42nd Street–Bryant Park/Fifth Avenue station

42 Street–Bryant Park/  5 Avenue   QM20
Structure	Underground
Levels	2
Other information
Accessible	ADA-accessible to mezzanine only; accessibility to platforms planned
Traffic
2023	54,266,441[a][2]  20.5%
Rank	1[a] out of 423[2]
Location Show map of New York City Subway Show map of New York City Show map of New York
Street map
Station service legend Symbol Description Stops all times Stops all times except late nights Stops rush hours in the peak direction only Stops weekdays during the day

The 42nd Street–Bryant Park/Fifth Avenue station is an underground

The IRT station has one island platform and two tracks and runs from west to east. The IND station has two island platforms and four tracks; it runs from north to south and is west of the IRT station. There is a mezzanine above the IRT platform, connected by a corridor to a mezzanine above much of the IND platform. A separate mezzanine exists above the extreme north end of the IND station. The 42nd Street–Bryant Park/Fifth Avenue complex served 17,213,702 passengers in 2019, making it the 13th busiest station in the subway system.^[4]

History

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 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,^[6] in which it would construct the subway and maintain a 50-year operating lease from the opening of the line.^[5]: 165 Belmont incorporated the Interborough Rapid Transit Company (IRT) in April 1902 to operate the subway.^[5]: 182 As part of the project, a section of tunnel under 42nd Street was constructed between the intersections of Park Avenue/41st Street and Broadway/47th Street. Degnon-McLean was awarded the contract to build this section of the line, and construction began on February 25, 1901.^[6]

The first section of the line opened on October 27, 1904. The line did not serve Bryant Park directly; the nearest stations were

In July 1920, the New York State Public Service Commission announced it would extend the Flushing Line two stops west to Times Square, with an intermediate station under Bryant Park. The western end of the Bryant Park station would be 300 feet (91 m) east of Sixth Avenue, while the eastern end would be about 100 feet (30 m) west of Fifth Avenue.^[14][15] The 42nd Street Association, a local civic group, regarded the station as very important.^[14] In May 1921, it was expected that contracts for the extension would be advertised shortly.^[16]

On November 9, 1921, the New York State Transit Commission opened up the contract for the extension for bidding. The extension would take a slightly different route than the one specified in the Dual Contracts. The original proposal had the line constructed under 42nd Street to a point just to the east of Broadway, which would have forced riders transferring to the IRT Broadway–Seventh Avenue Line to walk a long distance.^[17] On November 22, 1921, the Powers-Kennedy Contracting Corporation was awarded a contract to construct the extension on a low bid of $3,867,138, below the estimated cost of over $4 million.^[17] This low bid was the narrowest margin ever recorded for any large city contract, beating out the next highest bidder by 0.7 percent. While the contractor was provided four years to complete work, engineers expected to reduce the time needed to do so to as little as three years. Since work on the project had to be completed underneath the foundations of several large buildings, such as theatres, and the north end of the New York Public Library, the contractor had to provide a $1 million bond.^[18] The project was expected to reduce crowding on the 42nd Street Shuttle by enabling riders to use the Queensboro Subway to directly access Times Square. 24,000 of the estimated 100,000 daily shuttle riders transferred to and from the Queensboro Subway. The line was to extend as far as Eighth Avenue to connect with the proposed IND Eighth Avenue Line.^[19][20]

Powers-Kennedy started excavating the line westward from Grand Central in May 1922. The Flushing Line extension was to run beneath the original line from Vanderbilt to Fifth Avenue,^[21] running as little as 4 inches (100 mm) under the original line.^[22] The tunnel also had to pass under a sewage line at Madison Avenue. The construction of the Fifth Avenue station required underpinning the New York Public Library Main Branch and extending the library's foundation downward.^[22] The subway tunnel ran 35 feet (11 m) below ground level. During construction, workers took precautions to avoid interrupting the flow of traffic above ground and interfering with preexisting tunnels.^[23] The contractors had completed the tunnels to Fifth Avenue by May 1923.^[24] Local civic groups advocated for the Fifth Avenue station to be used as a temporary terminal while the permanent terminus at Times Square was being completed.^[25][26] By the end of 1923, the Transit Commission had allocated $50,000 for the construction of a temporary crossover east of the Fifth Avenue station.^[27]

The temporary terminal at Fifth Avenue was nearly complete by February 1926.^[28][29] The station had two entrances on the south side of 42nd Street (one next to the library and the other next to the park). A third entrance was placed within the Stern's building on the north side.^[28][29] Stern's funded the construction of the entrance inside its building, which also included storefront windows.^[30] The entrance through the Stern's building did not open along with the rest of the station, and opened at a later point.^[31] These entrances connected with a mezzanine above the platform. The platform was to be 480 feet (150 m) long, though only a 300-foot (91 m) section would be used initially as a double crossover to the east of the station still needed to be used while it was a terminal.^[28][29] With the completion of the line to Eighth Avenue, the switch would be removed, and the platform could be extended.^[31]

Opening and unification

The Fifth Avenue station opened on March 22, 1926, extending the IRT Flushing Line one stop to the west from the line's previous terminus at Grand Central.

New York City mayor

West Fourth Street.^[73] The opening of the Sixth Avenue Line relieved train traffic on the Eighth Avenue Line, which was used by all IND services except for the G Brooklyn–Queens Crosstown service.^[74]

The administration of mayor William O'Dwyer studied the possibility of converting the IND mezzanine and the adjacent passageway to Herald Square into a parking garage in mid-1946.^[75] The city government examined three separate plans for a parking lot with 100 to 500 spaces.^[76] BOT chairman Charles P. Gross dismissed the idea as prohibitively expensive.^[76][77] In a 1951 report concerning the construction of bomb shelters in the subway system in the midst of the Cold War, the BOT proposed constructing a ramp between 40th Street and the 42nd Street–Bryant Park station.^[78] In 1956, a marketplace for used books was proposed for the passageway leading to the 34th Street–Herald Square station.^[79][80] By then, a gate at 40th Street blocked off access to the passageway from the 42nd Street–Bryant Park station.^[80] The book mart would have housed the Fourth Avenue Booksellers Association, whose members declined an offer to relocate there.^[79]

Station complex and later modifications

20th century

There initially was no direct connection between the IND's 42nd Street–Bryant Park station and the IRT's Fifth Avenue station, despite the fact that three other stations on the new line contained transfers to other services.^[81] Though the BOT created free transfers at many points across the New York City Subway system in 1948, a free transfer was not added between the 42nd Street–Bryant Park and Fifth Avenue stations at the time because of heavy congestion in the "Times Square and 34th Street areas".^[82] Starting on December 18, 1967, the New York City Transit Authority (NYCTA) provided paper tickets to passengers, allowing them to transfer between the IND and IRT stations for free during weekdays in the peak direction. Transfers to the IRT were distributed from 5 a.m. to noon, and transfers to the IND were distributed from noon to 8 p.m.. Passengers had to exit one station and use the sidewalk to enter the other. The paper tickets were a temporary measure until the NYCTA completed a passageway within fare control.^[83]

The NYCTA started constructing a 300-foot-long (91 m) passageway between the two stations in 1969. Workers dug a trench measuring 20 feet (6.1 m) wide and 35 feet (11 m) deep, then covered the trench with a 14-foot-deep (4.3 m) layer of fill. The project involved removing 14 plane trees from Bryant Park, which prompted protests from preservationists.^[84] The developer of the nearby 1095 Avenue of the Americas office building contributed $500,000 to the station's renovation in exchange for permission to build additional office space.^[85] About half of the tunnel was decorated with terrazzo floors; orange brick and tile walls; glass and steel railings; and recessed lighting.^[86] The NYCTA completed the tunnel in 1971, upon which it was used by an average of 6,500 passengers during weekdays. The tunnel was decorated with eight porcelain murals, each measuring 10 feet (3.0 m) wide. The murals depicted historical and present-day structures at Bryant Park, including the Latting Observatory and New York Crystal Palace.^[87]

In the late 1970s, the Flushing Line platform was painted beige as part of Operation Facelift, a system-wide refurbishment program led by

The Metropolitan Transportation Authority (MTA) announced in 1990 that it would spend $730 million to renovate 74 subway stations, including the 42nd Street station.^[94] The passageway to the Herald Square station was closed the following year due to high crime.^[95] In 1994, amid a funding shortfall, the administration of mayor Rudy Giuliani proposed delaying the station's renovation.^[96][97] That October, the MTA announced it had "indefinitely" postponed plans for renovating the 42nd Street station.^[94][98] The MTA again proposed renovating the station as part of its 1995–1999 capital plan.^[99] Work was underway by mid-1999, but the project had fallen six months behind schedule, with a planned completion date of October 2002.^[100] The IND station, which was formerly known simply as 42nd Street, was renamed 42nd Street–Bryant Park around 2003.^[101]

21st century

In 2011, as part of a renovation of

A transfer to the

In January 2020, the MTA announced plans to make the station complex accessible as part of the 42nd Street Connection Project. New elevators would be installed between platform level and the mezzanine of the Sixth Avenue Line station (one from each platform), a new elevator would be installed between the platform and mezzanine of the Flushing Line station, and two new stairs would be installed in the closed passageway to the W. R. Grace Building on the north side of 42nd Street between Fifth Avenue and Sixth Avenue. The project, which was to be completed between October 2021 and October 2023, would be bundled with developer and escalator improvement projects at Grand Central, and would be completed as part of a Design-Build procurement.^[114] When the transfer passageway to the 42nd Street Shuttle opened, elevators were planned to be installed between the passageway and at least one of the platforms at a later date.^[113]

The 39th Street easement entrance, along with eight other easement entrances in Manhattan, were closed early in 2020 at the request of building owners due to the COVID-19 pandemic.^[115] The 39th Street entrance was the only entrance that remained closed in March 2022. In a response to a story by The City, an MTA spokesman said the entrance had been closed as the corridor at the bottom of the stairs had attracted illegal activities, and MTA Chairman Janno Lieber said that the agency did not have control over the developer.^[116] In March 2024, the MTA installed low platform fences on the Flushing Line platform to reduce the likelihood of passengers falling onto the tracks. The yellow barriers, spaced along the length of the platform, do not have sliding platform screen doors between them.^[117]

Service history

IRT station

When the Flushing Line station opened, it served as the western terminus of trains that traveled eastward to Queens.

The Sixth Avenue Line station was also served by the JFK Express from 1978^[133] to 1990 when it was discontinued.^[134] When the Manhattan Bridge's north tracks were closed for repairs between 1986 and 1988, the Sixth Avenue Shuttle stopped at the station, running from 57th Street to Grand Street.^[135] The Q train started running along the Sixth Avenue Line's express tracks in 1988^[136] and continued to operate on the line until 2001.^[137] The V train, which used the Sixth Avenue Line's local tracks, began serving the station in December 2001.^[138] The V train was discontinued in 2010 and replaced by the M train.^[139]

Station layout

Ground	Street level	Exit/entrance
Mezzanine	Transfer passage	Passageway to 42nd Street-Port Authority Bus Terminal
	Mezzanine	Fare control, station agent, transfer passageway between platforms Elevators at: northwest corner of 42nd Street and Sixth Avenue South side of 42nd Street west of Sixth Avenue West side of Sixth Avenue between 39th and 40th Streets Note: Platform levels are not accessible through any elevator
Sixth Avenue Line platforms	Northbound local	← toward Jamaica–179th Street (47th–50th Streets–Rockefeller Center) ← weekdays toward Forest Hills–71st Avenue (47th–50th Streets–Rockefeller Center)
	Island platform
	Northbound express	← weekdays toward Bedford Park Boulevard or 145th Street (47th–50th Streets–Rockefeller Center) ← toward Norwood–205th Street (47th–50th Streets–Rockefeller Center)
	Southbound express	→ weekdays toward Brighton Beach (34th Street–Herald Square) → → toward Coney Island–Stillwell Avenue via West End (34th Street–Herald Square) →
	Island platform
	Southbound local	→ toward Coney Island–Stillwell Avenue via Culver (34th Street–Herald Square) → → weekdays toward Middle Village–Metropolitan Avenue (34th Street–Herald Square) →
Flushing Line platforms	Southbound	← toward 34th Street–Hudson Yards (Times Square–42nd Street)
	Island platform
	Northbound	→ toward Flushing–Main Street (Grand Central–42nd Street) →

At 41st Street and Sixth Avenue, the IRT Flushing Line runs west–east and crosses underneath the IND Sixth Avenue Line, which runs north–south.^[64][69] The IRT Flushing Line station is an express stop with two tracks and one island platform, while the IND Sixth Avenue Line station is an express stop with four tracks and two island platforms.^{[140]: 119, 124}

There are three elevators to street level: one each located on the northwestern and southwestern corners of Sixth Avenue and 42nd Street, and one on the western side of Sixth Avenue between 39th and 40th Streets. The first elevator serves a small mezzanine at the northern end of the Sixth Avenue Line platforms, while the latter two elevators serve a primary mezzanine above both sets of platforms. There are no elevators from either of the mezzanines to either platform level, so the station complex is not fully ADA-accessible, although the MTA plans to make the platforms accessible at a later date.^[114]

Mezzanines

The IND station has two mezzanines above the two island platforms. The 42nd Street Shuttle, which passes perpendicularly over the Sixth Avenue Line at 42nd Street, divides the mezzanines.^[141]: 45 A staircase from each platform goes up to the northern mezzanine, which consists of a small fare control area on the north side of 42nd Street. The southern mezzanine, south of 42nd Street, connects with the IRT Flushing Line platform and extends south to 40th Street. Four stairs lead from each platform to the southern mezzanine: two at the center of the platform and two near the south end of the platform.^[140]: 119 The mezzanine has a florist, orange I-beam columns, lit-up ads, and space rentals along the walls.

The IRT mezzanine extends above most of the platform. Six stairs lead from the platform to the center of the mezzanine. The mezzanine slopes upward toward a set of

The walls of the passageway between the IRT and IND stations are decorated with a mosaic by Samm Kunce, Under Bryant Park, which was installed in 2002.[142]^[143] The artwork depicts pipes, rock outcroppings, and the roots of trees. According to Kunce, the artwork was based on the concept of systems.^[143] The artwork also contains various quotations, including those by poets Ovid and James Joyce.^[142] At the western end of the passageway (along the wall of the IND station's southern mezzanine) are depictions of dark rocks and plants, as well as a quote from philosopher Carl Jung: "Nature must not win the game, but she cannot lose".^[143][144]

The walls of the mezzanine also contain light boxes for photographic exhibits.^[145] The exhibits in the light boxes have included "The Great Escape", a series of nature-inspired photographs by Karine Laval, which were displayed starting in 2021.^[146][147]

Closed Herald Square passageway

The IND station's southern mezzanine originally extended south from 42nd Street to the

In the 1980s, the passageway became a gathering spot for homeless people and drug users. On March 20, 1991, a woman was raped behind a pile of debris in the subway passageway during rush hour, which had entrances at 38th Street. Other commuters passed nearby but were unaware of what was happening. That passageway was closed the day after; it was used by 400 daily riders[152] and recorded 30 felonies since January 1, 1990. In response, on March 28, 1991, the NYCTA ordered the closing of the 15 most dangerous passageways in the system within a week, which the Transit Police and citizen advocacy groups had called for since the previous year. A woman was raped in the passageway in July 1990 with no response, but after another rape took place in August, the passageway's closure was called for by the local community board in September when a woman was raped in this passageway. Bureaucratic delays had prevented their closure, with their presentation to the MTA Board not scheduled until April 1991, after a public hearing on systemwide service reduction was to be held. The agency feared that closing the passageway without public comment would have caused an outcry for advocates for the homeless.^[95] The NYCTA's director of public information said that the agency had erred in waiting for formal approval. The locations were chosen based on crime volume, lighting, traffic and physical layout. These entrances were closed under the declaration of a public safety emergency, and were blocked off with plywood and fencing until public hearings were held and official permission was obtained.^[153]

Exits

IND section

High Entry-Exit Turnstiles (HEETs) provide access to and from the station. Outside fare control, a staircase goes up to the northeast corner of 42nd Street and Sixth Avenue.^[140]: 119 In addition, two staircases and an elevator go up to the northwest corner.^{[140]: 119 [154]} The northwest-corner entrance is a glass enclosure;^[155] its glass roof contains a building-integrated photovoltaic (BIPV) installation, which produces some electricity for the structure.^[156]

On the north end of the southern mezzanine is a fare control area and the passageway to the IRT Flushing Line. A ramp and staircase leads to an intermediate landing under 1095 Avenue of the Americas, where a stair and elevator leads to the street.[140]^: 119 Two more staircases go up to the southeast corner of Sixth Avenue and 42nd Street.^{[140]: 119 [157]} On the south end of this mezzanine is an unstaffed bank of regular and HEET turnstiles. Outside fare control, there are three staircases going up to the northwest, northeast, and southeast corners of 40th Street and Sixth Avenue with the northwestern one being built inside a building.^{[140]: 119 [157]} There is another exit at the northwest corner of Sixth Avenue and 39th Street.^[107][157] The entrance has a 10 ft (3.0 m)-wide stairway and elevator from street level to a 15 ft (4.6 m)-wide passageway leading to the station.^[107] This replaced an entrance at the southwest corner of 40th Street and Sixth Avenue.^[106]

IRT section

The IRT station has a full-length mezzanine directly above the platform and tracks; the full-time entrance is on the eastern end. A single stair on the southwest corner of 5th Avenue and 42nd Street (in front of the New York Public Library Main Branch) goes down to an area with a turnstile bank.^{[140]: 123 [157]} This entrance was built within the library's stone balustrade.^[28][29] Near the western end is another fare control area with HEETs.^[140]: 123 Past the HEETs, two stairs ascend to the south side of 42nd Street between Fifth and Sixth Avenues on the northern edge of Bryant Park.^[157]

There is a closed passageway from the mezzanine to an easement entrance in the Grace Building on the north side of 42nd Street between Fifth Avenue and Sixth Avenue. This entrance closed before 2004.^[141]: 39

IND Sixth Avenue Line platforms

42 Street–Bryant Park   <F>  (two rush hour trains, peak direction) ​   M  (weekdays during the day)
Platforms	2 island platforms cross-platform interchange
Tracks	4
Other information
Opened	December 15, 1940; 83 years ago (1940-12-15)
Accessible	ADA-accessible to mezzanine only; accessibility to platforms planned
Accessibility	Cross-platform wheelchair transfer available
Opposite- direction transfer	Yes
Services Preceding station New York City Subway Following station <F> ​M  northbound <F> ​M  southbound
Former services Preceding station New York City Subway Following station 47th–50th Streets–Rockefeller Center toward 21st Street–Queensbridge JFK Express 34th Street–Herald Square toward Howard Beach–JFK Airport
Track layout Legend To 47th–50th Sts–Rockefeller Ctr To 34th Street–Herald Square
Station service legend Symbol Description Stops all times Stops all times except late nights Stops weekdays during the day Stops rush hours in the peak direction only (limited service)

The 42nd Street–Bryant Park station on the IND Sixth Avenue Line is an express station with four tracks and two island platforms, which are 670 feet (200 m) long.^[158] The station is served by the B train during weekdays until 11:00 p.m.,^[159] the D train at all times,^[160] the F train at all times,^[161] and the M train during weekdays until 9:00 p.m.^[162] Two <F> trains serve the station during rush hours in the peak direction (northbound in the morning and southbound in the afternoon).^[161] The F, <F>, and M trains use the local tracks, and the B and D trains use the express tracks.^[163]

Both outer track walls have a scarlet red trim line with a chocolate brown border and small tile captions reading "42" in white on black run below them at regular intervals. Red I-beam columns run along both sides of both platforms at regular intervals with alternating ones having the standard black station name plate in white lettering.

The ceiling of the platform level is held up by columns located every 15 feet (4.6 m), which support girders underneath the station's full-length mezzanine. The floor of the mezzanine is also supported by cross beams spaced every 5 feet (1.5 m), placed between the girders. The roof of the mezzanine is about 10 feet (3.0 m) below street level.^[158]: 11

One stair ascends from the north end of either platform to a passageway, which in turn connects to the

Nick Cave, Every One (2021), is installed in the passageway between the Times Square and 42nd Street–Bryant Park stations.^[164][165] It consists of a mosaic flanking 11 digital screens; one side of the mosaic measures 143 feet (44 m) long and the other measures 179 feet (55 m) long.^[165]

South of this station, there are three sets of crossovers, allowing trains to switch between all four tracks. Those switches are not currently used in revenue service. The crossovers were reconfigured to reduce the duplication of track switches of the downtown and uptown tracks, most notably, the switch from the express to local tracks.[166]

IRT Flushing Line platform

5 Avenue   <7>  (rush hours until 9:30 p.m., peak direction)​
Platforms	1 island platform
Tracks	2
Other information
Opened	March 22, 1926; 98 years ago (1926-03-22)
Accessible	ADA-accessible to mezzanine only; accessibility to platforms planned
Opposite- direction transfer	Yes
Former/other names	Fifth Avenue–Bryant Park
Services Preceding station New York City Subway Following station <7> ​ toward 34th Street–Hudson Yards <7> ​ toward Flushing–Main Street
Track layout Legend to Grand Central–42nd Street to Times Square–42nd Street
Station service legend Symbol Description Stops all times Stops all times except late nights Stops rush hours in the peak direction only

The Fifth Avenue station (signed as Fifth Avenue–Bryant Park) on the

<7> train on weekdays in the peak direction (westbound in the morning, eastbound in the afternoon).^[167]

The ceiling of the platform level is held up by columns located every 15 feet (4.6 m), which support girders underneath the station's full-length mezzanine. The floor of the mezzanine is also supported by cross beams spaced every 5 feet (1.5 m), placed between the girders. Above the mezzanine, there are ventilation grates directly behind the parapet that surrounds Bryant Park.^[158]: 24 The platform walls have a mosaic golden trimline with "5" tablets at regular intervals along it.

The Fifth Avenue station is the first within the subway system to receive a vending machine that dispenses make up and other retail products. Part of a pilot program to increase retail activity within the MTA system, it capitalized on a new trend in vending machine development when it was installed in 2013.^[168]

Notes

1. ^ ^{a b} Ridership data includes Times Square–42nd Street station, 42nd Street–Port Authority Bus Terminal station, and 42nd Street–Bryant Park/Fifth Avenue station

References

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External links

nycsubway.org:

• nycsubway.org – IRT Flushing Line: 5th Avenue
• nycsubway.org – IND Sixth Avenue: 42nd Street/Bryant Park
• nycsubway.org — Early Color Artwork by Saul Leiter (2007) Archived October 22, 2020, at the Wayback Machine
• nycsubway.org — The Sixth Avenue Elevated, 1878 Artwork by W. P. Snyder (unknown date) Archived September 27, 2020, at the Wayback Machine
• nycsubway.org — 42nd Street Nocturne Artwork by Lynn Saville (2006) Archived September 24, 2020, at the Wayback Machine
• nycsubway.org — Under Bryant Park Artwork by Samm Kunce (unknown date) Archived September 27, 2020, at the Wayback Machine
• nycsubway.org — Underground Exposure Artwork by Travis Ruse (2009) Archived September 27, 2020, at the Wayback Machine

Others:

• Station Reporter — 42nd Street/Bryant Park Complex
• The Subway Nut — 42nd Street – Bryant Park / Fifth Avenue (7) Pictures Archived June 29, 2020, at the Wayback Machine
• MTA's Arts For Transit — 42nd Street – Bryant Park/5th Avenue

Google Maps Street View:

• 42nd Street entrance from Google Maps Street View Archived September 15, 2020, at the Wayback Machine
• Park entrance from Google Maps Street View
• 40th Street entrance from Google Maps Street View
• Fifth Avenue entrance from Google Maps Street View
• Sixth Avenue (west) entrance from Google Maps Street View
• Sixth Avenue (east) entrance from Google Maps Street View
• IND platforms from Google Maps Street View Archived September 17, 2020, at the Wayback Machine
• IRT platform from Google Maps Street View Archived September 17, 2020, at the Wayback Machine