6 cm concrete slabs beneath which are drainage basins 13 3 4 6 4 149 9 The platform floor was originally divided into white granolithic slabs measuring 3 by 3 ft 0 91 by 0 91 m 150 729 These slabs curved upward at the intersection with each wall preventing debris buildup 150 729 152 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 13 3 4 6 4 149 9 The ceiling ranges from 9 5 to 19 ft 2 9 to 5 8 m high 150 729 730 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 13 3 4 149 9 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 13 4 6 8 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 150 729 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 13 4 6 8 These are flanked by square tiles depicting the Santa Maria one of Christopher Columbus s ships 152 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 13 4 6 8 There were originally four such plaques on each platform 152 The mosaic tiles at all original IRT stations were manufactured by the American Encaustic Tile Company which subcontracted the installations at each station 149 31 The decorative work was performed by faience contractor Grueby Faience Company 150 729 149 36 Hidden behind the current station wall is a prototype of a mosaic installed in 1901 153 154 it consists of red and yellow mosaic tiles in a guilloche pattern 154 Various doorways lead off both platforms 13 4 5 150 730 On each platform two of the doorways led to restrooms for women and men 150 730 152 Each restroom had ceramic tile floors glass walls and marble and slate partitions patrons paid five cents to enter 150 730 The ceilings of the original platforms and fare control areas contain plaster molding 149 10 The moldings divide the original ceilings into panels measuring 15 feet wide 150 729 730 Blue tile was used for the ceilings above the tracks while yellow plaster was used for the ceilings above the platforms 152 The mezzanines leading off either platform contain ceramic tiles and flooring 13 4 5 The original exit stairways now removed or upgraded were 5 5 to 6 ft 1 7 to 1 8 m wide 150 730 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 connecting the northbound and southbound platforms which was located near the northern end of the station west of the IND platforms 155 IND Eighth Avenue Line platforms Edit 59 Street Columbus Circle New York City Subway station rapid transit Uptown platformStation statisticsDivisionB IND 156 Line IND Eighth Avenue LineServices A all times B weekdays until 11 00 p m C all except late nights D all times StructureUndergroundPlatforms3 island platforms 2 in passenger service cross platform interchangeTracks4Other informationOpenedSeptember 10 1932 90 years ago 1932 09 10 38 Accessible ADA accessibleOpposite directiontransferYesServicesPreceding station New York City Subway Following station125th 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 Street72nd StreetA B C via 145th Street Local Local 50th StreetA C toward Euclid AvenueTrack layoutLegend to 125 St to 72 St to 7 Av 53 St to 50 St to 42 St PABTStation service legendSymbol Description Stops all times except late nights Stops all times Stops late nights only Stops weekdays onlyThe 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 133 The station is served by the A train at all times 157 the B train during weekdays until 11 00 p m 158 the C train at all times except late nights 159 and the D train at all times 160 The B and C trains typically use the local tracks and the D train typically uses the express tracks The A train uses the express tracks during the daytime and the local tracks at night 161 Design Edit The walls of the station contain contain blue tile bands bordered in black since 59th Street is an express station it has a wider tile band than local stations 162 Large white 59 s are placed over the blue stripes 163 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 162 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 164 70 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 31 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 165 Track layout Edit South of the station trains can continue along the Eighth Avenue Line or diverge east to the Seventh Avenue station via the IND Sixth Avenue Line The B and D trains diverge to the Sixth Avenue Line while the C and A trains continue on the local and express tracks respectively The next express stop on the Eighth Avenue Line is 42nd Street Port Authority Bus Terminal while the next local stop on the line is 50th Street 133 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 133 The next local stop northbound is 72nd Street while the next express stop is 125th Street 133 The distance between the 59th Street and 125th Street stations was intended to avoid much delay and confusion by reducing the number of local express transfer stations 166 Nearby points of interest EditCentral Park 142 Church of St Paul the Apostle 142 Deutsche Bank Center including Jazz at Lincoln Center 142 Fordham University 142 John Jay College of Criminal Justice 142 Museum of Arts amp Design 142 New York Institute of Technology 142 Professional Children s School 142 Ridership EditIn 2019 the station had 23 040 650 boardings making it the eighth most used station in the 424 station system This amounted to an average of 72 959 passengers per weekday 4 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 167 168 References Edit Borough of Manhattan New York City Government of New York City Archived from the original on January 7 2021 Retrieved December 28 2020 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 a b Facts and Figures Annual Subway Ridership 2014 2019 Metropolitan Transportation Authority 2020 Retrieved May 26 2020 a b c Facts and Figures Annual Subway Ridership 2014 2019 Metropolitan Transportation Authority 2020 Retrieved May 26 2020 a b c d e f g h i Walker James Blaine 1918 Fifty Years of Rapid Transit 1864 to 1917 New York N Y Law Printing Retrieved November 6 2016 a b c d e f g h i j k 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 a b Report of the Board of Rapid Transit Railroad Commissioners for the City of New York For The Year Ending December 31 1904 Accompanied By Reports of the Chief Engineer and of the Auditor Board of Rapid Transit Railroad Commissioners 1905 pp 229 236 Trying to Beat the Snow Subway Contractors Hastening Work in Fifty ninth st New York Tribune November 24 1901 p B14 ProQuest 571019619 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 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 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 a b c 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 a b c d e f g h i j k l m n 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 a b 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 This article incorporates text from this source which is in the public domain a b 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 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 Columbus Circlers Happy The Sun March 21 1914 p 5 Archived from the original on June 20 2022 Retrieved June 20 2022 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 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 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 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 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 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 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 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 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 Two Subway Routes Adopted by City The New York Times August 4 1923 p 9 ISSN 0362 4331 Retrieved August 1 2019 Plans Now Ready to Start Subways The New York Times March 12 1924 p 1 ISSN 0362 4331 Retrieved August 1 2019 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 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 a b c 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 a b 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 a b 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 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 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 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 a b 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 a b 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 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 a b 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 a b c 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 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 a b 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 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 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 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 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 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 Transfer Points Under Higher Fare Board of Transportation Lists Stations and Intersections for Combined Rides The New York Times June 30 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