The section from 40th to 42nd Streets was designated a New York City landmark in 1980 and was listed on the National Register of Historic Places in 1983.

The street-level service roads of Park Avenue, which flank the viaduct between 40th and 42nd Streets, are called Pershing Square.

The viaduct rises to a T-intersection just north of 42nd Street, over the street-level entrance to Grand Central Terminal below.

[14] The deck of the viaduct, above the steel arches, contains railings with plain and foliate panels, as well as lampposts atop each granite pier.

[20] The portion of the viaduct immediately surrounding the terminal's building has a masonry balustrade with an additional metal guardrail.

[21][22] A sidewalk, accessible from the Grand Hyatt hotel, runs along the section of the viaduct that is parallel to 42nd Street.

Over Wilgus's objections, Warren and Wetmore modified Reed and Stem's plan, eliminating a proposed 12-story tower and vehicular viaducts.

[34] The elevated viaducts were restored, as were several of Reed and Stem's other design elements, as part of an agreement between the two firms in 1909.

[26] Work resumed in July 1918 when an order for the necessary steel was placed, and builders began erecting the masonry foundation and wall.

[a] An elevated service driveway ran to the east of the terminal, above Depew Place; it was used by baggage and mail vans, and provided parking space and an entrance to the Commodore Hotel.

[10][26][45] The driveway served the Grand Central post office at 450 Lexington Avenue, as well as a since-demolished baggage building north of the terminal.

[47] The lot immediately to the east had been occupied by Grand Union Hotel, which was condemned via eminent domain in 1914 and subsequently demolished.

[51][52] Mandel gave the Bowery Savings Bank the eastern portion of the site, which would be developed into an office building at 110 East 42nd Street,[53] completed in 1923.

[56] The "Pershing Square" name subsequently applied to the service roads of the Park Avenue Viaduct between 40th and 42nd Streets.

[58][59] The city started negotiating with New York Central to open the eastern leg of the viaduct, although the railroad was holding out unless it was granted property on Park Avenue.

[45] New York Central had made a revised agreement by the city by 1924, which gave the railroad the right to erect a building over Park Avenue.

The roadways were placed on S-curves supported by stanchions that did not touch the New York Central Building's frame.

[67] However, Craig initially refused to certify the plan, stating that the city had paid much more for Depew Place than the land was worth.

[67] The next year, work on the New York Central Building's foundations commenced,[61] and the block of Park Avenue between 45th and 46th Streets was closed.

[71] In 1938, the city announced that it would build a tourist information center within that space in advance of the 1939 New York World's Fair.

That year, a reconstruction project for the viaduct was announced, which involved repairing trusses as well as installing drainage and a nonskid deck.

[73][82] In 1995, the city and the Grand Central Partnership unveiled plans to restore the space under the viaduct at a cost of $2 million, then lease it as a restaurant.

[86] When the Park Avenue Viaduct opened, it was praised as a solution to the traffic congestion around Grand Central Terminal.

[88][2] In its report, the New York City Landmarks Preservation Commission wrote that the viaduct "is an integral part of the complex circulation system of Grand Central Terminal".