IRT POWERHOUSE, MANHATTAN Address: West 58th & 59th Streets, 11th & 12th Avenues Architect: Stanford White Constructed: 1904 Stanford White was able to design in 1904 what today seems like a minor miracle: a highly elegant and ornate utilitarian structure. It was all in a day’s work for White and other City Beautiful proponents who believed that public improvements should be built to create a city that is both functional and beautiful. This monumental structure is a remarkable example of Beaux-Arts design applied to a utilitarian building; its architectural grandeur meant to convince the public to embrace the subway, a major new mode of transportation in 1904. Designed as a showpiece, it now stands as a monument to progress and rapid transit. In addition to its architecture, the building holds an important place in industrial history. When it opened, it was the largest powerhouse in the world and provided the energy needed to run the first subway line along Manhattan’s west side, which in turn created and enabled the modern city of New York. Despite the unfortunate loss of its original smokestacks, the IRT Powerhouse remains a commanding presence and a dynamic anchor for an ever-changing west side. Occupying the entire block bounded by Eleventh and Twelve Avenues, West 58th and 59th Streets, the original powerhouse of the Interborough Rapid Transit Subway is the most monumental building associated with the subway system in New York City. This mammoth structure was the largest powerhouse in the world upon its completion in 1904, and it represented the highest level of technical sophistication in the production of electrical power at that time. From the powerhouse, current was generated and fed to eight substations to power the signal and lighting systems. In its role as company symbol, the building heralded a new era of electrified urban transportation, illustrating the power of technology to improve urban life. The IRT Powerhouse still stands as a monument to the engineers and architects who planned and built New York City's first successful underground transit system. The exterior of the powerhouse was designed by Stanford White of the prominent firm of McKim, Mead and White and is a rare example of utilitarian design by that firm. Executed in the Beaux-Arts style and drawing upon Renaissance prototypes, it is the embodiment of the aesthetic ideals of the civic-minded City Beautiful movement, spawned by World's Columbian Exposition of 1893 in Chicago, which held that public improvements could beautify American industrial cities. The structural design of the powerhouse was the responsibility of William C. Phelps, assistant engineer in charge of the Mechanical Department of the Subway Construction Company. Standing on a base of smooth ashlar granite, the building has symmetrically designed facades of buff-colored brick arranged in bays with two-story arched window openings that are decorated with terra-cotta moldings and keystones. The arcades are surmounted by an attic story with paired window openings framed by terra-cotta moldings and keystones. The six windows of the Eleventh Avenue facade are separated by brick pilasters with foliated terra-cotta rustication blocks and topped by terra-cotta wreaths. At the long north and south facades, pairs of rusticated brick pilasters separate the arched bays. Many of the windows retain their original multipane industrial sash. It is unclear whether any of the original six chimneys--which were erected on a steel substructure 76 feet about the basement floor of the powerhouse in order to maximize floor space--remain, and a new, much taller chimney has been added near the southeast corner. The original terra-cotta roof tiles and the upper cornice have also been removed.

IRT Powerhouse, date unknown. Stanford White’s monumental Renaissance Revival structure directly embraces the City Beautiful philosophy, then in vogue among urban planners; its imposing grandeur and ornate detailing inspire viewers while the building itself serves a larger functional purpose: powering the New York City subway. The building was acquired by Consolidated Edison in 1959, after the subway system had adopted new power sources.

In November 2014, the New York City Landmarks Preservation Commission (LPC) announced a plan to clear 95 properties that had been on its calendar for five years or more, but not yet designated as landmarks. The wholesale removal of these properties without considering each one’s merits would have represented a severe blow to the properties and to the city’s landmarks process in general, sending a message that would jeopardize any future effort to designate them. The properties represented years of research and support from New Yorkers, elected officials, community groups and the Commission itself. To broadly reject all of that through an administrative action would be disrespectful to the efforts and judgment of previous LPC Commissioners and staff. Further, the removal of these 95 sites from the LPC’s calendar would render the LPC powerless in the case of any proposed work or demolition project involving those sites. The Historic Districts Council acted strongly in opposition to this action, and advocated for a more considered, fair and transparent approach. To further prioritize this advocacy, HDC made the initiative one of its Six to Celebrate in 2015, calling it “Landmarks Under Consideration.” As part of this effort, HDC worked with Manhattan Borough President Gale Brewer and a coalition of other preservation organizations to submit an alternative plan for the LPC’s consideration. The plan eventually formed the basis for the LPC’s initiative, entitled “Backlog95,” calling for a series of public discussions to evaluate the properties in geographical groupings. Announced in July 2015, the LPC’s initiative was the direct result of the advocacy of preservation groups and concerned New Yorkers, over 200 of whom wrote to the LPC to demand a fair process for considering the sites on their individual merits. In fall 2015, the LPC held four “special hearings” in which the items were grouped according to their location by Community District, with roughly 5-12 items per group. At these hearings, the public was given the opportunity to comment. HDC wrote and delivered statements for nearly every item. In February 2016, the LPC held another special hearing to discuss and vote on how to proceed. The Commission was given three choices for the fate of each property: prioritize for designation by the end of 2016; remove from the calendar by voting not to designate (based on a lack of merit); or remove from the calendar by issuing a no-action letter (this allows an item to be taken off the calendar without prejudice, meaning it could be brought forward for designation at a later date). On that day, 30 items were prioritized for designation, five were removed from the calendar with a vote not to designate and the rest were removed from the calendar by issuing a no-action letter. The five properties that the Commission voted not to designate were largely irreparably altered or had been demolished. This story highlights some of the sites considered throughout this 15-month process. HDC chose the following sites in order to provide a snapshot of the geographic, historic, cultural and typological diversity of the 95 sites considered by the LPC in its historic “Backlog95” action. This selection was not influenced by the outcome of the hearings. Many of the sites listed have now been designated as NYC Landmarks by the NYC Landmarks Preservation Commission.