116 Street–Columbia University
 "1" train
New York City Subway station (rapid transit)
Northbound platform
Station statistics
AddressWest 116th Street & Broadway
New York, NY 10027[1][2]: 1 
BoroughManhattan
LocaleMorningside Heights
Coordinates40°48′29″N 73°57′50″W / 40.80806°N 73.96389°W / 40.80806; -73.96389
DivisionA (IRT)[3]
Line   IRT Broadway–Seventh Avenue Line
Services   1 all times (all times)
TransitBus transport NYCT Bus: M4, Airport transportation M60 SBS, M104[4]
Columbia Transportation: all routes except Fort Lee Shuttle.
Barnard Public Safety Shuttle
StructureUnderground
Platforms2 side platforms
Tracks3 (2 in regular service)
Other information
OpenedOctober 27, 1904 (1904-10-27)[5]
Opposite-
direction
transfer		Yes
Traffic
20222,897,994[6] Increase 59%
Rank95 out of 423[6]
Services
Preceding station New York City Subway New York City Subway Following station
125th Street
toward Van Cortlandt Park–242nd Street
Local		 Cathedral Parkway–110th Street
toward South Ferry
Location
116th Street–Columbia University station is located in New York City Subway
116th Street–Columbia University station
116th Street–Columbia University station is located in New York City
116th Street–Columbia University station
116th Street–Columbia University station is located in New York
116th Street–Columbia University station
Track layout

to 125th Street
to 110th Street
Street map

Station service legend
Symbol Description
Stops all times Stops all times
116th Street–Columbia University Subway Station (IRT)
MPSNew York City Subway System MPS
NRHP reference No.04001020[2]
NYCL No.1096
Significant dates
Added to NRHPSeptember 17, 2004
Designated NYCLOctober 23, 1979[7]

The 116th Street–Columbia University station is a local station on the IRT Broadway–Seventh Avenue Line of the New York City Subway. It is located at the intersection of Broadway and 116th Street in Morningside Heights, Manhattan, just outside the west gate to the main campus of Columbia University and the southeast corner of the Barnard College campus. The station is served by the 1 train at all times.

The 116th Street station was constructed for the Interborough Rapid Transit Company (IRT) as part of the city's first subway line, which was approved in 1900. Construction of the line segment that includes 116th Street began on June 18 of the same year. The station opened on October 27, 1904, as one of the original 28 stations of the New York City Subway. The station's platforms were lengthened in 1948 to accommodate ten-car trains, the station's median entrance was replaced in the 1960s, and the station was renovated in the 2000s.

The 116th Street station contains two side platforms and three tracks; the center track is not used in regular service. The station was built with tile and mosaic decorations. The mezzanine above the platforms contains exits to 116th Street and Broadway, and the northbound platform contains an additional exit to 115th Street. The original section of the station is a New York City designated landmark and listed on the National Register of Historic Places.

History

A view of the station in 1905

Construction and opening

Planning for a subway line in New York City dates to 1864.[8]: 21  However, development of what would become the city's first subway line did not start until 1894, when the New York State Legislature passed the Rapid Transit Act.[8]: 139–140  The subway plans were drawn up by a team of engineers led by William Barclay Parsons, the Rapid Transit Commission's chief engineer. It called for a subway line from New York City Hall in lower Manhattan to the Upper West Side, where two branches would lead north into the Bronx.[7]: 3  A plan was formally adopted in 1897,[8]: 148  and all legal conflicts concerning the route alignment were resolved near the end of 1899.[8]: 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,[9] under which it would construct the subway and maintain a 50-year operating lease from the opening of the line.[8]: 165  In 1901, the firm of Heins & LaFarge was hired to design the underground stations.[7]: 4  Belmont incorporated the Interborough Rapid Transit Company (IRT) in April 1902 to operate the subway.[8]: 182 

The 116th Street station was constructed as part of the IRT's West Side Line (now the Broadway–Seventh Avenue Line) from 104th Street to 125th Street, for which construction began on June 18, 1900.[9] The section of the West Side Line around this station was originally planned as a two-track line, but in early 1901, was changed to a three-track structure to permit train storage in the center track.[10]: 93 [11]: 189–190  Construction on the section between 104th Street and 125th Street had already begun prior to the design change, requiring that a portion of the work be undone.[10]: 240–241  A third track was added directly north of 96th Street, immediately east of the originally planned two tracks.[12]: 14  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.[8]: 186 [13] As late as October 26, 1904, the day before the subway was scheduled to open, the walls and ceilings were incomplete.[14]

The 116th 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.[5][8]: 186  The opening of the first subway line, and particularly the 116th Street station, helped contribute to the development of Morningside Heights and Harlem.[2]: 8 

Service changes and station renovations

20th century

After the first subway line was completed in 1908,[15] the station was served by West Side local and express trains. Express trains began at South Ferry in Manhattan or Atlantic Avenue in Brooklyn, and ended at 242nd Street in the Bronx. Local trains ran from City Hall to 242nd Street during rush hours, continuing south from City Hall to South Ferry at other times.[16] In 1918, the Broadway–Seventh Avenue Line opened south of Times Square–42nd Street, and the original line was divided into an H-shaped system. The original subway north of Times Square thus became part of the Broadway–Seventh Avenue Line. Local trains were sent to South Ferry, while express trains used the new Clark Street Tunnel to Brooklyn.[17]

To address overcrowding, in 1909, the New York Public Service Commission proposed lengthening the platforms at stations along the original IRT subway.[18]: 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 $47.1 million in 2022) spent on platform lengthening, $500,000 (equivalent to $15.7 million in 2022) was spent on building additional entrances and exits. It was anticipated that these improvements would increase capacity by 25 percent.[19]: 15  The northbound platform at the 116th Street station was extended 130 feet (40 m) to the south,[19]: 112  while the southbound platform was not lengthened.[19]: 106  Six-car local trains began operating in October 1910,[18]: 168  and ten-car express trains began running on the West Side Line on January 24, 1911.[18]: 168 [20] Subsequently, the station could accommodate six-car local trains, but ten-car trains could not open some of their doors.[21] In conjunction with the platform lengthening, a new entrance was constructed to the northbound platform in 1912.[22] An entrance kiosk for the new staircase was taken from the 23rd Street and Fourth Avenue station and was installed in July 1913.[23]

The city government took over the IRT's operations on June 12, 1940.[24][25] Platforms at IRT Broadway–Seventh Avenue Line stations between 103rd Street and 238th Street, including those at 116th Street, were lengthened to 514 feet (157 m) between 1946 and 1948, allowing full ten-car express trains to stop at these stations.[21] A contract for the platform extensions at 116th Street and eight other stations on the line was awarded to Spencer, White & Prentis Inc. in October 1946,[26] with an estimated cost of $3.891 million.[27] The platform extensions at these stations were opened in stages. On April 6, 1948, the platform extension at 116th Street opened.[21]: 33  Simultaneously, the IRT routes were given numbered designations with the introduction of "R-type" rolling stock, which contained rollsigns with numbered designations for each service.[28] The route to 242nd Street became known as the 1.[29] In 1959, all 1 trains became local.[30]

The above-ground 116th Street entrance, 1910

Columbia University first requested the demolition of the station's original entrance in Broadway's median in 1954, ahead of the Columbia University Bicentennial.[31] The university brought up the issue again at a meeting of the New York City Board of Estimate in 1963,[32] after a student was killed while crossing the street.[31] The kiosk was seen as a safety hazard, with two deaths and several accidents occurring at the kiosk from 1962 to 1964. Sixty-eight hundred students and faculty members signed a petition to remove the kiosk in February 1964.[33] On March 13, 1964, the New York City Board of Estimate voted to allocate $600,000 (equivalent to $5,661,373 in 2022) to demolish the entrance and replace it with two new sidewalk entrances as part of the 1964–1965 City budget. The New York City Department of Highways had requested that funds be allocated to this project at the request of Columbia University. The New York City Transit Authority had not yet drawn up plans for the project.[32] Bids for the kiosk's demolition were initially scheduled to be solicited in July 1964.[34] That October, a NYCTA spokesperson announced that the demolition of the entrance would be delayed until the following spring. Work on the project had been expected to commence in December 1964. The NYCTA was expected to complete the design of the project in early 1965, after which the project could be put out for bids.[35]

On November 2, 1966, the New York City Planning Commission voted to grant an additional $300,000 (equivalent to $2,705,846 in 2022) for the project after the cost of the project was revised. The money for the project was reallocated within the Highway Department's budget.[36][37] It was estimated that following necessary approvals from the New York City Board of Estimate, bids on the project would be let on December 16, and work on the project would begin by the end of January 1967. Work on the project was set to be done in 22 months. In 1965, Columbia University and Barnard College had announced that they would each spend $5,000 (equivalent to $46,431 in 2022) to decorate the new entrances to fit in with their campuses.[38] Work on the project was completed in 1968.[39]

The station's downtown platform in 1978

In 1979, the New York City Landmarks Preservation Commission designated the space within the boundaries of the original station, excluding expansions made after 1904, as a city landmark.[7] The station was designated along with eleven others on the original IRT.[7][40] In April 1988,[41] 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.[42] When skip-stop service began on August 21, 1989, it was only implemented north of 137th Street–City College on weekdays, and 116th Street was served by both the 1 and the 9.[43][44][45]

In October 1988, the Metropolitan Transportation Authority (MTA) announced that the newsstand on the station's downtown platform would be removed as part of a citywide program to beautify stations and improve passenger flow. The agency began this program in late 1987. The owner of the newsstand was unsure of whether he would rebuild the stand as the cost of rebuilding it might have outweighed the benefits of reopening it. This newsstand was chosen for rebuilding as it was only 12 feet (3.7 m) away from a staircase.[46]

21st century

In June 2002, the MTA announced that ten subway stations citywide, including 103rd Street, 110th Street, 116th Street, 125th Street, and 231st Street on the IRT Broadway–Seventh Avenue Line, would receive renovations. As part of the project, fare control areas would be redesigned, flooring, and electrical and communication systems would be upgraded, and new lighting, public address systems and stairways would be installed. In addition, since 110th Street, 116th Street, and 125th Street had landmark status, historical elements would be replaced or restored, including wall tiles. At the ends of the station platforms at 103rd Street, 110th Street, and 116th Street, a small section of station wall, which would look identical to the existing station walls, would be added to provide space for scrubber rooms.[47][48] Work on the ten citywide renovation projects was estimated to cost almost $146 million, and was scheduled to start later that year, and be completed in April 2004, in time for the 100th anniversary of the station's opening, and the 250th anniversary of Columbia University.[49][50]

Columbia University contributed $1 million (equivalent to $1,590,810 in 2022) to the station renovation project after the MTA said it would have to put off the renovation projects in Manhattan due to funding issues. The university had also reached agreements to cover part of the costs of the station renovations at 103rd Street, 110th Street, and 125th Street.[51] As a condition of the funding allocation for the station renovation, the university wanted work on the project to be expedited. Residents of Morningside Heights approved of the renovation plans, but were concerned that the expedited repairs would come at the cost of damaging the stations' historic elements. The MTA was expected to decide whether preservation or speed would be prioritized in the station renovation projects by the end of 2002.[47]

At the 110th Street and 116th Street stations, local community activists opposed artwork that was planned to be commissioned through the MTA's Arts for Transit program. Though the proposed artwork was intended as a homage to the stations' history, the activists believed the art would damage the decorative tiling that dated from the stations' opening, and that the artwork would damage the landmark interiors of the stations.[51][52] The MTA had planned to install a small bronze subway track and train to be inlaid within the station walls surrounded by sepia-toned photographs of the neighborhood at 116th Street. In December 2002, Manhattan Community Board 7 voted in favor of the plan to include artwork from the MTA's Arts for Transit program at the 103rd Street station, which was not landmarked. Community Board 7 voted against the plan to include new artwork at the landmarked 110th Street and 116th Street stations, and the MTA dropped plans for the artwork at these stations.[50][51] The station renovation project at 116th Street began in January 2003.[47] From May 31 to July 12, 2003, the uptown platforms at the 116th Street and 103rd Street stations were closed at all times for their renovations.[53] The original interiors were listed on the National Register of Historic Places in 2004.[2] Skip-stop service ended on May 27, 2005, as a result of a decrease in the number of riders who benefited.[54][55]

Station layout

Ground Street level Exit/entrance
Mezzanine Fare control, station agent, MetroCard machines
Platform level Side platform
Northbound local ← "1" train toward Van Cortlandt Park–242nd Street (125th Street)
Peak-direction express → No regular service
Southbound local → "1" train toward South Ferry (Cathedral Parkway–110th Street) →
Side platform
Station mezzanine

This station has two side platforms and three tracks, the center one being an unused express track.[56] The station is served by the 1 at all times[57] and is between 125th Street to the north and 110th Street to the south.[58] The platforms were originally 350 feet (110 m) long, like at other stations north of 96th Street,[7]: 4 [2]: 3 [59]: 8  but as a result of the 1948 platform extension, became 520 feet (160 m) long.[21] The platform extensions are at the southern ends of the original platforms.[59]: 39 

Two staircases from each platform lead to a mezzanine above the platforms, which contains the fare control area. Outside fare control, the mezzanine connects to stairways on either side of Broadway.[2]: 4 

The southbound local track is technically known as BB1 while the northbound one is BB4; the BB designation is used for chaining purposes along the Broadway–Seventh Avenue Line from 96th Street to 242nd Street. Although it cannot be accessed at 116th Street–Columbia University, the center track is designated as M. These designations are rarely, if ever, used in ordinary conversation.[56]

Design

Name identification tablet
Faience plaque of the seal of Columbia University
Faience plaque of the number 116

As with other stations built as part of the original IRT, the station was constructed using a cut-and-cover method.[60]: 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.[2]: 3–4 [59]: 9  Each platform consists of 3-inch-thick (7.6 cm) concrete slabs, beneath which are drainage basins. 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 feet (1.5 m), support the jack-arched concrete station roofs.[2]: 3–4 [7]: 4 [59]: 9  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.[59]: 9  The ceiling is about 8 feet (2.4 m) above platform level in the southern part of the station, but is higher above the northern part, reaching 12 to 15 feet (3.7 to 4.6 m) above the platform.[2]: 5 

The walls along the platforms consist of a buff-colored brick wainscoting on the lowest part of the wall, and white glass tiles above. The platform walls are divided at 15-foot (4.6 m) intervals by blue tile pilasters, or vertical bands.[2]: 4 [7]: 10  The pilasters are topped by alternating blue-and-cream faience plaques of the number "116" and the Columbia University seal; both of these motifs are surrounded by faience wreaths. The seal shows a seated woman with a book of knowledge in her hand and three children standing near her feet. A blue-and-green cornice, made of faience, runs atop the wall and around the mosaic tablets.[2]: 4–5 [7]: 9–10  Mosaic wall tablets with the name "Columbia University" are installed along the platform walls.[2]: 5 [7]: 10  The mosaic tiles at all original IRT stations were manufactured by the American Encaustic Tile Company, which subcontracted the installations at each station.[59]: 31  The decorative work was performed by tile contractor John H. Parry and faience contractor Grueby Faience Company.[59]: 39 

Entrances and exits

Northwestern corner stairs

The station has four entrance/exit stairs that serve both platforms. One pair ascends to the northwest corner of Broadway and 116th Street, while the other pair goes to the northeast corner of the same intersection.[2]: 3  There is also an exit-only staircase near the southern end of the northbound platform that leads to the east side of Broadway at 115th Street, outside the Alfred Lerner Hall.[61]

There was a station house in the median of Broadway, just north of 116th Street, which was designed by Heins & LaFarge and dated to the station's opening in 1904. It was built as one of several station houses on the original IRT; similar station houses were built at Atlantic Avenue, Bowling Green, Mott Avenue, 72nd Street, and 103rd Street.[62]: 46 [63]: 2  The station house, which was identical to the one at 103rd Street, occupied an area of 50 by 20 feet (15.2 by 6.1 m). The one-story station house contained exterior walls made of buff brick, with a foundation made of granite blocks. A limestone string course ran atop the exterior wall. At the corners of the station house were limestone quoins, which supported a copper-and-terracotta gable roof facing west and east. The ridge of the station house's roof was a skylight made of glass and metal. The doorways were centrally located on the north and south walls of the control house, topped by terracotta finials and a rounded gable. There were terracotta crosses on each rounded gable with the number "116" embossed onto them. Above the doorway was a pediment and an arched window made of glass and wrought iron.[59]: 12  The control house was closed and demolished in 1968.[39]

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. 1 2 3 4 5 6 7 8 9 10 11 12 13 "New York MPS 116th Street—Columbia University 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.
  3. ↑ "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.
  4. ↑ "Manhattan Bus Map" (PDF). Metropolitan Transportation Authority. July 2019. Retrieved December 1, 2020.
  5. 1 2 "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 December 13, 2021. Retrieved April 21, 2020.
  6. 1 2 "Annual Subway Ridership (2017–2022)". Metropolitan Transportation Authority. 2022. Retrieved November 8, 2023.
  7. 1 2 3 4 5 6 7 8 9 10 "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.
  8. 1 2 3 4 5 6 7 8 Walker, James Blaine (1918). Fifty Years of Rapid Transit — 1864 to 1917. New York, N.Y.: Law Printing. Retrieved November 6, 2016.
  9. 1 2 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.
  10. 1 2 Report of the Board of Rapid Transit Railroad Commissioners For And In The City of New York Up to December 31, 1901. Board of Rapid Transit Railroad Commissioners. 1902. Archived from the original on June 15, 2022. Retrieved December 19, 2020.
  11. ↑ Report of the Public Service Commission For The First District of the State of New York For The Year Ending December 31, 1909. New York State Public Service Commission. 1910. Archived from the original on May 21, 2022. Retrieved December 19, 2020.
  12. ↑ "New York City's Subway Turns 100" (PDF). The Bulletin. Electric Railroaders' Association. 47 (10). October 2004. Archived from the original (PDF) on April 3, 2018. Retrieved April 2, 2018.
  13. ↑ "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.
  14. ↑ "Clamor for Tickets for Subway Opening; Distribution Plan Criticised by Engineers and Many Others". The New York Times. October 26, 1904. ISSN 0362-4331. Retrieved May 25, 2023.
  15. ↑ "Our First Subway Completed At Last — Opening of the Van Cortlandt Extension Finishes System Begun in 1900 — The Job Cost $60,000,000 — A Twenty-Mile Ride from Brooklyn to 242d Street for a Nickel Is Possible Now". The New York Times. August 2, 1908. p. 10. Archived from the original on December 23, 2021. Retrieved November 6, 2016.
  16. ↑ Herries, William (1916). Brooklyn Daily Eagle Almanac. Brooklyn Daily Eagle. p. 119. Archived from the original on May 11, 2021. Retrieved December 19, 2020.
  17. ↑ "Open New Subway Lines to Traffic; Called a Triumph" (PDF). The New York Times. August 2, 1918. p. 1. ISSN 0362-4331. Archived (PDF) from the original on August 3, 2019. Retrieved October 4, 2011.
  18. 1 2 3 Hood, Clifton (1978). "The Impact of the IRT in New York City" (PDF). Historic American Engineering Record. pp. 146–207 (PDF pp. 147–208). Archived (PDF) from the original on January 17, 2021. Retrieved December 20, 2020. Public Domain This article incorporates text from this source, which is in the public domain.{{cite web}}: CS1 maint: postscript (link)
  19. 1 2 3 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.
  20. ↑ "Ten-car Trains in Subway to-day; New Service Begins on Lenox Av. Line and Will Be Extended to Broadway To-morrow". The New York Times. January 23, 1911. ISSN 0362-4331. Archived from the original on April 5, 2018. Retrieved April 5, 2018.
  21. 1 2 3 4 Report for the three and one-half years ending June 30, 1949. New York City Board of Transportation. 1949. hdl:2027/mdp.39015023094926.
  22. ↑ Report of the Public Service Commission for the First District of the State of New York For The Year Ending December 31, 1912 Vol. I. New York State Public Service Commission. 1913. p. 161. Archived from the original on June 15, 2022. Retrieved December 22, 2020.
  23. ↑ Report of the Public Service Commission For The First District Of The State Of New York For The Year Ending December 31, 1913 Vol. I. New York State Public Service Commission. 1914. p. 153. Archived from the original on June 15, 2022. Retrieved January 6, 2021.
  24. ↑ "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.
  25. ↑ "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. ProQuest 1248134780.
  26. ↑ Crowell, Paul (October 11, 1946). "Improvement Costs Voted for Subway; Board of Estimate Appropriates $31,291,000 for New Cars and Station Lengthening" (PDF). The New York Times. p. 24. ISSN 0362-4331. Archived from the original on May 21, 2022. Retrieved July 28, 2021.
  27. ↑ "City Approves $35,153,000 Subway Outlay: Board of Estimate Awards Contract for 400 Cars and 10 Station Projects". New York Herald Tribune. October 11, 1946. p. 40. ISSN 1941-0646. ProQuest 1287183692.
  28. ↑ Brown, Nicole (May 17, 2019). "How did the MTA subway lines get their letter or number? NYCurious". amNewYork. Archived from the original on March 2, 2021. Retrieved January 27, 2021.
  29. ↑ Friedlander, Alex; Lonto, Arthur; Raudenbush, Henry (April 1960). "A Summary of Services on the IRT Division, NYCTA" (PDF). New York Division Bulletin. Electric Railroaders' Association. 3 (1): 2. Archived from the original (PDF) on September 14, 2020. Retrieved January 27, 2021.
  30. ↑ "Wagner Praises Modernized IRT — Mayor and Transit Authority Are Hailed as West Side Changes Take Effect". The New York Times. February 7, 1959. p. 21. Archived from the original on January 1, 2018. Retrieved November 6, 2016.
  31. 1 2 "Removal of Kiosk In Columbia Area Proposed by City". The New York Times. December 4, 1963. ISSN 0362-4331. Archived from the original on June 15, 2022. Retrieved January 11, 2021.
  32. 1 2 Spiegel, David S. (March 16, 1964). "New York Board of Estimate Votes Kiosk Removal Funds". Columbia Daily Spectator. Archived from the original on June 15, 2022. Retrieved January 5, 2021.
  33. ↑ "Ask New Kiosk Sites". New York Daily News. February 23, 1964. p. 29. Archived from the original on June 15, 2022. Retrieved January 1, 2021 – via newspapers.com Open access icon.
  34. ↑ "IRT Bids to Be Let". The New York Times. June 10, 1964. ISSN 0362-4331. Archived from the original on June 15, 2022. Retrieved January 11, 2021.
  35. ↑ "City to Raze Subway Kiosk During Spring Contractors will Submit Bids Early Next Year". Columbia Daily Spectator. October 6, 1964. Archived from the original on January 10, 2021. Retrieved January 5, 2021.
  36. ↑ Bennett, Charles G. (November 3, 1966). "2 Renewal Areas Chosen Under New Policy; Harlem and Brooklyn Sites Approved by Planning Agency Funds for Removing Kiosk at Columbia to Be Increased". The New York Times. ISSN 0362-4331. Archived from the original on June 15, 2022. Retrieved January 11, 2021.
  37. ↑ "Kiosk Work to Start in 2 Months". Columbia Daily Spectator. December 13, 1966. Archived from the original on June 15, 2022. Retrieved January 5, 2021.
  38. ↑ Heim, Dave (November 3, 1966). "Predict February Demolition of 116th Street Subway Kiosk". Columbia Daily Spectator. Archived from the original on January 7, 2021. Retrieved January 4, 2020.
  39. 1 2 Stern, Robert A. M.; Mellins, Thomas; Fishman, David (1995). New York 1960: Architecture and Urbanism Between the Second World War and the Bicentennial. New York: Monacelli Press. p. 1122. ISBN 1-885254-02-4. OCLC 32159240. OL 1130718M.
  40. ↑ "12 IRT Subway Stops Get Landmark Status". The New York Times. October 27, 1979. ISSN 0362-4331. Archived from the original on March 9, 2018. Retrieved December 26, 2020.
  41. ↑ Brozan, Nadine (June 4, 1989). "'Skip-Stop' Subway Plan Annoys No. 1 Riders". The New York Times. ISSN 0362-4331. Archived from the original on August 10, 2016. Retrieved June 15, 2016.
  42. ↑ Moore, Keith (June 10, 1988). "TA's skip-stop plan hit". New York Daily News. Archived from the original on November 8, 2018. Retrieved November 8, 2018.
  43. ↑ "#1 Riders: Your Service is Changing". New York Daily News. August 20, 1989. Archived from the original on November 8, 2018. Retrieved November 8, 2018.
  44. ↑ "Announcing 1 and 9 Skip-Stop Service on the Broadway-Seventh Avenue Line" (PDF). New York City Transit Authority. August 1989. Archived from the original (PDF) on June 26, 2020. Retrieved August 1, 2009.
  45. ↑ Lorch, Donatella (August 22, 1989). "New Service For Subways On West Side". The New York Times. ISSN 0362-4331. Archived from the original on August 10, 2016. Retrieved June 15, 2016.
  46. ↑ Sparks, Cory (October 24, 1988). "MTA slates subway stand for removal". Columbia Daily Spectator. Archived from the original on January 8, 2021. Retrieved January 5, 2021.
  47. 1 2 3 Nowakowski, Xan (September 11, 2002). "Columbia Invests in Area Subway Stations". Columbia Daily Spectator. Archived from the original on January 8, 2021. Retrieved January 5, 2021.
  48. ↑ Homans, Charlie (February 6, 2003). "CB7 Rejects MTA's Arts For Transit Proposition". Columbia Daily Spectator. Archived from the original on June 15, 2022. Retrieved January 5, 2021.
  49. ↑ Donohue, Pete (June 11, 2002). "Renovation Is Set For 10 Subway Stations". New York Daily News. Archived from the original on January 9, 2018. Retrieved January 8, 2018.
  50. 1 2 Angara, Harini (January 23, 2004). "116th Subway Station Gets a Face Lift". Columbia Spectator. Archived from the original on January 8, 2021. Retrieved January 5, 2021.
  51. 1 2 3 Homans, Charlie (January 24, 2003). "Tunnel Vision: MTA, Locals Don't See Eye to Eye". Columbia Daily Spectator. Archived from the original on January 7, 2021. Retrieved January 5, 2021.
  52. ↑ Kennedy, Randy (January 10, 2003). "Plan to Renovate Stations Draws Ire". The New York Times. ISSN 0362-4331. Archived from the original on January 25, 2021. Retrieved January 10, 2021.
  53. ↑ "1 9 Uptown Platforms at 103 St. and 116 St. will be closed". Columbia Daily Spectator. May 28, 2003. Archived from the original on January 9, 2021. Retrieved January 5, 2021.
  54. ↑ Chan, Sewell (May 25, 2005). "On Its Last Wheels, No. 9 Line Is Vanishing on Signs". The New York Times. ISSN 0362-4331. Archived from the original on March 17, 2015. Retrieved August 29, 2016.
  55. ↑ "Noteworthy – 9 discontinued". mta.info. Metropolitan Transportation Authority. May 7, 2005. Archived from the original on May 7, 2005. Retrieved September 18, 2016.
  56. 1 2 Dougherty, Peter (2006) [2002]. Tracks of the New York City Subway 2006 (3rd ed.). Dougherty. OCLC 49777633 – via Google Books.
  57. ↑ "1 Subway Timetable, Effective August 12, 2023". Metropolitan Transportation Authority. Retrieved August 26, 2023.
  58. ↑ "Subway Map" (PDF). Metropolitan Transportation Authority. September 2021. Retrieved September 17, 2021.
  59. 1 2 3 4 5 6 7 8 Framberger, David J. (1978). "Architectural Designs for New York's First Subway" (PDF). Historic American Engineering Record. pp. 1–46 (PDF pp. 367–412). Archived (PDF) from the original on January 17, 2021. Retrieved December 20, 2020. Public Domain This article incorporates text from this source, which is in the public domain.{{cite web}}: CS1 maint: postscript (link)
  60. ↑ Scott, Charles (1978). "Design and Construction of the IRT: Civil Engineering" (PDF). Historic American Engineering Record. pp. 208–282 (PDF pp. 209–283). Archived (PDF) from the original on January 17, 2021. Retrieved December 20, 2020. Public Domain This article incorporates text from this source, which is in the public domain.{{cite web}}: CS1 maint: postscript (link)
  61. ↑ "116th Street—Columbia University Neighborhood Map". mta.info. Metropolitan Transportation Authority. April 2018. Archived from the original on August 29, 2021. Retrieved January 5, 2021.
  62. ↑ Stern, Robert A. M.; Gilmartin, Gregory; Massengale, John Montague (1983). New York 1900: Metropolitan Architecture and Urbanism, 1890–1915. New York: Rizzoli. ISBN 0-8478-0511-5. OCLC 9829395.
  63. ↑ "Interborough Rapid Transit System, 72nd Street Control House" (PDF). New York City Landmarks Preservation Commission. January 9, 1979. Archived (PDF) from the original on May 11, 2021. Retrieved November 19, 2019.

Further reading

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