57 Street–7 Avenue
|New York City Subway station (rapid transit)|
Downtown island platform
|Address||West 57th Street & Seventh Avenue|
New York, NY 10019
|Line||BMT Broadway Line|
|Services||N (all times) |
Q (all times)
R (all except late nights)
W (weekdays only)
|Transit connections||New York City Bus: M7, M20, M31, M57|
|Platforms||2 island platforms|
|Opened||July 10, 1919|
|Accessible||ADA-accessible to mezzanine only; currently undergoing renovations for ADA access|
|Accessibility||Cross-platform wheelchair transfer available|
|Former/other names||Midtown–57th Street|
|Passengers (2018)||11,978,164 6%|
|Rank||24 out of 424|
|Next north||Lexington Avenue–63rd Street (63rd): N Q R |
Fifth Avenue–59th Street: N R W
|Next south||49th Street (local): N Q R W |
Times Square–42nd Street (express): N Q
57th Street–Seventh Avenue is an express station on the BMT Broadway Line of the New York City Subway. Located in Midtown Manhattan at the intersection of 57th Street and Seventh Avenue, it is served by the N and Q trains at all times, the R train at all times except late nights, and the W train on weekdays.
|M||Mezzanine||Fare control, station agent|
Elevator at SW corner of 57th Street and Seventh Avenue. Note: Platforms are not accessible
|Southbound local||← toward 86th Street–Gravesend via Sea Beach (49th Street)|
← toward Bay Ridge–95th Street (49th Street)
← toward Whitehall Street weekdays (49th Street)
|Island platform, doors will open on the left, right|
|Southbound express||← toward Coney Island–Stillwell Avenue via Brighton (Times Square–42nd Street all except late nights; 49th Street late nights)|
← (limited rush) toward Coney Island–Stillwell Avenue via Sea Beach (Times Square–42nd Street)
|Northbound express||( limited rush) toward 96th Street (Lexington Avenue–63rd Street) →|
|Island platform, doors will open on the left, right|
|Northbound local||→ ( weekdays) toward Astoria–Ditmars Boulevard (Fifth Avenue–59th Street) →|
→ toward Forest Hills–71st Avenue (Fifth Avenue–59th Street) →
When this station opened on July 10, 1919, the BMT Broadway Line had ended north of this station as six trackways, of which only two tracks (local tracks) continued to the 60th Street Tunnel to Queens. The other four trackways, both the express tracks and the outermost trackways (both of the outermost trackways are ramps which have never been used) curve slightly west before ending, which were a provision for the line to run to Upper Manhattan via Central Park West.
With four tracks and two island platforms, this station is the northernmost express station on the BMT Broadway Line. Much of the BMT system is chained from the zero point here. The N, R, and W trains use the local tracks, which continue north under 59th and 60th Streets to Queens, while Q trains, limited weekday rush hour N trains and one weekday a.m. rush hour R train use the center express tracks to continue north along the BMT 63rd Street Line to Lexington Avenue–63rd Street and the Second Avenue Subway. Before the BMT 63rd Street Line was built in 1989, the express tracks continued as layup spurs north of the station (although construction of the 63rd Street line from 1971 to 1978 continued the section between this station and Lexington Avenue–63rd Street station). The express tracks ran for about 400 feet.
North of the station, the local tracks continue into the 60th Street Tunnel to Queens, while the express tracks continue to 63rd Street, with switches to the 60th Street tunnel. South of the station, there are also crossovers between the two express tracks, between both northbound tracks, and between both southbound tracks.
This station underwent an overhaul in the late 1970s, which included fixing the station's structure and replacing the original wall tiles, old signs, and incandescent lighting with 1970s modern-look wall tile band and tablet mosaics, signs and fluorescent lights. Staircases and platform edges were also repaired.
In 1992–1993, the station received a major overhaul with state-of-the-art repairs as well as upgrading the station for ADA compliance. The original late 1910s tiling was restored, repairs were made to the staircases, new tiling on the floors, upgrades to the station's lights and public address system, installation of ADA safety treads along the platform edge, new signs, and new trackbeds in both directions. Accessibility to the mezzanine was further increased by the addition of a usable elevator on the southwest corner of 57th Street. While elevators have yet to be installed for platform access, it allows disabled access to the fare booth and MetroCard vending machines. The MTA intends to provide ADA access to the platforms as part of the 2010–2014 Capital Plan.
Elevators to the platforms have been under design for several years, with the MTA originally planning to award contracts in November 2013, but the design process was delayed several years due to preexisting utilities blocking the way of the proposed elevator access. Other issues included asbestos abatement, the lack of available space underground for the expansion of the mezzanine, and the need to negotiate with another developer to install elevators. The MTA started working on a revised design in September 2015. The construction award, and the beginning of construction was finally awarded in December 2017. Ultimately, the location of the platform elevators was moved to the southern end of the station, near 55th Street, necessitating the installation of a new street-to-mezzanine elevator at 55th Street. Substantial completion is projected for February 2021.
North of this station are tunnel stub headings running straight from the local tracks for a proposed line under Central Park West or Morningside Avenue, that would have terminated either at 145th Street or 155th Street.
When the BRT / BMT was building the Broadway line as part of the Dual Contracts, the company also wanted to be awarded the Central Park West / Eighth Avenue route, which was on the planning boards at that time. The company figured that if they built ramps from the Broadway line that could naturally be extended to an Eighth Avenue line, they would get a toehold on being awarded that line, rather than lose out to the IRT, the only other subway operator when the Dual Contracts were built. The BMT / BRT never built that line for various reasons including the bankruptcy of the company after the Malbone Street Wreck and Mayor Hylan's plan to include the Eighth Avenue / CPW route in the IND system. The ramps were built but never used for revenue service. They were eventually used for storage until the tracks were disconnected.
The disused trackways for the proposed line ramp up and run for about 500 feet (150 m). The ramp on the northbound side has a Maintenance-of-Way shed built on it, and the trackway on the southbound side also has a storage shed sitting in it, just north of where the local tracks come in, but this shed is few hundred feet north of the shed on the opposite trackway of the other side of the tunnel. Some of the actual rails remain and can be seen from passing express/63rd Street Line trains, but are covered by many years of dirt. The never-used trackways curve slightly west before ending.
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