Lexington Avenue/59th Street station

Coordinates: 40°45′45″N 73°58′04″W / 40.762471°N 73.9679°W / 40.762471; -73.9679
Source: Wikipedia, the free encyclopedia.

 Lexington Avenue/59 Street
 
QM20[3]
StructureUnderground
Levels3
Other information
OpenedJuly 1, 1948; 75 years ago (1948-07-01)[4]
Accessiblenot ADA-accessible; accessibility planned
Traffic
20229,894,012[5] Increase 33.8%
Rank12 out of 423[5]
Location
Lexington Avenue/59th Street station is located in New York City Subway
Lexington Avenue/59th Street station
Lexington Avenue/59th Street station is located in New York City
Lexington Avenue/59th Street station
Lexington Avenue/59th Street station is located in New York
Lexington Avenue/59th Street station
Street map

Map

Station service legend
Symbol Description
Stops all times except late nights Stops all times except late nights
Stops all times Stops all times
Stops rush hours in the peak direction only Stops rush hours in the peak direction only
Stops weekdays during the day Stops weekdays during the day

The Lexington Avenue/59th Street station (signed as 59th Street–Lexington Avenue) is a

Lexington Avenue between 59th and 60th Streets, on the border of Midtown and the Upper East Side of Manhattan. The station complex is the fourteenth-busiest in the system, with over 21 million passengers in 2016.[5]

It is served by the

<6>
express train stops here during weekdays in peak direction.

A free out-of-system

Lexington Avenue–63rd Street
station.

History

Construction and planning

Following the completion of the

Fourth Avenue Subway in Brooklyn, a Canal Street subway from the Fourth Avenue Subway via the Manhattan Bridge to the Hudson River, and several other lines in Brooklyn.[6][7]

The Brooklyn Rapid Transit Company (BRT; after 1923, the Brooklyn–Manhattan Transit Corporation or BMT[8]) submitted a proposal to the Commission, dated March 2, 1911, to operate the Tri-borough system (but under Church Street instead of Greenwich Street), as well as a branch along Broadway, Seventh Avenue, and 59th Street from Ninth Street north and east to the Queensboro Bridge; the Canal Street subway was to merge with the Broadway Line instead of continuing to the Hudson River.[9][10] The city, the BRT, and the IRT reached an agreement and sent a report to the New York City Board of Estimate on June 5, 1911, wherein the line along Broadway to 59th Street was assigned to the BRT.[11][12] The New York City Board of Estimate approved the report on June 21.[13][14]

Originally, the commission had also assigned the operation of the Lexington Avenue Line in Manhattan to the BRT, as the IRT had withdrawn from negotiations over the proposed tri-borough system.[15][16] The IRT proposed in December 1911 that it be assigned the Lexington Avenue Line, in exchange for dropping its opposition to the BRT's operation of the Broadway Line. The Lexington Avenue Line was to connect with the IRT's existing subway north of Grand Central–42nd Street.[17] The IRT submitted an offer for what became its portion of the Dual Contracts on February 27, 1912.[6][18] The Dual Contracts, two operating contracts between the city and the BMT and IRT, were adopted on March 4, 1913,[6] and signed on March 19.[19] The BRT was authorized to construct a station on its Broadway Line at Lexington Avenue and 59th Street, while the IRT was authorized to construct a local station on its Lexington Avenue Line at the same location.[20][21]

Lexington Avenue Line station

The Public Service Commission awarded five construction contracts for the construction of the Lexington Avenue Line on July 20, 1911, four of which were assigned to the Bradley Construction Company.[15][16] Work on the line began on July 31.[22][23] Among the contracts awarded to the Bradley Construction Company was that for section 8 of the Lexington Avenue Line, which extended from 53rd to 67th Street.[24][25] This section of the line was built as a two-level tunnel, with local tracks above the express tracks.[25] Workers excavated an 80-foot-deep (24 m) shaft at 62nd Street and then dug out both levels of the tunnel.[26] During the construction of section 8, the contractor had to underpin one of every five buildings on Lexington Avenue between 53rd and 67th Street.[26] By late 1912, work on both levels was proceeding simultaneously.[25] At least 11 workers were killed in June 1913 when a portion of the tunnel near 56th Street collapsed.[27][28] In addition. part of the upper level's roof collapsed near 60th Street in January 1914, killing one worker and injuring two more.[29]

As part of the Dual Contracts, the Public Service Commission planned to split the original IRT into three segments: two north–south lines, carrying through trains over the Lexington Avenue and Broadway–Seventh Avenue Lines, and a west–east shuttle under 42nd Street. This would form a roughly H-shaped system.[30][31] It was predicted that the subway extension would lead to the growth of the Upper East Side and the Bronx.[32][33] After the modified plans were released, property owners near the intersection of Lexington Avenue and 59th Street advocated for the local station at that intersection to be converted into an express station. However, the Public Service Commission's chief engineer Alfred Craven rejected the proposal in August 1914, saying it would be too expensive to construct express platforms at the station.[34]

Work on the Lexington Avenue Line tunnel between 53rd and 67th Streets had been completed by early 1915,[35] but it could not be opened for at least three years because a connection to the existing IRT at Grand Central–42nd Street was still under construction.[36][37] In July 1915, the Public Service Commission received the rights to build a subway entrance for the IRT station at Lexington Avenue and 59th Street within the Bloomingdale's flagship store.[38] Although the subway remained unopened, real-estate prices around Lexington Avenue and 59th Street had begun to increase by 1916.[39] The Lexington Avenue Line station at 59th Street opened on July 17, 1918, with service initially running between Grand Central–42nd Street and 167th Street via the line's local tracks.[40][41] On August 1, the "H system" was put into place, with through service beginning on the new east and west side trunk lines, and the institution of the 42nd Street Shuttle along the old connection between the sides.[42][43] The cost of the extension from Grand Central was $58 million.[44]

Broadway Line station

In the report that had been submitted to the Board of Estimate in June 1911, the BRT was to construct a line traveling east under 59th Street before ascending onto the Queensboro Bridge.[45] The original plan there was to build a pair of single-track tunnels under 59th and 60th Streets, rising onto the bridge to Queens, with stations at Fifth and Lexington Avenues.[46][47] Just east of the Lexington Avenue station, the line would have ascended at a 5.8 percent grade to reach the bridge.[48] In July 1914, the Public Service Commission opened bids for the construction of the two tunnels. The Degnon Contracting Company submitted the lowest of five bids for the project at just over $2.8 million.[49] Degnon received the contract and began constructing the tunnels that September.[50]

By December 1914, the Board of Estimate had abandoned its original proposal to use the Queensboro Bridge for subway trains, which would have required $2.6 million in modifications to the bridge[51] and would have caused serious congestion.[52] Instead, the board planned to build a double-tracked 60th Street Tunnel under the East River, which would allow the city to save $500,000 by not constructing a tunnel under 59th Street. Degnon proposed building this tunnel for $4.5 million.[51][53] The Board of Estimate approved the plan in February 1915, and the New York State Legislature shortly afterward legally approved the revised route.[52] On July 28, 1915, the Public Service Commission approved the Board of Estimate's request to place both tracks under 60th Street and cross the East River in the 60th Street Tunnel.[54][55] A piece of the tunnel under 59th Street had already been built and became a walkway connecting the two side platforms of the IRT's 59th Street station.[56][57]

A. W. King received a $126,000 contract in December 1918 to install finishes at the Lexington Avenue and Fifth Avenue stations on the Broadway Line.

Queensboro Plaza through the 60th Street Tunnel on August 1, 1920.[61][62] An entrance leading from the BMT station to the Bloomingdale's store opened on the same day that the line was extended to Queens. This entrance measured 60 feet (18 m) deep and had five display windows.[63]

1920s to 1960s

The IRT station originally served local trains only.[64][65] In Fiscal Year 1930, a crossunder under the local tracks was opened, connecting the southbound and northbound platforms.[66] This passageway was funded by Bloomingdale's and was dedicated on November 11, 1930.[67][68] A new entrance from the Lexington Avenue/59th Street station to Bloomingdale's flagship store was also built in late 1930 as part of an expansion of the store.[69]

The city government took over the BMT's operations on June 1, 1940,

fare control on July 1, 1948.[74][75] Initially, only the southbound IRT local platform had a direct free transfer to the BMT platform.[76] Later that year, an additional subway entrance was proposed as part of the construction of a building on the southeastern corner of Lexington Avenue and 59th Street.[77][78] At the time, more than 15 million passengers entered the station annually.[78] A direct transfer passageway connecting the northbound IRT local platform with the BMT platform opened on August 7, 1952.[76] The New York City Transit Authority (NYCTA) began constructing five staircases between the IRT and BMT stations at Lexington Avenue/59th Street in May 1956, following the completion of the 60th Street Tunnel Connection in Queens, which allowed trains in the 60th Street Tunnel to run along the Queens Boulevard Line, in December 1955.[79] An escalator connecting the IRT and BMT stations opened in September 1958.[80]

To reduce crime, in 1965, the NYCTA began closing two of the station's entrances at night.

Lexington Avenue station on the 63rd Street Line.[82] Although the line received final approval in 1969 as part of the Program for Action, a wide-ranging expansion program for the New York City Subway system, the passageway was never built.[83]

Construction of IRT express platforms

On November 4, 1954, the NYCTA approved plans to convert 59th Street into an express station.

Grand Central–42nd Street.[84] Construction was expected to take two or three years[84][86] and cost up to $5 million.[84][88] In the late 1950s and early 1960s, the NYCTA undertook a $138 million (equivalent to $1.44 billion in 2023) modernization project for the Lexington Avenue Line.[89] As part of the modernization program, the NYCTA announced in January 1957 that it would extend the local platforms and build express platforms at 59th Street.[90]

The NYCTA approved a revision to the express platform project on April 8, 1959,[64][65] and construction for the express station began on August 27, 1959.[91] The Slattery Construction Corporation was hired as the main contractor for the project,[92] which cost $6.5 million.[93] Along with the new express platforms, a new mezzanine was built above the platforms to connect them to the local station and the Broadway Line station. Two high speed escalators were added to connect the local and express platforms. Two additional high-speed escalators were built to connect the local platforms with the new mezzanine. As part of the plan, the local platforms were extended to accommodate 10-car trains.[92][94] In addition, new entrances and booths were added to the 59th Street ends of the northbound and southbound sides.[93]

Work on the express station at 59th Street required express trains to run on the local tracks during late nights.

underground streams at 58th and 59th Streets, requiring workers to install waterproofing around the station.[91][96] The Board of Estimate provided $5 million in December 1960 to expedite the express platforms' construction.[97] By November 1961, the platforms were almost completed, and workers were installing tiles on the walls.[91] The express platforms opened on November 15, 1962,[87][98] three months earlier than originally planned.[93] The completion of the express station, among other factors, resulted in increased profits and patronage for businesses near the intersection of 59th Street and Lexington Avenue.[99]

1970s to present

By 1970, the 59th Street station on the Lexington Avenue Line was among the subway system's 12 worst

New York City Planning Commission planned to spend $2.1 million to add entrances at Third Avenue and 60th Street, alleviating congestion in the exits on Lexington Avenue. That April, the City Planning Commission allotted another $3.4 million to the project.[101] The commission also provided funding for the lengthening of the Broadway Line platform.[102] Although the new entrances would be right outside the Bloomingdale's store, the department store did not contribute any funding to the project.[103] Although many subway stations in Midtown Manhattan saw steep decreases in ridership during the 1970s,[104] the Lexington Avenue/59th Street station actually saw a 25 percent increase in ridership compared with the 1960s.[105] The station recorded 14.1 million annual entries by 1975.[104]

During the mid-1970s, Metropolitan Transportation Authority (MTA) chairman David Yunich talked with local merchants about the possibility of raising money for a renovation of the station, which would be funded equally by the MTA and the merchants.[106] The agency closed one of the station's token booths in 1977 to save money, although the booth was reopened shortly afterward.[107] The MTA announced in late 1978 that it would modernize the Lexington Avenue/59th Street station. The improvements included new finishes on the walls and floors; acoustical, signage, and lighting improvements; replacement of old mechanical equipment; and new handrails.[108] The MTA included funding for a renovation of the Lexington Avenue/59th Street station to its 1980–1984 capital plan.[109] In April 1993, the New York State Legislature agreed to give the MTA $9.6 billion for capital improvements. Some of the funds would be used to renovate nearly one hundred New York City Subway stations,[110][111] including both stations at Lexington Avenue/59th Street.[112]

In 2002, the Broadway Line station received a major overhaul. The MTA repaired the staircases, re-tiled the walls, added new tiling on the floors, upgraded the station's lights and the public address system, and installed ADA yellow safety threads along the platform edge, new signs, and new trackbeds in both directions. The original tiling at the Lexington Avenue Line local platforms and the Broadway Line platform were restored, and

Bloomberg Tower
at 59th Street and Lexington Avenue. Although a new entrance was constructed within the building, it has remained closed due to fears of icicle formation on a railing that is part of the building's design, directly above the street entrance. A legal battle between the city and the building's management over who is responsible for modifying the design caused the entrance to be temporarily closed between 2003 and 2006.

In 2019, the MTA announced that the station would become ADA-accessible as part of the agency's 2020–2024 Capital Program.[113] In early 2024, to discourage fare evasion, the MTA reconfigured emergency exits at the 59th Street IRT station so the exits opened only after a 15-second delay.[114][115]

Station layout

Ground Street level Exits/entrances,
Lexington Avenue–63rd Street
Basement 1 Third Avenue mezzanine Fare control, MetroCard machines, to Broadway Line platforms
Fare control, MetroCard machines, to northbound platforms and Bloomingdale's
Side platform
Northbound local ← "6" train"6" express train toward Pelham Bay Park or Parkchester (68th Street–Hunter College)
← "4" train toward Woodlawn late nights (68th Street–Hunter College)
Southbound local → "6" train"6" express train toward Brooklyn Bridge–City Hall (51st Street) →
→ "4" train toward New Lots Avenue late nights (51st Street) →
Side platform
Fare control, MetroCard machines, to southbound platforms
Basement 2 Crossunder Crossunder between local platforms
Southbound ← "N" train toward Coney Island–Stillwell Avenue (Fifth Avenue–59th Street)
← "W" train toward Whitehall Street–South Ferry (Fifth Avenue–59th Street)
← "R" train toward Bay Ridge–95th Street (Fifth Avenue–59th Street)
Island platform
Northbound → "N" train"W" train toward Astoria–Ditmars Boulevard (Queensboro Plaza) →
→ "R" train toward Forest Hills–71st Avenue (Queens Plaza) →
Basement 3 Mezzanine Transfer between platforms
Basement 4 Side platform
Northbound express ← "4" train toward Woodlawn (86th Street)
← "5" train toward Eastchester–Dyre Avenue or Nereid Avenue (86th Street)
Southbound express → "4" train toward Crown Heights–Utica Avenue (Grand Central–42nd Street) →
→ "5" train toward Flatbush Avenue–Brooklyn College weekdays, Bowling Green evenings/weekends (Grand Central–42nd Street) →
Side platform

The complex consists of four levels. The IRT local platforms comprise the first basement level, running in a roughly north–south direction about 23 feet (7.0 m) below the street. The BMT platform is on the second basement level, 47 feet (14 m) below the street. The mezzanine below the BMT platform is 62 feet (19 m) deep[64][65] and was installed during the 1962 renovations.[92][94] The fourth and deepest level consists of the IRT express platforms, which are 73 feet (22 m) deep; each express platform contained an escalator that ascended to the local platform above it. A pair of escalators originally rose from the mezzanine to the IRT local platforms.[92][94] There are also three staircases up to the BMT platform, two down to each of the lower level IRT express platforms, and one staircase and escalator up to the IRT local platforms on the upper level.

There is a free out-of-system transfer to the

MetroCard or OMNY.[116] This transfer was first offered in 1998.[117] As of 2020, it was one of a few such transfers in the system.[116]

Artwork

The

mezzanine between the IRT express platforms and the BMT platform has a large-scale mosaic mural entitled Blooming (1996), created by Elizabeth Murray as part of the MTA Arts & Design program. It covers all four walls of the mezzanine area andtakes its name from the nearby Bloomingdale's department store.[118] The mosaic features larger versions of the coffee cups and slippers found on the platform walls, with the text: "In dreams begin responsibilities" and "Conduct your blooming in the noise and whip of the whirlwind". The text floats from the coffee cups and are excerpted from poetry by Delmore Schwartz and Gwendolyn Brooks. Additional, mini shoe mosaics can be found on the IRT express platforms.[118][119] In creating Blooming, Murray said she "had this vision of people getting up really early, half in a dream state, putting on their clothes, drinking a cup of coffee and getting on the subway to go to work".[120] This is one of two murals Murray made for MTA Arts & Design; the other, Stream, is at Court Square/23rd Street.[121]

Entrances and exits

The complex has a total of 11 staircase entrances. There are staircases to the Broadway Line platform and that are signed for the northbound Lexington Avenue Line platform at the eastern corners of 60th Street and Lexington Avenue, and staircases to the Broadway Line platform and that are signed for the southbound Lexington Avenue Line platform at the western corners of 60th Street and Lexington Avenue. Staircases from the southbound Lexington Avenue Line platform lead to the southwestern and northwestern corners of Lexington Avenue and 59th Street, while there are two exits to the southeastern corner of that intersection from the northbound platform, with one leading directly to the street, and one located in a passageway to Bloomingdale's. The station also has staircases to all four corners of Third Avenue and 60th Street, leading to a mezzanine with escalators for the Broadway Line platform.[122]

IRT Lexington Avenue Line platforms

 59 Street
 
<6> weekdays until 8:45 p.m., peak direction (weekdays until 8:45 p.m., peak direction)
Levels2
Platforms4 side platforms (2 on each level)
Tracks4 (2 on each level)
Other information
OpenedJuly 17, 1918; 105 years ago (1918-07-17)[40] (upper level)
November 15, 1962; 61 years ago (1962-11-15) (lower level)[93]
Accessiblenot ADA-accessible; accessibility planned (Elevator within Bloomingdale's store leads to the northbound platform during the store's operating hours)
Opposite-
direction
transfer		Yes
Services
Preceding station New York City Subway New York City Subway Following station
86th Street
4 all except late nights ​5 all except late nights
via 138th Street–Grand Concourse
Express
Franklin Avenue–Medgar Evers College
<6> weekdays until 8:45 p.m., peak direction
toward Pelham Bay Park
Local
<6> weekdays until 8:45 p.m., peak direction
toward Brooklyn Bridge–City Hall
Track layout

Legend
Upper level
to 68th Street–Hunter College
to 51st Street
Lower level
to 86th Street
to Grand Central–42nd Street
Station service legend
Symbol Description
Stops all times except late nights Stops all times except late nights
Stops all times Stops all times
Stops late nights only Stops late nights only
Stops rush hours in the peak direction only Stops rush hours in the peak direction only

The 59th Street station on the

<6> train stops here during weekdays in the peak direction.[124] The 5 train always makes express stops,[125] and the 6 and <6> trains always make local stops;[124] the 4 train makes express stops during the day and local stops at night.[123] The next station to the north is 68th Street–Hunter College for local trains and 86th Street for express trains. The next station to the south is 51st Street for local trains and Grand Central–42nd Street for express trains.[126]

Station mosaic name tablet on the upper level
Mosaic frieze on the upper level

The station used to have all green tile which has been covered up except for one "59th Street" sign near the south end of the northbound platform.[citation needed] There are whimsical stylized mosaics of coffee cups and slippers in varied colors at random spacing near the stairways to the Broadway and IRT local trains.[119]

There is a direct exit to

fare control.[69]
The underpass near the south end of the station was originally the northbound platform for the extension of the BMT Broadway Line to Queens. That line had been planned as two separate, one-track tunnels, one each under 59th and 60th Streets. Later on, it was decided to alter this layout in favor of a single two-track tunnel under 60th Street. The semi-completed platform under 59th Street was then converted to an underpass between the north and southbound platforms of the Lexington Avenue Line local tracks.

On the upper level, north of the station, there is a storage/lay up track between the two tracks. It ends at a

bumper block
at its north end. It merges with the two local tracks on its southern end.

Image gallery

  • The Lexington Avenue lower-level express station, opened in 1962
    The Lexington Avenue lower-level express station, opened in 1962
  • A new, still unused entrance/exit; it has since opened
    A new, still unused entrance/exit; it has since opened
  • Elizabeth Murray's artwork
    Elizabeth Murray's artwork
  • A 4 train made of R142 cars at the station, bound for Bowling Green
    A
    Bowling Green
  • Brochure for the opening of the 59th Street express platforms
    Brochure for the opening of the 59th Street express platforms

BMT Broadway Line platform

 Lexington Avenue−59 Street
 "N" train​"R" train​"W" train
New York City Subway station (rapid transit)
Platform view
Station statistics
DivisionB (BMT)[2]
Line   BMT Broadway Line
Services   N all times (all times)
​   R all times except late nights (all times except late nights)
​   W weekdays only (weekdays only)
Platforms1 island platform
Tracks2
Other information
OpenedSeptember 1, 1919; 104 years ago (1919-09-01)[127]
Accessiblenot ADA-accessible; accessibility planned
AccessibilitySame-platform wheelchair transfer available
Opposite-
direction
transfer		Yes
Services
Preceding station New York City Subway New York City Subway Following station
Fifth Avenue–59th Street
N all times ​R all times except late nights ​W weekdays only
via Times Square–42nd Street
 Queensboro Plaza
N all times ​W weekdays
toward Astoria–Ditmars Boulevard
Queens Plaza
R all except late nights
toward Forest Hills–71st Avenue
Track layout

Legend
to Queensboro Plaza
to Queens Plaza
East River
to Fifth Avenue–59th Street
Station service legend
Symbol Description
Stops all times except late nights Stops all times except late nights
Stops all times Stops all times
Stops weekdays during the day Stops weekdays during the day

The Lexington Avenue−59th Street station on the BMT Broadway Line has two tracks and one

mezzanines. The station is served by N trains at all times;[128] R trains at all times except late nights;[129] and W trains on weekdays during the day.[130] The next stop to the south is Fifth Avenue–59th Street, while the next stop to the north is Queens Plaza for R trains and Queensboro Plaza for N and ​W trains.[126]

The Lexington Avenue mezzanine has two staircases to each of the IRT local platforms, an escalator to the downtown platform, and three staircases down to the center level. The distinctive "Lex" mosaics were preserved during the renovation, by installing pre-arranged blocks along the station wall that cup the Lexington Avenue Line above it. The wall tiles have the red "Lex" evenly spaced out, similar to the IND style, with blue background, green borders, and white lettering. An entrance to Third Avenue, with red tiles, opened in October 1973. It has up and down escalators and an adjoining staircase, and is open part-time only, with four street staircases on Third Avenue.[citation needed]

Despite its name, the station is located on Lexington Avenue and 60th Street, one block north of 59th Street. Originally, the Broadway subway was to run to Queens over the Queensboro Bridge. Because the subway was to use the outer lanes of the Queensboro Bridge, the Queens-bound track was to run under 59th Street and the downtown-bound track under 60th Street.[46][47] The Broadway subway plan was changed in 1915 to route both tracks into 60th Street and to cross the East River by a tunnel just north of the Queensboro Bridge.[54][55] The 59th Street crossing was now useless, and at 60th Street, the subway would have to be at a lower grade on its way to the 60th Street Tunnel.[131] The 59th Street crossing was converted into a pedestrian underpass for the IRT station, and is still in use for that purpose; its floor level is that of the never-completed BMT station. The 60th Street crossing was mostly destroyed when the existing station was built at a lower grade. A door in the southern wall across from the platform opens into a remaining unused space.[132]

References

  1. ^ "Borough of Manhattan, New York City". Government of New York City. Archived from the original on January 7, 2021. Retrieved December 28, 2020.
  2. ^ a b c "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.
  3. ^ "Manhattan Bus Map" (PDF). Metropolitan Transportation Authority. July 2019. Retrieved December 1, 2020.
  4. ISSN 0362-4331. Archived
    from the original on June 25, 2020. Retrieved July 22, 2018.
  5. ^ a b "Annual Subway Ridership (2017–2022)". Metropolitan Transportation Authority. 2022. Retrieved November 8, 2023.
  6. ^ a b c d Walker, James Blaine (1918). Fifty Years of Rapid Transit — 1864 to 1917. New York, N.Y.: Law Printing. pp. 230–233. Retrieved November 6, 2016.
  7. ^ Engineering News, A New Subway Line for New York City Archived July 5, 2012, at the Wayback Machine, Volume 63, No. 10, March 10, 1910
  8. ^ State of New York Transit Commission Third Annual Report for the Calendar Year 1923. New York State Transit Commission. 1924. p. 501.
  9. ProQuest 574742724
    .
  10. ISSN 0362-4331. Archived
    from the original on May 15, 2023. Retrieved May 15, 2023.
  11. ProQuest 574777243
    .
  12. ISSN 0362-4331. Archived
    from the original on May 15, 2023. Retrieved May 15, 2023.
  13. ProQuest 574773115
    .
  14. ISSN 0362-4331. Archived
    from the original on May 15, 2023. Retrieved May 15, 2023.
  15. ^ a b "New Subways Formally Awarded to the B.R.T. - Vote 14 to 2". Times Union. July 21, 1911. p. 3. Retrieved May 29, 2023.
  16. ^
    ISSN 0362-4331
    . Retrieved May 29, 2023.
  17. ISSN 0362-4331
    . Retrieved May 29, 2023.
  18. ISSN 0362-4331. Archived
    from the original on May 4, 2022. Retrieved February 16, 2009. A petition is being circulated among the residents and property owners of the section just south of the Grand Central Station, in Park and Lexington Avenues, protesting against the proposed abandonment of the construction of the Subway in Lexington Avenue, between Forty-third and Thirty-second Streets.
  19. ISSN 0362-4331. Archived
    (PDF) from the original on May 4, 2022. Retrieved January 11, 2018.
  20. ProQuest 575088610
    .
  21. ISSN 0362-4331. Archived
    from the original on February 13, 2023. Retrieved May 20, 2023.
  22. ^ "Start Subway as Crowd Riots for Souvenirs". Times Union. July 31, 1911. p. 3. Retrieved May 29, 2023.
  23. ISSN 0362-4331
    . Retrieved May 29, 2023.
  24. ProQuest 574860121
    .
  25. ^
    ISSN 0362-4331
    . Retrieved May 30, 2023.
  26. ^
    ISSN 0362-4331
    . Retrieved May 30, 2023.
  27. ISSN 0362-4331
    . Retrieved June 3, 2023.
  28. ProQuest 575118173
    .
  29. ISSN 0362-4331
    . Retrieved May 30, 2023.
  30. ISSN 0362-4331. Archived
    (PDF) from the original on July 7, 2021. Retrieved November 10, 2017.
  31. ^ Engineering News-record. McGraw-Hill Publishing Company. 1916. p. 846. Archived from the original on May 4, 2022. Retrieved December 28, 2020.
  32. ^ Whitney, Travis H. (March 10, 1918). "The Seventh and Lexington Avenue Subways Will Revive Dormant Sections — Change in Operation That Will Transform Original Four-Tracked Subway Into Two Four-Tracked Systems and Double Present Capacity of the Interborough". The New York Times. p. 12. Archived from the original on May 4, 2022. Retrieved August 26, 2016.
  33. ^ "Public Service Commission Fixes July 15 For Opening of The New Seventh and Lexington Avenue Subway Lines — Will Afford Better Service and Less Crowding — Shuttle Service for Forty-Second Street — How the Various Lines of the Dual System Are Grouped for Operation and List of Stations on All Lines". The New York Times. May 19, 1918. p. 32. Archived from the original on May 4, 2022. Retrieved November 6, 2016.
  34. ISSN 0362-4331
    . Retrieved May 30, 2023.
  35. ^ "While Finished Subways Lie Idle, City Loses $8,000,00". The Chat. February 20, 1915. p. 51. Archived from the original on May 15, 2023. Retrieved May 15, 2023.
  36. ProQuest 129480415
    .
  37. ISSN 0362-4331
    . Retrieved May 30, 2023.
  38. ProQuest 575403970
    .
  39. ISSN 0362-4331
    . Retrieved May 30, 2023.
  40. ^
    ISSN 0362-4331. Archived
    (PDF) from the original on December 14, 2021. Retrieved April 21, 2020.
  41. ^ "Lexington Subway to Operate To-day". New York Herald. July 17, 1918. p. 8. Retrieved May 30, 2023.
  42. ^ "Open New Subway Lines to Traffic; Called a Triumph — Great H System Put in Operation Marks an Era in Railroad Construction — No Hitch in the Plans — But Public Gropes Blindly to Find the Way in Maze of New Stations — Thousands Go Astray — Leaders in City's Life Hail Accomplishment of Great Task at Meeting at the Astor". The New York Times. August 2, 1918. p. 1. Archived from the original on January 6, 2021. Retrieved November 6, 2016.
  43. ^ "New "H" System Brings Worst Subway Jam". New-York Tribune. August 2, 1918. pp. 1, 6. Retrieved May 30, 2023.
  44. ISSN 0362-4331. Archived
    from the original on May 4, 2022. Retrieved January 8, 2017.
  45. ^ "Subway Report Divides New Franchises Between B.R.T. Co. and the Interborough; Triborough to Be Built If They Reject It". The Brooklyn Citizen. June 13, 1911. pp. 1, 2. Retrieved May 30, 2023.
  46. ^
    ISSN 0362-4331
    . Retrieved May 30, 2023.
  47. ^ a b "Public Hearing on Subway Contracts". The Standard Union. June 27, 1914. p. 1. Retrieved May 30, 2023.
  48. ^ "Queens Bridge Transit to be Improved Now". Times Union. July 25, 1914. pp. 1, 9. Retrieved May 30, 2023.
  49. ISSN 0362-4331
    . Retrieved May 30, 2023.
  50. ^ "Subway Progress". The Brooklyn Daily Eagle. November 28, 1914. p. 22. Retrieved May 30, 2023.
  51. ^ a b "Favor Tunnel Under East River Rather than Bridge Subway". The Evening World. December 23, 1914. p. 3. Retrieved May 30, 2023.
  52. ^ a b "Queens Tunnel Act Now Before Mayor". The Brooklyn Daily Eagle. April 23, 1915. p. 15. Retrieved May 30, 2023.
  53. ISSN 0362-4331
    . Retrieved May 30, 2023.
  54. ^
    ISSN 0362-4331. Archived
    from the original on May 4, 2022. Retrieved December 3, 2017.
  55. ^ a b "P. S. Board Approves Tunnel to Queens". The Brooklyn Daily Eagle. July 28, 1915. p. 3. Retrieved May 30, 2023.
  56. ISBN 978-0-8232-1618-5. Archived
    from the original on May 4, 2022. Retrieved December 28, 2020.
  57. ^ Joseph Brennan, Abandoned Stations: Lexington Ave (BMT) unfinished platforms Archived February 12, 2017, at the Wayback Machine, accessed March 21, 2007
  58. ISSN 0362-4331
    . Retrieved May 30, 2023.
  59. ISSN 0362-4331. Archived
    from the original on June 14, 2018. Retrieved May 31, 2019.
  60. ^
    ProQuest 576078090
    .
  61. ISSN 0362-4331. Archived
    (PDF) from the original on May 4, 2022. Retrieved November 5, 2016.
  62. ^ "Broadway-Fifty-Ninth Street Extension of B.R.T. Subway". The New York Times. August 1, 1920. p. 92. Archived from the original on May 4, 2022. Retrieved May 31, 2019.
  63. ProQuest 1666024229
    .
  64. ^
    ISSN 0362-4331. Archived
    from the original on May 4, 2022. Retrieved December 28, 2020.
  65. ^
    ProQuest 1323957726
    .
  66. ^ New York (State). Transit Commission. (1930). Tenth Annual Report, 1930. Columbia University Libraries. Albany, N.Y. : J.B. Lyon Co.
  67. ISSN 0362-4331
    . Retrieved July 1, 2022.
  68. ProQuest 1113228699
    .
  69. ^
    ProQuest 1654300468
    .
  70. ISSN 0362-4331. Archived
    from the original on July 19, 2021. Retrieved May 14, 2022.
  71. ProQuest 1243059209
    .
  72. ISSN 0362-4331. Archived
    from the original on January 7, 2022. Retrieved May 14, 2022.
  73. ProQuest 1248134780
    .
  74. ISSN 0362-4331. Archived
    from the original on June 25, 2020. Retrieved April 21, 2020.
  75. ProQuest 1327387636
    .
  76. ^
    ISSN 0362-4331
    . Retrieved May 30, 2023.
  77. ProQuest 1325121761
    .
  78. ^
    ProQuest 108084655
    .
  79. ISSN 0362-4331
    . Retrieved May 30, 2023.
  80. ProQuest 1327227407
    .
  81. ISSN 0362-4331
    . Retrieved May 30, 2023.
  82. ISSN 0362-4331
    . Retrieved May 30, 2023.
  83. ISSN 0362-4331
    . Retrieved May 30, 2023.
  84. ^
    ISSN 0362-4331. Archived
    from the original on March 30, 2018. Retrieved March 29, 2018.
  85. ^
    ProQuest 1322561978
    .
  86. ^ a b Ross, Edwin (November 5, 1954). "TA Denies to TWU It Plans Mass Layoffs". Daily News. p. 17. Retrieved May 30, 2023.
  87. ^
    ISSN 0362-4331
    . Retrieved May 13, 2023.
  88. ProQuest 2291681890
    .
  89. ^ Annual Report For The Year Ended June 30, 1959. New York City Transit Authority. October 1959. p. 9.
  90. ISSN 0362-4331
    . Retrieved May 13, 2023.
  91. ^ a b c d Keating, Michael (November 5, 1961). "59th St. Express Stop to be Ready in April". Daily News. p. 740. Retrieved May 30, 2023.
  92. ^
    ISSN 0362-4331
    . Retrieved May 30, 2023.
  93. ^ a b c d "New 59th Street Express Station brochure". www.thejoekorner.com. New York City Transit Authority. November 15, 1962. Archived from the original on January 30, 2016. Retrieved January 25, 2016.
  94. ^
    ProQuest 1326291091
    .
  95. ISSN 0362-4331. Archived
    from the original on May 4, 2022. Retrieved September 4, 2016.
  96. ^
    ProQuest 1327101421
    .
  97. ^ "City Capital Budget of $695 Million OKd". Daily News. December 3, 1960. p. 5. Retrieved May 30, 2023.
  98. ProQuest 1326296522
    .
  99. ISSN 0362-4331
    . Retrieved May 30, 2023.
  100. ISSN 0362-4331
    . Retrieved May 30, 2023.
  101. ProQuest 1862419583
    .
  102. ISSN 0362-4331
    . Retrieved May 30, 2023.
  103. ProQuest 1564955252
    .
  104. ^
    ISSN 0362-4331
    . Retrieved May 31, 2023.
  105. ISSN 0362-4331
    . Retrieved May 31, 2023.
  106. ISSN 0362-4331
    . Retrieved May 30, 2023.
  107. ISSN 0362-4331
    . Retrieved May 31, 2023.
  108. ISSN 2692-1251
    . Retrieved May 25, 2023 – via newspapers.com.
  109. ISSN 0362-4331. Archived
    from the original on April 25, 2022. Retrieved May 4, 2023.
  110. ^ Benenson, Joel (April 1, 1993). "Albany deal to save the $1.25 fare". New York Daily News. p. 1059. Archived from the original on April 28, 2023. Retrieved April 28, 2023.
  111. ISSN 0362-4331. Archived
    from the original on April 28, 2023. Retrieved April 28, 2023.
  112. ^ "Stop the Fussing". Newsday. May 28, 1993. p. 56. Archived from the original on May 3, 2023. Retrieved April 28, 2023.
  113. ^ "MTA Announces 20 Additional Subway Stations to Receive Accessibility Improvements Under Proposed 2020-2024 Capital Plan". mta.info. Metropolitan Transportation Authority. December 19, 2019. Archived from the original on March 22, 2020. Retrieved December 24, 2019.
  114. ^ Nessen, Stephen (January 29, 2024). "Emergency gates will soon take 15 seconds to open at 3 NYC subway stations". Gothamist. Retrieved January 30, 2024.
  115. ^ "Subway emergency gates at some stations to test 15-second delay to help deter fare evasion in New York City". ABC7 New York. January 30, 2024. Retrieved February 2, 2024.
  116. ^ a b Guse, Clayton (June 1, 2020). "MTA: No more free transfers at two Brooklyn subway stations". New York Daily News. Retrieved May 31, 2023.
  117. ProQuest 279072840
    .
  118. ^ a b "Blooming". MTA. Retrieved May 31, 2023.
  119. ^ a b "Artwork: "Blooming" (Elizabeth Murray)". nycsubway.org. Retrieved May 31, 2023.
  120. ISSN 0362-4331
    . Retrieved May 31, 2023.
  121. ^ "American painter". Encyclopedia Britannica. March 20, 2008. Retrieved May 31, 2023.
  122. ^ "Lexington Avenue—59th Street Neighborhood Map". mta.info. Metropolitan Transportation Authority. April 2018. Archived from the original on August 29, 2021. Retrieved December 28, 2020.
  123. ^ a b "4 Subway Timetable, Effective December 4, 2022". Metropolitan Transportation Authority. Retrieved August 26, 2023.
  124. ^ a b c "6 Subway Timetable, Effective August 12, 2023". Metropolitan Transportation Authority. Retrieved August 26, 2023.
  125. ^ a b "5 Subway Timetable, Effective June 26, 2022". Metropolitan Transportation Authority. Retrieved August 26, 2023.
  126. ^ a b "Subway Map" (PDF). Metropolitan Transportation Authority. September 2021. Retrieved September 17, 2021.
  127. ISSN 0362-4331. Archived
    from the original on June 14, 2018. Retrieved July 22, 2018.
  128. ^ "N Subway Timetable, Effective August 28, 2023". Metropolitan Transportation Authority. Retrieved August 26, 2023.
  129. ^ "R Subway Timetable, Effective August 28, 2023". Metropolitan Transportation Authority. Retrieved August 26, 2023.
  130. ^ "W Subway Timetable, Effective June 26, 2022". Metropolitan Transportation Authority. Retrieved August 26, 2023.
  131. ^ "Lexington Ave (BMT) unfinished platforms". Archived from the original on February 12, 2017. Retrieved September 28, 2010.
  132. ^ "YouTube". YouTube. Archived from the original on March 5, 2016. Retrieved November 30, 2016.

External links

Wikimedia Commons has media related to Lexington Avenue/59th Street (New York City Subway).

Google Maps Street View:

Retrieved from "https://en.wikipedia.org/w/index.php?title=Lexington_Avenue/59th_Street_station&oldid=1219636159"