Atlantic Avenue–Barclays Center station

The Atlantic Avenue–Barclays Center station (formerly Atlantic Avenue/Pacific Street station) is a New York City Subway station complex shared by the BMT Fourth Avenue Line, the BMT Brighton Line and the IRT Eastern Parkway Line. Named after Atlantic Avenue and the Barclays Center arena, it is located at Fourth and Flatbush Avenues' intersections with Atlantic Avenue and Pacific Street in Downtown Brooklyn. The complex is served by the 2, 4, D, N, Q and R trains at all times; the 3 train at all times except late nights; the 5 and B trains on weekdays during the day; and a few rush-hour W trains.

Atlantic Avenue–Barclays Center  ​​​​​​​
New York City Subway station complex
Entrance from Barclays Center
Station statistics
Address	Atlantic Avenue, Pacific Street, Flatbush Avenue & Fourth Avenue Brooklyn, New York
Borough	Brooklyn
Locale	Downtown Brooklyn
Coordinates	40°41′04″N 73°58′42″W
Division	A (IRT), B (BMT)[1]
Line	BMT Fourth Avenue Line BMT Brighton Line IRT Eastern Parkway Line
Services	2  (all times) ​   3  (all except late nights) ​   4  (all times) ​   5  (weekdays only)​    B  (weekday rush hours, middays and early evenings) ​   D  (all times)    N  (all times) ​   Q  (all times)​    R  (all times) ​   W  (limited rush hour service only)​
Transit	NYCT Bus: B37, B41, B45, B63, B65, B67 MTA Bus: B103[2] LIRR Atlantic Terminal
Levels	3
Other information
Opened	November 26, 1967; 56 years ago (1967-11-26) (transfer between Brighton Line and Eastern Parkway Line) January 16, 1978; 46 years ago (1978-01-16) (transfer between Fourth Avenue Line and rest of complex)
Accessible	ADA-accessible
Traffic
2023	9,583,506[3]  13%
Rank	20 out of 423[3]
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 except late nights Stops all times Stops weekdays during the day Stops rush hours only Stops rush hours in the peak direction only
Atlantic Avenue Control House
U.S. National Register of Historic Places
MPS	Interborough Rapid Transit Subway Control Houses TR
NRHP reference No.	80002643[4]
Added to NRHP	May 6, 1980
Atlantic Avenue Subway Station (IRT and BMT)
U.S. National Register of Historic Places
MPS	New York City Subway System MPS
NRHP reference No.	04001023[5]
Added to NRHP	September 17, 2004

The Eastern Parkway Line platforms at Atlantic Avenue were built for the Interborough Rapid Transit Company (IRT) as a terminal station on the city's first subway line, which opened on May 1, 1908. The Fourth Avenue Line platforms of the Brooklyn Rapid Transit Company (BRT; later Brooklyn–Manhattan Transit Corporation or BMT) opened in 1915 as the Pacific Street station. As part of the Dual Contracts, the Brighton Line platform at Atlantic Avenue opened in 1920, and the Eastern Parkway Line platforms were modified to accommodate local and express service. There was also a station on the elevated Fifth Avenue Line at Atlantic Avenue, which operated from 1888 to 1940 and was not connected to the subway complex. Several modifications have been made to the complex over the years, and all three stations were connected to each other within fare control by 1978. The complex was renovated in the early 2000s. The control house has been listed on the National Register of Historic Places since 1980, while the Brighton Line and Eastern Parkway Line stations have been listed on the National Register of Historic Places since 2004.

The Eastern Parkway Line station under Flatbush Avenue has two side platforms, one island platform, and four tracks, while the parallel Brighton Line station has one island platform and two tracks. The Fourth Avenue Line station, running to the west under Fourth Avenue, has two island platforms and four tracks. The platforms are connected to each other and to the Long Island Rail Road (LIRR)'s Atlantic Terminal by several passageways. Numerous elevators make the complex compliant with the Americans with Disabilities Act of 1990 (ADA). As of 2023, it is the busiest subway station in Brooklyn and the 20th busiest station in the system, with nearly 10 million passengers.

History

Original subway

Construction

The landmarked Atlantic Avenue control house's exterior (top) and interior (bottom)

Planning for a subway line in New York City dates to 1864.^[6]: 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.^{[6]: 139–161} The subway plans were drawn up by a team of engineers led by William Barclay Parsons, the Rapid Transit Commission's chief engineer.^[7]: 3 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,^[8] in which it would construct the subway and maintain a 50-year operating lease from the opening of the line.^[6]: 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.^{[6]: 162–191}

Several days after Contract 1 was signed, the Board of Rapid Transit Railroad Commissioners instructed Parsons to evaluate the feasibility of extending the subway south to South Ferry, and then to Brooklyn. On January 24, 1901, the Board adopted a route that would extend the subway from City Hall to the Long Island Rail Road (LIRR)'s Flatbush Avenue terminal station (now known as Atlantic Terminal) in Brooklyn, via the Joralemon Street Tunnel under the East River.^{[9]: 83–84 [10]: 260–261} Contract 2, which gave the IRT a 35-year lease, was executed between the commission and the Rapid Transit Construction Company on September 11, 1902.^{[6]: 162–191} Work under Fulton Street and Flatbush Avenue in Brooklyn commenced in April 1904.^[11] The IRT line in Brooklyn had been proposed as a two-track line under Fulton Street, expanding to three tracks under Flatbush Avenue.^[12] Belmont submitted a revised proposal to the Rapid Transit Commission in April 1905 to widen the line to four tracks.^[13][14]

Opening

The Joralemon Street Tunnel opened in January 1908 between Lower Manhattan and a temporary terminus at Borough Hall,^[12][15] the first underground subway station in Brooklyn.^[16] The line was to extend three more stops to Atlantic Avenue; this extension was nearly complete by March, except for the Atlantic Avenue station.^[17] The extension opened on May 1, 1908; the first train, an express from Manhattan, left Bowling Green at 1:02 a.m. and entered Atlantic Avenue sixteen minutes later.^[18] The extension's opening was marked with a parade and a poem praising Belmont.^[19][20] According to The New York Times, the extension was "regarded as of the utmost importance" because it connected the IRT with the LIRR for the first time.^[21] The extension relieved congestion at the overcrowded Borough Hall station;^[22][23][24] trains from Atlantic Avenue were already crowded by the time they reached Borough Hall.^[25]

The Atlantic Avenue station originally had two tracks, with one island platform and two side platforms in a Spanish solution arrangement.^[26] Initially, the station was served by express trains along both the West Side (now the Broadway–Seventh Avenue Line to Van Cortlandt Park–242nd Street) and East Side (now the Lenox Avenue Line).^[27][28] Lenox local trains to 145th Street served the station during late nights.^[21][29] The Brooklyn Rapid Transit Company (BRT) extended its streetcar lines to the Atlantic Avenue station when the IRT extension opened.^[24] The LIRR and IRT also held discussions on the feasibility of running LIRR trains onto the IRT tracks to the Bronx, but this was not done because the LIRR did not have enough rolling stock.^[30]

Tilework in original station

To address overcrowding, in 1909, the New York Public Service Commission proposed lengthening the platforms at stations along the original IRT subway.^[31]: 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 $49.1 million in 2023) spent on platform lengthening, $500,000 (equivalent to $16.4 million in 2023) was spent on building additional entrances and exits. It was anticipated that these improvements would increase capacity by 25 percent.^[32]: 15 The island platform at the Atlantic Avenue station on the modern Eastern Parkway Line was extended 105 feet (32 m) to the east.^[32]: 116 On January 23 and 24, 1911, ten-car express trains began running.^{[31]: 168 [33]}

Dual Contracts expansion

After the original IRT opened, the city began planning new lines. As early as 1903, Parsons had proposed constructing a four-track extension of the IRT line under Flatbush Avenue, running southeast from Atlantic Avenue to Grand Army Plaza; from there, two branches would have extended south to Flatbush and east to Brownsville. This plan did not progress for a decade due to various disputes over the original subway.^[31]: 150 Nonetheless, the Atlantic Avenue station was never intended as the permanent terminus of the line, and various proposals for extensions and spurs were put forth.^[12] In 1908, the IRT unsuccessfully proposed a two-track subway line across the Manhattan Bridge to Canal Street in Manhattan;^[34][35] this line would have used the outer tracks at the Atlantic Avenue and Nevins Street stations, then diverged from the original line to cross the Manhattan Bridge.^[36]

Fourth Avenue Line

The Fourth Avenue Line station was originally known as Pacific Street.

The New York City Board of Estimate approved the construction of the Fourth Avenue Line, a subway line running under Fourth Avenue, in early 1908.^[37][38] Contracts for the Fourth Avenue Line were awarded on May 22, 1908, for the section between 43rd Street and the Manhattan Bridge, but the Board of Estimate did not approve them until October 29, 1909, when a taxpayer's lawsuit regarding the city's debt was settled.^[38] Groundbreaking for the first section of the subway, between DeKalb Avenue and 43rd Street (ending at 36th Street), took place on November 13, 1909, at DeKalb Avenue and Flatbush Avenue, after the plans and surveys for the line were completed.^[39] The Fourth Avenue Line was assigned to the BRT (after 1923, the Brooklyn–Manhattan Transit Corporation or BMT^[40]) in the Dual Contracts, a series of contracts for the construction, rehabilitation, and operation of rapid transit lines in New York City, which were adopted on March 4, 1913.^{[6]: 203–219 [41][42]}

William Bradley built the portion of the line from the intersection of Fulton Street and Ashland Place to the intersection of Fourth Avenue and Sackett Street, including the Pacific Street station.^[43] This section passed under the existing IRT subway and required the relocation of a sewer.^{[44]: 855 [43]} Because of the presence of the sewer, the section under Flatbush Avenue was built in two pieces; the eastern part of the tunnel was built first, followed by the western part.^[43] The president of the IRT wrote a letter to the Public Service Commission, complaining that the Fourth Avenue Line's construction was damaging the IRT station at Atlantic Avenue.^[45] The South Brooklyn Board of Trade proposed in 1910 to change the Pacific Street station from an express stop to a local stop, as well as changing the Ninth Street and DeKalb Avenue stations from local to express stops, but this was not done.^[46] By January 1912, the tunnel containing the Pacific Street station had been completed, and contractors were installing station finishes.^[47] D. C. Serber received a contract to install the station finish along the northbound local track, as well as various other station finishes, in early June 1915.^[44]: 243

The Pacific Street station opened on June 22, 1915, as part of an extension of the subway to Coney Island, which included the Fourth Avenue Line north of 59th Street as well as the entire Sea Beach Line.^[48][49] The station's opening was marked with a competition between two trains heading from Chambers Street station in Manhattan to the Coney Island station, one heading via the West End Line and the other via the Sea Beach Line; the latter got to Coney Island first.^[49] As an express station, the Pacific Street station was originally 480 feet (150 m) long to accommodate eight-car trains.^{[38]: 24 [44]: 854} Workers also built a passageway from the Fourth Avenue Line's Pacific Street station to the IRT's Atlantic Avenue station, which was completed by late 1915.^[50] The tunnel was not opened along with the rest of the Fourth Avenue Line station, since the IRT and BRT could not reach an agreement on splitting maintenance costs.^[50][51] Following pressure from Public Service Commissioner Travis H. Whitney, the two companies opened the passageway on October 4, 1916, while they worked out an agreement.^[51][52]

Brighton Line and Eastern Parkway Line extension

Two lines under Flatbush Avenue, one each operated by the BRT and IRT, were also approved as part of the Dual Contracts.^{[6]: 203–219 [41][42]} The IRT was authorized to extend its Brooklyn line under Flatbush Avenue, with a four-track route paralleling the BRT's subway southeast of the existing Atlantic Avenue station.^[42] The BRT route, an extension of the Brighton Line,^[53] was to run under Flatbush Avenue and St. Felix Street in Downtown Brooklyn, with a station at Atlantic Avenue.^[54][55] This station would connect not only with the original IRT and the LIRR, but also with the Fourth Avenue Line station at Pacific Street.^{[44]: 255–256} The BRT route was originally planned as a four-track line.^[56] Groundbreaking for the lines under Flatbush Avenue took place in May 1914, by which point the BRT line was reduced to two tracks.^[57][58] The Cranford Company was contracted to build two sections of the Flatbush Avenue tunnel, extending from Fulton Street to Grand Army Plaza, in mid-1914.^[59]

The IRT's architects filed plans in mid-1915 for the construction of a glass structure on the south side of Atlantic Avenue, just outside the station, which was to contain stores.^[60] By 1918, the Atlantic Avenue station had become a bottleneck for IRT service, although the completion of the Dual Contracts was expected to alleviate the station's congestion.^[61] The Dual Contracts expansions necessitated that the station be widened to four tracks,^[62] so the original island platform was shaved back, allowing the IRT to install two tracks to the inside of the existing tracks. The island platform served IRT Lexington Avenue Line trains, while the side platforms were to serve trains using the Clark Street Tunnel and the IRT Broadway–Seventh Avenue Line, after the original IRT line was split into an "H" system in 1918.^[26][63] To allow this new service pattern, the Rapid Transit Commission allocated $300,000 in May 1918 for the construction of new track connections at the Times Square, Borough Hall, and Atlantic Avenue stations.^[64][65] By 1917, new track crossovers had been installed at the IRT's Atlantic Avenue station, and a set of temporary platforms were removed after the two new tracks had been added.^[66] The connection between the southern ends of the platforms was removed, and a second underpass at the south end of the station opened in early 1919.^[26][63] Large signs were installed near some station entrances to help passengers who were transferring from BRT streetcar routes.^[67][68] The Public Service Commission also gave passengers maps of the revised station and track layout.^[26][63]

The Brighton Line platform was built as part of the Dual Contracts.

Meanwhile, for the construction of the Brighton Line's Atlantic Avenue station, the BRT sought an easement from the LIRR because the route was to run partially under Atlantic Terminal.^{[44]: 255–256} To the north of Atlantic Avenue, the BRT line was to be built under St. Felix Street and then Fulton Street, while to the south, it would run parallel to the four-track IRT line under Flatbush Avenue.^[44]: 180 Construction of the segment of the line under St. Felix Street, including the Atlantic Avenue station, was delayed due to disagreements with the LIRR,^[53][59] which did not grant the New York City government an easement until 1915.^[69] The LIRR agreed to build a concrete slab beneath its terminal for $250,000, allowing the BRT to build its station underneath. The Degnon Construction Company was hired to build the short section of tunnel under St. Felix Street for $810,265 in March 1916.^[59] The Brighton Line platform had to be placed at a relatively deep level, necessitating the construction of an escalator.^[59][70] The Transit Commission began soliciting bids in July 1919 for the installation of station finishes at the Brighton Line's Atlantic Avenue station.^[70][71] Charles H. Brown submitted a low bid of approximately $86,000 for this contract,^[72] which was then awarded to P. N. Brown & Co. at that price.^[73] By that December, the station was 98 percent completed.^[74]

Broadway–Seventh Avenue Line trains began operating to the IRT's Atlantic Avenue station after the Clark Street Tunnel opened in 1919.^[75] These trains originally terminated on the northbound local track.^[76] Express trains began operating on the Eastern Parkway Line when it was extended to Utica Avenue on August 23, 1920,^[77][78] although all off-peak trains from Manhattan continued to terminate at Atlantic Avenue until early 1921.^[79] The BRT Brighton Line's Atlantic Avenue station opened on August 1, 1920,^[80] providing direct service between the existing Brighton Line and Midtown Manhattan.^[81]

1920s to 1950s

As part of an agreement with the IRT and BRT, the New York Telephone Company installed payphones at the Atlantic Avenue station in September 1920, making the station one of the first to receive such phones.^[82] In 1922, the Rapid Transit Commission awarded a contract to the Wagner Engineering Company for the installation of navigational signs at the Atlantic Avenue station and several other major subway stations. The IRT platforms received blue-and-white signs, while the BRT platforms received red-white-and-green navigational signs.^[83][84]

Also in 1922, the New York State Transit Commission commissioned its engineers to examine platform-lengthening plans for 23 stations on the lines of the Brooklyn–Manhattan Transit Corporation (BMT), the successor to the BRT, to accommodate eight-car trains. As part of the project, platforms would be lengthened to 530 feet (160 m).^[85][86] Though the Transit Commission ordered the BMT to lengthen these platforms in September 1923,^[87] no further progress was made until February 16, 1925, when the New York City Board of Transportation (BOT) commissioned its engineers to examine platform-lengthening plans for Pacific Street and eleven other stations along the Fourth Avenue Line. It estimated the project would cost $633,000 (equivalent to $10,998,000 in 2023).^[88] The Brighton Line platform at Atlantic Avenue was also to be lengthened to accommodate eight-car trains.^[89][90] The New York City Board of Estimate appropriated $362,841 for the lengthening of the platforms at Pacific Street, Atlantic Avenue, and four other stations in January 1926^[91][92] and awarded the contract to Charles Meads & Company early the next month.^[93][94] The platform extensions at Atlantic Avenue and Pacific Street opened on August 1, 1927.^[95] The eastbound IRT local platform at Atlantic Avenue also needed to be lengthened, but, according to witness testimony in 1926, only by about 24 feet (7.3 m).^[96]

In February 1928, bids were received by the BOT on a project to remove kiosk subway entrances from the median of Fourth Avenue and to relocate them to the sidewalk to improve safety for transit riders. As part of the project, the station entrances at Pacific Street, along with at 36th Street and 59th Street, would be relocated. In addition, malls between 44th Street and 47th Street would be reduced in width, and the malls from 61st Street to 58th Street, and from 36th Street to Atlantic Avenue would be removed. Mezzanines would be constructed to allow riders to cross Fourth Avenue below street level. Work would be completed within six months.^[97] As part of a pilot program, the BMT installed silencers on turnstiles at the Fourth Avenue Line's Pacific Street station in August 1930.^[98]

The city government took over the BMT's operations on June 1, 1940,^[99][100] and the IRT's operations on June 12, 1940.^[101][102] The BOT announced plans in November 1949 to extend platforms at several IRT stations, including Atlantic Avenue, to accommodate all doors on ten-car trains. Although ten-car trains already operated on the line, the rear car could not open its doors at the station because the platforms were so short.^[103][104] Funding for the platform extensions was included in the city's 1950 capital budget.^[105] The New York City Transit Authority (NYCTA) announced plans in 1956 to add fluorescent lights throughout the IRT portion of the station.^[106] In July 1959, the NYCTA announced that it would install fluorescent lighting at the Fourth Avenue Line station and five other stations along the Fourth Avenue Line for between $175,000 and $200,000. Bids on the project were to be advertised on August 7, 1959, and completed by fall 1960.^[107]

1960s to 1980s

In August 1961, NYCTA chairman Charles Patterson announced a $2.5 million project to reconfigure the tracks between Nevins Street and Atlantic Avenue, reducing the travel time between the two stations by up to one minute. The platforms at the two stations would be extended to accommodate 10-car trains, as opposed to the eight and nine-car trains that they could serve at the time, and the tracks between the two stations would be straightened.^[108] During the 1964–1965 fiscal year, the Brighton Line platforms at Atlantic Avenue, along with those at six other stations on the Brighton Line, were lengthened to 615 feet (187 m) to accommodate a ten-car train of 60-foot (18 m) IND cars, or a nine-car train of 67-foot (20 m) BMT cars.^[109]

Passengers had advocated for the passageway between the stations to be placed within fare control as early as 1949.^[110] The transfer between the Brighton Line and Eastern Parkway Line was placed within fare control until November 26, 1967, to alleviate congestion caused by major service changes related to the opening of the Chrystie Street Connection.^[111][112] On January 16, 1978, the Fourth Avenue Line station was placed within the same fare control area as the two other stations in the complex.^[113][114] This eliminated the need for passengers to pay a second fare to transfer between the Fourth Avenue Line and either the Eastern Parkway Line or the Brighton Line.^[115][116] In addition, the Metropolitan Transportation Authority (MTA) planned to construct a passageway between the LIRR and subway stations at Atlantic Avenue; at the time, an average of 8,000 passengers per day transferred from the LIRR to the subway.^[116]

The MTA announced in late 1978 that it would modernize the Atlantic Avenue/Pacific Street station. The improvements included new finishes on the walls and floors; acoustical, signage, and lighting improvements; replacement of old mechanical equipment; and new handrails.^[117] A further renovation of the Atlantic Avenue station was funded in 1983 as part of the MTA's capital plan.^[118] The renovation was supposed to begin in 1983 but was postponed to 1989 due to various issues such as cost overruns.^[119] The complex was planned to be renovated for $26.6 million, but MTA officials diverted funding for the project in December 1989 to cover a budget shortfall.^[120][121] To discourage crime, the MTA also installed CCTV cameras at the Atlantic Avenue IRT station in 1989.^[122]

1990s to present

The MTA requested funding for the station's renovation as part of its 1990–1994 capital program.^[123] In April 1993, the New York State Legislature agreed to give the MTA $9.6 billion for capital improvements. Some of the funds would be used to renovate nearly one hundred New York City Subway stations,^[124][125] including all three stations at Atlantic Avenue–Pacific Street.^[126] About $49 million in funding was allotted to the Atlantic Avenue station's renovation,^[127] but, by mid-1993, the city indicated that it might not be able to provide these funds.^[128] In 1994, the administration of mayor Rudy Giuliani proposed delaying the station's renovation;^[129][130] the project was indefinitely deferred later the same year.^[127][131] The Brighton Line and Fourth Avenue Line stations at Atlantic Avenue/Pacific Street were also supposed to receive elevators,^[132] as part of the MTA's plan to make dozens of "key stations" accessible to passengers with disabilities.^[133]: 2 By 1993, the elevator installations had been postponed to 2002 due to a lack of money.^[132]

Local newspaper Newsday wrote that the station suffered from chipped tiles, missing ceiling sections, and flaking plasterwork and that some of the damage had been painted in an attempt to hide the deterioration.^[131] At the time, the subway station and adjacent LIRR terminal saw 50 million passengers per year, and a major mixed-use development was being planned for the area above the station.^[134] A pair of Palestinians plotted to bomb the station in 1997, but police thwarted the attack.^[135]

Renovation

Stair from IRT mezzanine to Fourth Avenue mezzanine and exit, directly below the former headhouse

On January 21, 1997, work began on a 42-month project to widen Flatbush Avenue from six to eight lanes near Hanson Place and Atlantic Avenue and to waterproof and repair the roof of the IRT station.^[136] The MTA announced the same month that it would award an $11 million design contract for the renovation the following month. At the time, the project was to cost $147 million.^[137] A joint venture of de Domenico + Partners and Parsons Brinckerhoff was hired to design the project,^[138] which included a new LIRR entrance, a new lower mezzanine below the IRT station, and ventilation improvements.^[139] The MTA approved plans in March 1998 to renovate the Atlantic Avenue–Pacific Street subway station and the adjoining LIRR terminal, as well as build the Atlantic Terminal shopping mall above the station.^[140] Work on the stations' renovation began in 2000, and work on the shopping mall commenced the next year.^[141]

When the renovation began, workers dug two temporary 40-foot-deep (12 m) holes, through which they installed supports measuring 90 feet (27 m) long to carry the weight of the street above. The supports allowed workers to excavate the entire site at once and reduced construction time by one year.^[138] The entire IRT station had to be supported by 36-foot-long (11 m) crossbeams hanging from the roof of the station box; the station was also supported by conventional columns from below.^[142] The installation of these supports required extensive pile testing because this technique had never been used on the New York City Subway system.^[138][142] The subway infrastructure under Flatbush Avenue, as well as the avenue itself, were collectively raised by less than an inch.^[142]

As part of the project, contractors built or rebuilt fifteen stairs.^[138][142] The MTA also re-tiled the walls and floors, upgraded the station's lights and the public address system, and installed new trackbeds for local and express trains entering the IRT station.^[142] The passageway between the Atlantic Avenue and Pacific Street portions of the complex was widened from 15 to 42 feet (4.6 to 12.8 m).^[142] An escalator was replaced at Hanson Place, and a new station entrance was added there.^[143] The station house was also temporarily relocated for restoration, then moved back to its original site.^{[144]: 103 [145]} To approximate the original look of the station house, contractors ordered bricks from Minnesota for $4 apiece.^[138] In 2004, the Brighton and Eastern Parkway lines' platforms were added to the NRHP.^[146] Additionally, eight elevators were installed throughout the station complex^[142] at a cost of $77.9 million.^[147] When the elevators were completed, disabled riders could only enter one car of IRT express trains because part of that platform was too narrow. The entire IRT express platform became accessible in 2007 after the MTA spent $360,000 to relocate two stair railings.^[147]

Later modifications

In June 2009, the MTA sold the naming rights of the station complex to Barclays, who had also bought the naming rights to the under-construction Barclays Center sports arena, for 20 years at $200,000 per year.^[148][149] It was one of the few such renames in the system; following this renaming, the MTA considered selling the naming rights of other subway stations.^[150][a] A new entrance through the station, the Atlantic Terminal Pavilion, opened in 2010.^[151] As part of a pilot program, digital announcement boards, train countdown clocks, and improved intercom systems were installed in the station the same year.^[152] In advance of Barclays Center's opening, the station was renamed Atlantic Avenue–Barclays Center in May 2012.^[153][154] A new entrance serving the arena, which includes stairs, escalators, and an elevator, opened in September 2012 at a cost of $76 million.^[155][156] The new entrance, originally budgeted at $29 million, required digging a hole measuring 35 feet (11 m) deep and 100 by 125 feet (30 by 38 m) wide.^[156]

The MTA announced in December 2021 that it would install wide-aisle fare gates for disabled passengers at five subway stations, including Atlantic Avenue–Barclays Center, by mid-2022.^[157] The implementation of these fare gates was delayed; the MTA's chief accessibility officer indicated in February 2023 that the new fare gates would be installed at the Atlantic Avenue–Barclays Center and Sutphin Boulevard–Archer Avenue–JFK Airport stations shortly afterward.^[158][159] The MTA announced in late 2022 that it would open customer service centers at 15 stations; the centers would provide services such as travel information and OMNY farecards. The first six customer service centers, including one at the Atlantic Avenue–Barclays Center station, were to open in early 2023.^[160][161] The Atlantic Avenue–Barclays Center station's customer service center opened in February 2023.^[162][163]

Station layout

Ground	Street level	Entrances/exits, pavilion, station house, fare control, station agents, LIRR ticket booth, MetroCard and OMNY machines Elevators at: SE corner of Pacific Street and Fourth Avenue for the ​​​​ At Hanson Place and Flatbush Avenue for the ​ ​​​ and LIRR
		Barclays Center
		Connection to Atlantic Terminal shopping mall
Basement 1 Eastern Parkway platforms	Side platform
	Northbound local	← toward Wakefield–241st Street (Nevins Street) ← toward Harlem–148th Street (Nevins Street) ← toward Woodlawn late nights (Nevins Street)
	Northbound express	← toward Woodlawn (Nevins Street) ← weekdays toward Dyre Avenue or Nereid Avenue (Nevins Street)
	Island platform
	Southbound express	→ toward Crown Heights–Utica Avenue (New Lots Avenue select rush hour trips) (Franklin Avenue–Medgar Evers College) → → weekdays toward Flatbush Avenue–Brooklyn College (Franklin Avenue–Medgar Evers College) →
	Southbound local	→ toward Flatbush Avenue–Brooklyn College (Bergen Street) → → ( late nights) toward New Lots Avenue (Bergen Street) →
	Side platform
Basement 1 LIRR platforms	Track 1	→      Atlantic Branch services toward Jamaica and points east (Nostrand Avenue) →
	Platform A, island platform
	Track 2	→      Atlantic Branch services toward Jamaica and points east (Nostrand Avenue) →
	Track 3	→      Atlantic Branch services toward Jamaica and points east (Nostrand Avenue) →
	Platform B, island platform
	Track 4	→      Atlantic Branch services toward Jamaica and points east (Nostrand Avenue) →
	Track 5	→      Atlantic Branch services toward Jamaica and points east (Nostrand Avenue) →
	Platform C, island platform
	Track 6	→      Atlantic Branch services toward Jamaica and points east (Nostrand Avenue) →
Basement 2	Mezzanine	Passageway between platforms
Basement 3 Brighton platform	Northbound	← weekdays toward Bedford Park Boulevard or 145th Street (DeKalb Avenue) ← toward 96th Street (DeKalb Avenue)
	Island platform
	Southbound	→ weekdays toward Brighton Beach (Seventh Avenue) → → toward Coney Island–Stillwell Avenue via Brighton (Seventh Avenue) →
Basement 3 Fourth Avenue platforms	Northbound local	← toward Forest Hills–71st Avenue (Whitehall Street–South Ferry late nights) (DeKalb Avenue) ← toward Norwood–205th Street late nights (DeKalb Avenue) ← toward Astoria–Ditmars Boulevard late nights (DeKalb Avenue) ← toward Astoria–Ditmars Boulevard (select weekday trips) (DeKalb Avenue)
	Island platform
	Northbound express	← toward Norwood–205th Street (Grand Street) ← toward Astoria–Ditmars Boulevard or 96th Street (select weekday trips) (Canal Street)
	Southbound express	→ toward Coney Island–Stillwell Avenue via West End (36th Street) → → toward Coney Island–Stillwell Avenue via Sea Beach (36th Street) →
	Island platform
	Southbound local	→ toward Bay Ridge–95th Street (Union Street) → → toward Coney Island–Stillwell Avenue late nights (Union Street)→ → toward 86th Street (select weekday trips) (Union Street) →

The station complex consists of three stations: those of the Eastern Parkway Line, Brighton Line, and Fourth Avenue Line. The Fourth Avenue Line station runs in a southwest-northeast direction under Fourth Avenue. The Eastern Parkway Line station runs in a northwest-southeast direction under Flatbush Avenue, next to the Long Island Rail Road's Atlantic Terminal, while the Brighton Line platform runs almost precisely north-south under the terminal.^{[164]: 13 [144]: 101} The Brighton Line platform is oriented with St. Felix Street and runs partly under private property.^[59]

The shallowest of the stations, the Eastern Parkway Line platforms, is at the same level as the Atlantic Terminal railway platforms and are only 20 feet (6.1 m) below street level. The second level below ground is the Fourth Avenue Line platforms, which are 40 feet (12 m) deep and have a mezzanine.^[165] The deepest is the Brighton Line platform, which is approximately 60 feet (18 m) deep^[59] and has two mezzanines above it.^[5]: 6 The Eastern Parkway Line and Brighton Line portions of the complex are listed on the National Register of Historic Places.^[5]: 3

Mezzanines

A 350-foot-long (110 m) passageway connects the Fourth Avenue Line platforms with the other platforms.^[142] This passageway was originally only 15 feet (4.6 m) wide^[164]: 13 but was widened to 42 feet (13 m) during the 2000s.^[142] At the western end of the passageway is a small mezzanine above the Fourth Avenue Line platforms, which has a fare control area and station agent's booth; the fare control area leads to exits at Fourth Avenue and Pacific Street.^[166]: 13 Originally, stairs led down from this passageway to the southbound IRT local platform, and additional stairs led to an underpass below the IRT platforms. The stairs to the southbound IRT local platform were replaced with a ramp during the 2000s renovation.^[144]: 102

An underpass below all of the IRT platforms connects with the Fourth Avenue Line passage to the west and the Brighton Line and LIRR platforms to the east.^[166]: 13 Built as part of the original IRT station in 1908, it allowed IRT passengers to exit through the head house of Atlantic Terminal.^{[167]: 449 [168]: 343} The underpass was reconfigured and expanded as part of the early-2000s renovation, when elevators were built between the underpass and each IRT platform. In addition to a large stairway leading up to the Fourth Avenue Line passageway, two stairs lead from this underpass to the northbound IRT local platform, while three stairs lead to the IRT express platform.^[144]: 102 A set of turnstiles separates the Eastern Parkway Line mezzanine from a concourse leading to the LIRR station.^{[166]: 13 [5]: 4}

There is an additional underpass at the south end of the IRT station, which opened to the public in 1919.^[26][63] By the 2000s, this underpass had been closed to the public and converted to staff areas, and the stairs from either IRT local platform to the passageway had been removed.^{[169]: 32–33} Another passageway between the Eastern Parkway and Brighton Line is present at the south end of the station, which also leads to an exit immediately adjacent to Barclays Center.^[170]

There are two mezzanines above the Brighton Line platform, which have wave-patterned wainscoting and white ceramic tiles.^{[5]: 6 [169]: 12} The lower mezzanine runs the entire length of the station. At the north end of the mezzanine is a set of high entry-exit turnstiles and a high exit-only gate, while the center of the mezzanine contains more high entry-exit turnstiles and a high exit-only gate. The rest of the lower mezzanine was closed to the public by the 2000s.^{[166]: 12–13}

Artwork

The station contains a sculpture by George Trakas, Hook (Archean Reach), Line (Sea House), and Sinker (Mined Swell), which was commissioned as part of the MTA Arts & Design program and installed in 2004.^[171] The sculpture is placed under a skylight in the station's old control house, which is between the Fourth Avenue Line platforms and the other platforms, and includes a peephole and a boat-shaped steel structure. The walls of the mezzanine contain a wave-shaped granite wainscoting where the Fourth Avenue Line platforms (formerly the Pacific Street station) meet the other platforms (formerly the Atlantic Avenue station). In designing the sculpture, Trakas had intended to compare the station's role as a train hub with the maritime traffic on the Atlantic and Pacific oceans.^[171][172]

"Hook" on a transfer corridor

"Line" in the former control house

"Sinker" on the double-wide stairway to the northbound IRT local platform

Exits

Street stair at the northwestern corner of Fourth Avenue and Pacific Street

To the Fourth Avenue portion of the complex, there is a stair to the northwest corner of Fourth Avenue and Pacific Street. There is also a stair and elevator to the northeast corner of Fourth Avenue and Pacific Street.^{[166]: 13 [173]} This elevator makes the Fourth Avenue Line station ADA-accessible.^[174]

To the Eastern Parkway/Brighton portion of the complex, there is a stair to the northwestern corner of Hanson Place and St. Felix Street, and a stair and elevator to the southwestern corner of Hanson Place and St. Felix Street.^[173] A passageway also leads from the Brighton Line station's upper mezzanine^[5]: 4 to the basement of the Williamsburgh Savings Bank Tower,^[175] as well as directly to the street within the building.^{[5]: 4 [173]} Two stairs lead to the north side of Flatbush Avenue southeast of Hanson Place.^[173] One of the street stairs had a metal hood, dating from the original IRT station's opening, which was removed as part of the 2000s renovation.^[5]: 6 The station also has a direct exit to the LIRR's Atlantic Terminal station through both the IRT mezzanine and the northbound local platform.^[5]: 4–5 The Atlantic Terminal exit at Hanson Place and Flatbush Avenue is also ADA-accessible and leads to the Brighton Line and Eastern Parkway Line platforms.^[174]

A stair, an elevator, and a set of escalators lead to Barclays Center at the southeast corner of Atlantic and Flatbush Avenues.^[155][156] The elevator is privately maintained and, during the 2010s, was one of the least reliable in the New York City Subway system.^[176][177] This subway entrance has a sloped roof that faces Barclays Center and is surrounded by wooden benches and gray pavers.^[178] A green roof was installed above the subway entrance as part of the construction of Barclays Center Plaza.^[179] Formerly, a stair led to the sidewalk at the southeast corner of Flatbush and Atlantic Avenues, but this stair had been closed by the 2000s.^[169]: 33

Control house

Looking southwest at the control house

The original IRT station house, also known as the control house, was designed by Heins & LaFarge,^{[142][180]: 4} who also designed elements of many of the original IRT subway stations.^[7]: 4 It is designed in the Flemish Renaissance style. Intended as an ornate entrance to the station, the building sits on a traffic island bounded by Atlantic Avenue, Fourth Avenue, and Flatbush Avenue, which is known as Times Plaza.^[142][181] The control house occupies an area of 50 by 37 feet (15 by 11 m)^[5]: 7 and was adjacent to what is now the IRT station's southbound local platform.^[144]: 103 The station house was one of several on the original IRT; similar station houses were built at Bowling Green, Mott Avenue, 72nd Street, 103rd Street, and 116th Street.^{[182]: 8 [183]: 46}

The one-story control contains exterior walls made of buff brick, with a water table made of granite blocks. Above the ground story of the structure, the north and south facades contain four square windows, above which is a row of dentils. The west and east facades each contain three window openings with metal screens, The north and south facades are topped by a set of Dutch Revival-style gables.^[5]: 7 Terracotta letters spelling the name "Atlantic Avenue" are placed on the sides of each gable.^[180]: 4 Above the letters are a flat lintel with a keystone, as well as a cartouche flanked by swags. Just below the roof, the west and east facades contain ventilation grilles. The roof itself is made of standing-seam copper.^[5]: 7

The control house's original interior was gutted by the 1970s, when it was used as a concession stand.^{[142][180]: 4} Despite being listed on the National Register of Historic Places in 1980, the control house fell into decline over the years before being temporarily relocated during the station's 2000s renovation.^[142] Although the control house has since been restored, the actual entrance was removed and serves as a skylight into the IRT station.^[146][172] The skylight contains part of the Hook, Line, and Sinker artwork.^[171][172]

IRT Eastern Parkway Line platforms

Atlantic Avenue–Barclays Center  ​​​
New York City Subway station (rapid transit)
Southbound local platform
Station statistics
Division	A (IRT)[1]
Line	IRT Eastern Parkway Line
Services	2  (all times) ​   3  (all except late nights) ​   4  (all times) ​   5  (weekdays only)
Structure	Underground
Platforms	2 side platforms (local) 1 island platform (express)
Tracks	4
Other information
Opened	May 1, 1908; 116 years ago (1908-05-01)[18]
Accessible	ADA-accessible
Opposite- direction transfer	Yes
Former/other names	Atlantic Avenue
Services Preceding station New York City Subway Following station Nevins Street 2  ​3  ​4  ​5  northbound Express Franklin Avenue–Medgar Evers College 4  ​5  services split Local Bergen Street 2  ​3  ​4  via Franklin Avenue–Medgar Evers College
Track layout Legend to Nevins Street to Bergen Street to Franklin Avenue
Station service legend Symbol Description Stops all times except late nights Stops all times Stops weekdays during the day Stops late nights only Stops weekdays and weekday late nights Stops late nights and weekends Stops weekends and weekend late nights

The Atlantic Avenue–Barclays Center station (originally Atlantic Avenue station) is an express station on the IRT Eastern Parkway Line. The station has four tracks, one island platform, and two side platforms.^{[5]: 4 [184]: 25} The local tracks are used by 2 trains at all times;^[185] 3 trains at all times except late nights;^[186] and 4 trains at night.^{[5]: 4 [187]} The express tracks are used by 4 trains at all times except late nights,^[187] as well as by 5 trains on weekdays during the day.^[188] On all routes, the next station to the north is Nevins Street. The next station to the south is Bergen Street for local trains and Franklin Avenue–Medgar Evers College for express trains.^[189]

The platforms are all 530 feet (160 m) long; the southernmost 135 feet (41 m) of each platform was built in the early 1910s.^[5]: 4 Two stairs descend from the center of each side platform to the mezzanine connecting with the BMT and LIRR. Three stairs and an elevator descend from the center of the island platform to the mezzanine.^[5]: 4 The LIRR's Atlantic Terminal is just to the northeast of the northbound local platform, on the same level.^{[5]: 4–5 [167]: 448} There are turnstiles leading from the northbound local platform to the LIRR tracks; the station agent's booth for these turnstiles is located outside fare control, within the LIRR terminal.^{[166]: 12 [5]: 4–5} A second underpass, connecting only to the Brighton Line platforms, is at the southern end of each platform.^[170]

Design

As with other stations built as part of the original IRT, the station was constructed using a cut-and-cover method.^[190]: 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.^{[5]: 3–4 [182]: 9} Each platform consists of 3-inch-thick (7.6 cm) concrete slabs, beneath which are drainage basins.^{[7]: 4 [182]: 9} The platforms contain cast-iron columns with Tuscan capitals, spaced every 15 feet (4.6 m).^[5]: 3 Additional columns between the tracks, spaced every 15 feet (4.6 m), support the reinforced concrete station roofs.^[144]: 102 The ceiling above the platforms and tracks is made of flat concrete and is covered with plaster.^[5]: 4 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.^{[5]: 3–4 [182]: 9}

The walls adjacent to the local platforms consist of a pink marble wainscoting on the lowest part of the wall, measuring 2 feet (0.61 m) high. Above this wainscoting is a horizontal band of pink mosaic tiles as well as white ceramic tiles. The walls contain mosaic tile plaques with the name "Atlantic Avenue"; these are framed by multicolored mosaic bands with foliate and geometric patterns, which in turn are framed by pink mosaic tile.^[5]: 5 The mosaic tiles at all original IRT stations were manufactured by the American Encaustic Tile Company, which subcontracted the installations at each station.^[182]: 31 Along the platforms, there are faience plaques every 15 feet (4.6 m), which depict tulips and scrolls flanking the letter "A".^{[5]: 5 [169]: 11–12} The plaques at the southern end of the southbound local platform are made of mosaic instead of faience.^[5]: 5 The northern end of the southbound local platform originally had glazed ceramic-block walls, while the northern end of the northbound platform has I-beam columns instead of round cast-iron columns.^[5]: 5 The express island platform has I-beam columns, and part of the floor is made of glass blocks.^[5]: 6

Track layout

The Atlantic Avenue–Barclays Center station is one of three express stations in the New York City Subway system to have side platforms for local services and a center island platform for express services.^[191] The other two are the 34th Street–Penn Station stops on the IND Eighth Avenue Line and on the IRT Broadway–Seventh Avenue Line.^{[191][184]: 15, 25} This may have been done to reduce crowding, as cross-platform transfers could be made at the adjacent Nevins Street station.^[191] This arrangement was also a modification of the original station layout.^[66] When the Atlantic Avenue station opened in 1908, it was the terminal for the line and had two tracks, two side platforms, and one island platform. All of the platforms were connected at their southeastern end.^[19][20]

Northwest of the station, two trackways connected the LIRR's Atlantic Branch and the IRT line; only the northbound trackway was originally built.^[30] Vestiges of this track still exist.^[169]: 12 In addition, an unused trackway splits from the southbound local track for a proposed subway under Fourth Avenue (later built as the BMT Fourth Avenue Line). It merges with the Manhattan-bound express track and ends on a bumper block between the two express tracks at Nevins Street.^[184]: 61 Southeast of the station, there were provisions for two trackways to diverge to the LIRR's Atlantic Branch.^[167]: 448 The trackways to the southeast were never used but can be seen from public areas.^[5]: 5

BMT Brighton Line platform

Atlantic Avenue–Barclays Center  ​
New York City Subway station (rapid transit)
Northbound R68 B train arriving at the station
Station statistics
Division	B (BMT)[1]
Line	BMT Brighton Line
Services	B  (weekday rush hours, middays and early evenings) ​   Q  (all times)
Structure	Underground
Platforms	1 island platform
Tracks	2
Other information
Opened	August 1, 1920; 104 years ago (1920-08-01)[81]
Accessible	ADA-accessible
Opposite- direction transfer	Yes
Former/other names	Atlantic Avenue
Services Preceding station New York City Subway Following station DeKalb Avenue B  ​Q  services split Seventh Avenue B  ​Q  via Prospect Park
Track layout Legend to DeKalb Avenue to Seventh Avenue
Station service legend Symbol Description Stops all times Stops weekdays during the day

The Atlantic Avenue–Barclays Center station (originally Atlantic Avenue station) on the BMT Brighton Line has two tracks and an island platform.^{[5]: 6 [184]: 25} The Q train stops at the station at all times,^[192] while the B train stops here on weekdays during the day.^[193] On both routes, the Atlantic Avenue–Barclays Center station is between the DeKalb Avenue station to the north and the Seventh Avenue station to the south.^[189]

The platform contains tiled columns which support the ceiling. The walls next to the tracks are covered with white ceramic tiles and contain mosaic tablets with the station's name. At the top of the wall is a cornice composed of 5-foot-wide (1.5 m) blue-and-buff panels, above which is a border with geometric motifs. There are mosaic plaques every 15 feet (4.6 m), which have the letter "A". There is also an enamel sign pointing to the Brooklyn Academy of Music near the southern end of the platform.^[5]: 6 The platform was extended to the south in 1964–1965 to fit ten-car trains.^[109]

The platform has seven stairs: two to the Hanson Place exit at the north end (which does not link to any other platform), three to the main mezzanine, and two at the south end (which leads to both an exit immediately adjacent to Barclays Center and another mezzanine that connects to the IRT platforms).^[170] All of these stairs have white ceramic-tile walls.^[5]: 6

North of this station, there is a bellmouth where the northbound track curves northwest onto Fulton Street. The bellmouth marks the location where the westbound track of the proposed Ashland Place Connection, which would have connected to the now-demolished BMT Fulton Street El, would have merged with the Brighton Line.^{[194][195][b]} The bellmouth was added to the plans for the Brighton Line tunnel in 1916; at the time the city could not afford to build the connection.^[194] South of the station, the Brighton Line tracks cross underneath the Eastern Parkway Line's northbound tracks and curve under Flatbush Avenue.^[59]

BMT Fourth Avenue Line platforms

Atlantic Avenue–Barclays Center  ​​​​
New York City Subway station (rapid transit)
Manhattan-bound platform
Station statistics
Division	B (BMT)[1]
Line	BMT Fourth Avenue Line
Services	D  (all times) ​   N  (all times) ​   R  (all times) ​   W  (limited rush hour service only)
Structure	Underground
Platforms	2 island platforms cross-platform interchange
Tracks	4
Other information
Opened	June 22, 1915; 109 years ago (1915-06-22)[49]
Accessible	ADA-accessible
Opposite- direction transfer	Yes
Former/other names	Pacific Street Atlantic Avenue–Pacific Street
Services Preceding station New York City Subway Following station Grand Street D  toward Norwood–205th Street Express 36th Street D  ​N  toward Coney Island–Stillwell Avenue Canal Street N  ​Q  toward Astoria–Ditmars Boulevard Express DeKalb Avenue D  ​N  ​R  ​W  toward Forest Hills–71st Avenue Local Union Street D  ​N  ​R  ​W  toward Bay Ridge–95th Street
Track layout Legend to Canal Street or Grand Street to DeKalb Avenue to Union Street to 36th Street
Station service legend Symbol Description Stops all times except late nights Stops all times Stops late nights only Stops rush hours only Stops rush hours in the peak direction only

The Atlantic Avenue–Barclays Center station (originally Pacific Street station then Atlantic Avenue–Pacific Street station) is an express station on the BMT Fourth Avenue Line that has four tracks and two island platforms.^[184]: 25 The local tracks are used by R trains at all times;^[196] D and N trains during late nights;^[197][198] and limited W trains.^[199] The express tracks are used by the D and N trains at all times except late nights.^[197][198] The next station to the north is DeKalb Avenue for local trains, Canal Street for N trains, and Grand Street for the D train. The next station to the south is Union Street for local trains and 36th Street for express trains.^[173] To the north of the station, three switches connect the tracks.^[184]: 25

The walls of the Pacific Street station were originally decorated with white tile and green marble. The color of the marble was intended to distinguish it from other stations on the Fourth Avenue Line.^{[38]: 25 [44]: 854} Within the tunnels north and south of the station, each of the BMT Fourth Avenue Line's four tracks is separated by a concrete wall, rather than by columns, as in older IRT tunnels. These walls were intended to improve ventilation, as passing trains would push air forward, rather than to the sides of the tunnel. At the Atlantic Avenue–Barclays Center station, there is a wall between the two express tracks. Waterproofing was placed under the floor, on the side walls, and above the roof of the tunnel when the station was built.^{[38]: 23–24 [44]: 854}

At the north end of the BMT Fourth Avenue platforms, three stairs and one elevator from each platform go up to the main fare control area. This leads both to the passageway connecting to the rest of the complex, as well as to the exits on Pacific Street.^[166]: 13

BMT Fifth Avenue Line station

Atlantic Avenue
Former New York City Subway station
The Fifth Avenue Line station was located right above the headhouse for this station complex
Station statistics
Address	Flatbush Avenue and Atlantic Avenue Brooklyn, New York
Borough	Brooklyn
Locale	Downtown Brooklyn
Division	B (BMT)[1]
Services	BMT Fifth Avenue Line BMT Culver Line BMT West End Line (−1916)
Structure	Elevated
Platforms	1 island platform
Tracks	2
Other information
Opened	November 5, 1888; 136 years ago (November 5, 1888)
Closed	June 1, 1940; 84 years ago (June 1, 1940)[200]
Station succession
Next north	Fulton Street
Next south	St. Mark's Avenue
Station service legend Symbol Description Stops in station at all times Stops all times except late nights Stops late nights only Stops late nights and weekends only Stops weekdays during the day Stops weekends during the day Stops all times except rush hours in the peak direction Stops all times except weekdays in the peak direction Stops all times except nights and rush hours in the peak direction Stops rush hours only Stops rush hours in the peak direction only Station is closed (Details about time periods)

A separate, elevated station on the BMT Fifth Avenue Line, called the Atlantic Avenue station, was also located at Flatbush Avenue and Atlantic Avenue. The elevated station opened on November 5, 1888, as part of what was then called the Hudson and Flatbush Avenue route.^[201][202] The station had two tracks and one island platform^[184] and was also served by trains of the BMT Culver Line and BMT Fifth Avenue Line.^[203]

Originally, only one stair descended from the platform, which split into two flights midway between the platform and the street.^[204] On June 25, 1923, eight passengers died and many others were injured when two cars of a train coming from 65th Street Terminal derailed and fell toward Flatbush Avenue.^[205][206] With increased use of the subways compared to the elevated lines, and the completion of the unification of the city's subway systems, the Fifth Avenue Line was closed on June 1, 1940,^[200][207] and was demolished in 1941.^{[208][209][210]}

Ridership

By 1913, the Atlantic Avenue station was the busiest on the IRT system, with 23 million riders entering it every year.^[211] The station complex, including the BMT elevated station, recorded 26.8 million annual riders by 1923, of which over half used the IRT station.^[212] By the mid-1980s, six million people on average entered the subway complex every year.^[164]: 13

The Atlantic Avenue/Pacific Street station recorded 27,559 entries on an average weekday in 2005, making it the 33rd-busiest station in the system by weekday ridership.^[166]: 13 By 2010, there were about 35,000 riders entering the station every weekday, which increased to about 41,000 in 2014.^[213] As of 2019, the Atlantic Avenue–Barclays Center system is the busiest subway station in Brooklyn, with 13,939,794 passengers, and is ranked 20th overall. This amounted to an average of 43,498 passengers per weekday.^[214] Due to the COVID-19 pandemic in New York City, ridership dropped drastically in 2020, with only 5,474,265 passengers entering the station that year.^[215] The station had 6,420,924 passengers in 2021.^[216]

Notes

1. Willets Point–Shea Stadium, in Queens, was another example of a station with such naming rights, until the MTA simply renamed it to Mets–Willets Point following Shea Stadium's demolition in 2009.^[150]
2. The eastbound track of the Ashland Place Connection was not built. The track would have diverged from the southbound Brighton Line between Ashland Place and St. Felix Street, then curved east under Lafayette Avenue, to avoid an at-grade junction with the Brighton Line.^[195]

References

1. "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.
2. "Brooklyn Bus Map" (PDF). Metropolitan Transportation Authority. October 2020. Retrieved December 1, 2020.
3. "Annual Subway Ridership (2018–2023)". Metropolitan Transportation Authority. 2023. Retrieved April 20, 2024.
4. "NPS Focus". National Register of Historic Places. National Park Service. Archived from the original on July 25, 2008. Retrieved January 25, 2012.
5. "Atlantic Avenue Subway Station (IRT and BMT)". 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: 75313347. National Archives.
6. Walker, James Blaine (1918). Fifty Years of Rapid Transit — 1864 to 1917. New York, N.Y.: Law Printing. Retrieved November 6, 2016.
7. "Interborough Rapid Transit System, Underground Interior" (PDF). New York City Landmarks Preservation Commission. October 23, 1979. Archived (PDF) from the original on September 21, 2020. Retrieved November 19, 2019.
8. 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.
9. 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 May 2, 2022. Retrieved December 26, 2020.
10. 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. This article incorporates text from this source, which is in the public domain.{{cite web}}: CS1 maint: postscript (link)
11. "Begin Fulton-st. Ditch: Most Difficult Part of New Subway Started". New-York Tribune. April 24, 1904. p. A10. ISSN 1941-0646. ProQuest 571548628.
12. "Construction of the Tunnel Presented Difficult Problems". The Brooklyn Daily Eagle. January 9, 1908. pp. 26, 27. Archived from the original on May 19, 2023. Retrieved May 20, 2023 – via newspapers.com.
13. "4 Tracks on Fulton St. Now Offered by Belmont". The Brooklyn Daily Eagle. April 5, 1905. p. 1. Archived from the original on September 18, 2023. Retrieved May 20, 2023 – via newspapers.com.
14. "East River Tunnel for Queens Borough; Long Island City to Forty-second Street to be the Route". The New York Times. April 6, 1905. ISSN 0362-4331. Archived from the original on September 18, 2023. Retrieved May 20, 2023.
15. "Brooklyn Joyful Over Its Tunnel". The New York Times. January 10, 1908. Archived from the original on March 28, 2022. Retrieved March 6, 2010.
16. "Bronze Tablet for Subway Station at Borough Hall". New-York Tribune. January 22, 1909. p. 12. ISSN 1941-0646. ProQuest 572118349.
17. "Progress in Solving Problem of Rapid Transit". Brooklyn Times Union. March 28, 1908. p. 18. Archived from the original on May 24, 2023. Retrieved May 24, 2023 – via newspapers.com.
18. "First Train Through Subway Extension; Went at 1:02 A.M. from Bowling Green to Long Island R.R. Station, Brooklyn". The New York Times. May 1, 1908. ISSN 0362-4331. Archived from the original on December 25, 2022. Retrieved May 20, 2023.
19. "Joy Across the River: Brooklyn's Subway Day Whole Borough Turns Out to Greet New Extension". New-York Tribune. May 2, 1908. p. 1. ISSN 1941-0646. ProQuest 572029488.
20. "Brooklyn Joyful Over New Subway; Celebrates Opening of Extension with Big Parade and a Flow of Oratory". The New York Times. May 2, 1908. ISSN 0362-4331. Archived from the original on March 26, 2022. Retrieved May 20, 2023.
21. "Bronx to Montauk; One Change of Cars; This Trip Made Possible by the Opening of Brooklyn Subway Extension Friday". The New York Times. April 30, 1908. ISSN 0362-4331. Archived from the original on April 5, 2022. Retrieved May 20, 2023.
22. "Thousands Use Subway Extension; New Line to Atlantic Avenue, Brooklyn, Greatly Relieves Traffic Pressure". The New York Times. May 3, 1908. ISSN 0362-4331. Archived from the original on September 18, 2023. Retrieved May 20, 2023.
23. "Brooklyn Tube Well Patronized". New-York Tribune. May 3, 1908. p. 7. ISSN 1941-0646. ProQuest 572098316.
24. "Subway Extension in Operation; Fulton Street Again Congested". The Standard Union. May 1, 1908. p. 1. Archived from the original on May 24, 2023. Retrieved May 24, 2023 – via newspapers.com.
25. "Brooklyn News: Gossip of the Borough Commuters Get All Subway Seats Since Extension Was Opened". New-York Tribune. May 10, 1908. p. C6. ISSN 1941-0646. ProQuest 572104606.
26. "Linking of Subways in Brooklyn to Abolish Shuttle Nuisance". The Standard Union. March 13, 1919. p. 13. Archived from the original on September 18, 2023. Retrieved May 23, 2023 – via newspapers.com.
27. The Merchants' Association of New York Pocket Guide to New York. Merchants' Association of New York. March 1906. pp. 19–26.
28. "The Capacity of the Interborough Subway". Railroad Gazette. Vol. 44, no. 22. May 29, 1908. p. 739. ProQuest 895749451.
29. "Trains to Atlantic Ave". New-York Tribune. April 30, 1908. p. 4. ISSN 1941-0646. ProQuest 572089124.
30. "All Long Island to Benefit by the Subway and Tunnel". The Brooklyn Daily Eagle. January 9, 1908. p. 28. Archived from the original on May 24, 2023. Retrieved May 24, 2023 – via newspapers.com.
31. 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. This article incorporates text from this source, which is in the public domain.{{cite web}}: CS1 maint: postscript (link)
32. 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 February 5, 2023. Retrieved January 8, 2021.
33. "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.
34. "Interborough Has New Railroad Plan; Offers to Build and Equip a Line Between Flatbush Avenue and Canal Street, Manhattan". The New York Times. May 27, 1908. ISSN 0362-4331. Archived from the original on May 7, 2023. Retrieved May 16, 2023.
35. "May Rival B. R. T.: Interborough's Offer Willing to Build Subway in Brooklyn and Give Five-cent Fare Advantage to Brooklynites Metz Opposed to Monopoly B. R. T. Won't Make Proposal". New-York Tribune. May 27, 1908. p. 1. ISSN 1941-0646. ProQuest 572083800.
36. "Belmont Would Build a Subway in Brooklyn". The Brooklyn Daily Eagle. May 26, 1908. p. 1. Archived from the original on September 18, 2023. Retrieved May 20, 2023 – via newspapers.com.
37. "Building of Fourth Ave. Subway Crowns Decade of Civic Struggle". The Brooklyn Daily Eagle. June 21, 1911. p. 10. Archived from the original on May 25, 2023. Retrieved May 4, 2017 – via newspapers.com.
38. Fourth Avenue Subway, Brooklyn's New Transportation Line: A Part of the Dual System of Rapid Transit of the City of New York. New York State Public Service Commission. June 19, 1915. Archived from the original on September 18, 2023. Retrieved May 20, 2023.
39. "Fourth Ave. Subway Dirt Begins to Fly" (PDF). The New York Times. November 14, 1909. Archived (PDF) from the original on August 10, 2021. Retrieved June 28, 2015.
40. State of New York Transit Commission Third Annual Report for the Calendar Year 1923. New York State Transit Commission. 1924. p. 501. Archived from the original on May 30, 2023. Retrieved May 30, 2023.
41. "A New Subway Line for New York City". Engineering News. 63 (10). March 10, 1910. Archived from the original on July 5, 2012. Retrieved December 25, 2020.
42. "Subway Contracts Solemnly Signed; Cheers at the Ceremonial Function When McCall Gets Willcox to Attest" (PDF). The New York Times. March 20, 1913. ISSN 0362-4331. Archived (PDF) from the original on May 4, 2022. Retrieved January 11, 2018.
43. "Rapid Subway Work on Brooklyn Line; More Than Half the Fourth Ave. Contract Completed and 80 Per Cent. of Excavation". The New York Times. August 27, 1911. ISSN 0362-4331. Archived from the original on May 21, 2023. Retrieved May 21, 2023.
44. Assembly, New York (State) Legislature (1916). Documents of the Assembly of the State of New York. E. Croswell. pp. 849–856. Archived from the original on September 18, 2023. Retrieved May 21, 2023.
45. Proceedings of the Public Service Commission for the First District, State of New York, from ... New York Public Service Commission, First District. 1911. p. 793. Archived from the original on May 24, 2023. Retrieved May 23, 2023.
46. "Board Will Suggest Change in Subway Plans". The Brooklyn Daily Eagle. April 2, 1910. p. 3. Archived from the original on May 21, 2023. Retrieved May 21, 2023 – via newspapers.com.
47. "Fourth Av. Subway Practically Complete May Long Lie Idle". The Brooklyn Daily Eagle. January 28, 1912. p. 8. Archived from the original on May 21, 2023. Retrieved May 21, 2023 – via newspapers.com.
48. Cudahy, Brian J. (2009). How We Got to Coney Island: The Development of Mass Transportation in Brooklyn and Kings County. Fordham University Press. pp. 217–218. ISBN 978-0-8232-2211-7. Archived from the original on September 18, 2023. Retrieved April 24, 2020.
49. "Through Tube to Coney, 48 Minutes: First Train on Fourth Avenue Route Beats West End Line Eleven Minutes". Brooklyn Daily Eagle. June 22, 1915. Archived from the original on September 18, 2023. Retrieved June 29, 2015 – via newspapers.com.
50. "Hold Up Use of 4th Ave. 'Sub' Connections". The Brooklyn Citizen. March 28, 1916. p. 1. Archived from the original on May 24, 2023. Retrieved May 24, 2023 – via newspapers.com.
51. "Subway Connection Open. Passage Between 4th Ave. and Old Tube in Use". The Brooklyn Daily Eagle. October 4, 1916. p. 2. Archived from the original on May 24, 2023. Retrieved May 24, 2023 – via newspapers.com.
52. "Open Connection With Two Subways". The Standard Union. October 4, 1916. p. 1. Archived from the original on May 24, 2023. Retrieved May 24, 2023 – via newspapers.com.
53. "Transit Relief Big Stimulus". The Brooklyn Citizen. April 13, 1913. pp. 13, 14. Archived from the original on May 22, 2023. Retrieved May 21, 2023 – via newspapers.com.
54. "Dual Subway Stations: Protesting Owners Should File Petitions for Changes". New-York Tribune. May 4, 1913. p. C8. ISSN 1941-0646. ProQuest 575088610.
55. "Station Sites for New Subways; Pamphlet Issued by Utilities Board Contains List of Stops on Dual System". The New York Times. July 6, 1913. ISSN 0362-4331. Archived from the original on February 13, 2023. Retrieved May 20, 2023.
56. "Fix Station Sites on Brooklyn Lines; Prospect Park Plaza Will Become a Great Subway Traffic Centre". The New York Times. April 13, 1913. ISSN 0362-4331. Archived from the original on May 21, 2023. Retrieved May 21, 2023.
57. "Subway Festival Held in Brooklyn; McCall Turns the First Sod for Interborough Extension from Atlantic Ave". The New York Times. May 24, 1914. ISSN 0362-4331. Archived from the original on November 3, 2020. Retrieved May 20, 2023.
58. "M'Call Breaks Ground for Subway on Flatbush Av. and Eastern P'kway". Brooklyn Times Union. May 23, 1914. pp. 1, 17. Archived from the original on May 22, 2023. Retrieved May 21, 2023 – via newspapers.com.
59. "Many Problems in Dual Subway". Brooklyn Times Union. December 30, 1916. p. 14. Archived from the original on May 24, 2023. Retrieved May 24, 2023 – via newspapers.com.
60. "Isle of Safety Lost to Public". Brooklyn Times Union. June 21, 1915. p. 1. Archived from the original on September 18, 2023. Retrieved May 23, 2023 – via newspapers.com.
61. "Subway Must Wait for Dual System; No Relief from Congestion, Service Board Decides, Until That Is Completed". The New York Times. September 1, 1918. ISSN 0362-4331. Archived from the original on September 18, 2023. Retrieved May 23, 2023.
62. "$26,500,000 for New Subway Construction". The Standard Union. December 5, 1918. pp. 1, 8. Archived from the original on May 18, 2023. Retrieved May 23, 2023 – via newspapers.com.
63. "Brooklyn Tube Link to West Side in April". Brooklyn Times Union. March 13, 1919. p. 1. Archived from the original on September 18, 2023. Retrieved May 23, 2023 – via newspapers.com.
64. "Board of Estimate to Pay Subway Bill; Votes $300,000 for Interborough Connections in Times Square and Brooklyn". The New York Times. May 29, 1918. ISSN 0362-4331. Archived from the original on September 18, 2023. Retrieved May 23, 2023.
65. "City Votes to Pay for Subway Links". The Standard Union. May 28, 1918. p. 1. Archived from the original on September 18, 2023. Retrieved May 23, 2023 – via newspapers.com.
66. Proceedings of the Public Service Commission for the First District, State of New York ... The Commission. 1917. p. 1525. Archived from the original on September 18, 2023. Retrieved May 23, 2023.
67. "... on Changes at LIRR Station". The Standard Union. April 4, 1919. p. 13. Archived from the original on September 18, 2023. Retrieved May 23, 2023 – via newspapers.com.
68. "Clark Street Tunnel Opens Next Tuesday". Brooklyn Times Union. April 10, 1919. p. 6. Archived from the original on September 18, 2023. Retrieved May 23, 2023 – via newspapers.com.
69. Proceedings. The Commission. 1915. p. 820. Archived from the original on May 24, 2023. Retrieved May 24, 2023.
70. "Brighton Line Station Bids". Brooklyn Times Union. July 3, 1919. p. 14. Archived from the original on September 18, 2023. Retrieved May 23, 2023 – via newspapers.com.
71. "Asks Bids for Station; Transit Commission Seeks Proposals for Atlantic Avenue Building". The New York Times. July 4, 1919. ISSN 0362-4331. Archived from the original on September 18, 2023. Retrieved May 23, 2023.
72. "For Brighton Station". The Brooklyn Citizen. July 17, 1919. p. 12. Archived from the original on May 25, 2023. Retrieved May 25, 2023 – via newspapers.com.
73. "Subway Stations Ordered". New York Herald. August 2, 1919. p. 7. Archived from the original on May 29, 2023. Retrieved May 29, 2023 – via newspapers.com.
74. "Dual Subway System Now Fast Nearing Completion". The Brooklyn Citizen. December 28, 1919. p. 12. Archived from the original on May 25, 2023. Retrieved May 25, 2023 – via newspapers.com.
75. "Open Clark Street Line; New Route Doubles Subway Service Between the Two Boroughs". The New York Times. April 16, 1919. ISSN 0362-4331. Archived from the original on July 27, 2019. Retrieved May 2, 2023.
76. "Use Clark St. Subway April 1". The Brooklyn Citizen. March 13, 1919. p. 7. Archived from the original on May 19, 2023. Retrieved May 19, 2023 – via newspapers.com.
77. "Brooklyn Tube Extensions Open: I.R.T. Begins Service on Eastern Parkway and Nostrand Avenue Lines" (PDF). New York Times. August 23, 1920. Archived (PDF) from the original on March 25, 2022. Retrieved December 20, 2015.
78. "New Brooklyn Subways Open". New-York Tribune. August 24, 1920. p. 8. Archived from the original on May 21, 2023. Retrieved May 21, 2023 – via newspapers.com.
79. "New I.R.T. Train Schedule; Through Service East of Atlantic Av., Brooklyn, to Begin Wednesday". The New York Times. January 30, 1921. ISSN 0362-4331. Archived from the original on September 18, 2023. Retrieved May 23, 2023.
80. "Brooklyn and Queens Brought Closer to Manhattan and Its Activities by New Subway Transit Links". New-York Tribune. August 1, 1920. p. 32. Archived from the original on May 21, 2023. Retrieved May 21, 2023 – via newspapers.com.
81. "New Subways Add Seven More Miles to BRT on Aug 1". Brooklyn Daily Eagle. July 25, 1920. Archived from the original on October 26, 2016. Retrieved August 19, 2016 – via newspapers.com.
82. "Phones in Land Subway Stations: Booths for Public Convenience to Be Installed on Rapid Transit Lives Under Joint Agreement". The Wall Street Journal. September 13, 1920. p. 1. ISSN 0099-9660. ProQuest 129862212.
83. "Color Signs Adopted as Guides in Subways; Blue and White for I.R.T. and White and Green for B.R. T. Stations". The New York Times. June 10, 1922. ISSN 0362-4331. Archived from the original on August 14, 2023. Retrieved May 13, 2023.
84. "B. R. T. to End Jam on Sundays On Coney Lines: Receiver Garrison, After a Conference With Harkness, Agrees to Provide Relief Without an Order City Bus Lines Attacked Estimate Board Again Refuses to Aid Commission on Staten Island Tunnels". New-York Tribune. June 10, 1922. p. 5. ISSN 1941-0646. ProQuest 576624795.
85. Legislature, New York (State) (1923). Second Annual Report of the Transit Commission (For the Calendar Year 1922). New York State Transit Commission. p. 100. Archived from the original on September 18, 2023. Retrieved May 23, 2023.
86. Proceedings of the Transit Commission, State of New York Volume III From January 1 to December 31, 1923. New York State Transit Commission. 1923. p. 1277. Archived from the original on September 18, 2023. Retrieved May 23, 2023.
87. "B.M.T. Prepared for Eight-Car Train Service". The Standard Union. December 5, 1927. p. 2. Archived from the original on May 24, 2023. Retrieved May 23, 2023 – via newspapers.com.
88. "12 B-M. T. Stations To Be Lengthened; Transportation Board Orders Engineers to Prepare Contracts for Brooklyn Work. Cost Put At $633,000 Letter to Commission Urges That Company Be Compelled to Buy New Cars". The New York Times. February 17, 1925. ISSN 0362-4331. Archived from the original on August 21, 2019. Retrieved May 4, 2017.
89. "B.M.T. to Operate Eight-car Trains; Platforms in Forty Stations Are Lengthened, Increasing Capacity 33 1–3%". The New York Times. August 2, 1927. ISSN 0362-4331. Archived from the original on May 12, 2023. Retrieved May 12, 2023.
90. "B. M, T. Station Lengthening Is Nearly Finished: 76 Platforms Are Extended 3,186 Feet to Make Room for 126.000 Additional Passengers in Rush Hours City Carried Out Work I.R.T. Changes Planned, but That Company Refuses to Pay Its Share of Costs". New-York Tribune. August 2, 1927. p. 32. ISSN 1941-0646. ProQuest 1113704092.
91. "City to Spend $362,841 On Six B.-M.T. Platforms: Board of Estimate Appropriates Fund to Lengthen Stations in Brooklyn". The New York Herald, New York Tribune. January 23, 1926. p. 2. ISSN 1941-0646. ProQuest 1112705635.
92. "Brooklyn's Share of Many Millions for Subways Small". The Standard Union. January 4, 1926. p. 10. Archived from the original on September 18, 2023. Retrieved May 23, 2023 – via newspapers.com.
93. New York (N.Y.). Board of Transportation (1926). Proceedings. The Board. p. 239. Archived from the original on May 23, 2023. Retrieved May 23, 2023.
94. "Snow Holding Up Platform Lengthening on the B-M.T.; Get More Bids February 25". The Standard Union. February 8, 1926. p. 2. Archived from the original on September 18, 2023. Retrieved May 23, 2023 – via newspapers.com.
95. "B.M.T. Stations Ready For Eight-Car Trains". Brooklyn Standard Union. August 1, 1927. p. 1. Archived from the original on September 18, 2023. Retrieved April 9, 2020 – via newspapers.com.
96. New York (State). Transit Commission (1926). Proceedings of the Transit Commission, State of New York. p. 262. Archived from the original on September 18, 2023. Retrieved May 23, 2023.
97. "Bid to Remove Kiosks, Malls: Range from $307,000 to $500,000; to Be Finished in Six Months". Home Talk Brooklyn News. February 15, 1928. pp. 1, 28. Archived from the original on May 24, 2023. Retrieved May 24, 2023 – via newspapers.com.
98. "Silent Turnstiles Tested By B. M. T. in Brooklyn". New York Herald Tribune. August 2, 1930. p. 3. ISSN 1941-0646. ProQuest 1113646031.
99. "B.M.T. Lines Pass to City Ownership; $175,000,000 Deal Completed at City Hall Ceremony-- Mayor 'Motorman No. 1'". The New York Times. June 2, 1940. ISSN 0362-4331. Archived from the original on July 19, 2021. Retrieved May 14, 2022.
100. "City Takes Over B. M. T. System; Mayor Skippers Midnight Train". New York Herald Tribune. June 2, 1940. p. 1. ProQuest 1243059209.
101. "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.
102. "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.
103. Bennett, Charles G. (November 20, 1949). "Transit Platforms on Lines in Queens to Be Lengthened; $3,850,000 Program Outlined for Next Year to Care for Borough's Rapid Growth". The New York Times. ISSN 0362-4331. Archived from the original on April 29, 2018. Retrieved May 23, 2023.
104. "37 Platforms On Subways To Be Lengthened: All Stations of B. M. T. and I.R.T.in Queens Included in $5,000,000 Program". New York Herald Tribune. November 20, 1949. p. 32. ISSN 1941-0646. ProQuest 1325174459.
105. Crowell, Paul (September 15, 1949). "Platforms Added at 32 IRT Stations; City Pays Out $13,327,000 in Lengthening Local Stops to Take 10-Car Trains". The New York Times. ISSN 0362-4331. Archived from the original on September 14, 2021. Retrieved May 23, 2023.
106. Katz, Ralph (January 27, 1956). "Subway Stations to Get New Lights; $3,750,000 to Be Spent on Fluorescents for I.R.T. and B.M.T. Transfer Points". The New York Times. ISSN 0362-4331. Archived from the original on May 11, 2023. Retrieved May 8, 2023.
107. "Our Subway Stations To Be Brighter". Bay Ridge Home Reporter. July 10, 1959. p. 2. Archived from the original on September 18, 2023. Retrieved April 7, 2020 – via newspapers.com.
108. "$2.5 Million Project Set to Ease IRT Nevins–Atlantic Trouble Spot". Brooklyn New York World – Telegram. August 23, 1961. Retrieved August 29, 2016 – via Fulton History.
109. Annual Report 1964–1965. New York City Transit Authority. 1965.
110. Mason, Richard (July 3, 1949). "Double Fares Protested by Civic Groups". New York Daily News. p. 46. ISSN 2692-1251. Archived from the original on May 25, 2023. Retrieved May 25, 2023 – via newspapers.com.
111. Perlmutter, Emanuel (November 27, 1967). "BMT-IND Changes Bewilder Many; Transit Authority Swamped With Calls From Riders as New System Starts". The New York Times. ISSN 0362-4331. Archived from the original on June 16, 2018. Retrieved May 24, 2023.
112. Abelman, Lester (November 26, 1967). "Subways: Straps and Maps". New York Daily News. p. 8. ISSN 2692-1251. Archived from the original on September 18, 2023. Retrieved May 24, 2023 – via newspapers.com.
113. "City Subways Add 3 Transfer Points". The New York Times. January 16, 1978. p. B2. ISSN 0362-4331. Archived from the original on July 22, 2018. Retrieved July 22, 2018.
114. Meserole, Richard (January 17, 1978). "TA Gets Moving on Subway Transfer Points". New York Daily News. p. 357. ISSN 2692-1251. Archived from the original on May 24, 2023. Retrieved May 24, 2023 – via newspapers.com.
115. "Double Fare to Be Eliminated At 3 Subway Transfer Points". The New York Times. December 16, 1977. ISSN 0362-4331. Archived from the original on April 28, 2023. Retrieved August 2, 2016.
116. "MTA to Kill Double Fare at 3 Points". New York Daily News. December 16, 1977. p. 56. ISSN 2692-1251. Archived from the original on September 18, 2023. Retrieved May 23, 2023 – via newspapers.com.
117. Edmonds, Richard (December 7, 1978). "Subway beautification has green light". New York Daily News. p. 583. ISSN 2692-1251. Archived from the original on May 25, 2023. Retrieved May 25, 2023 – via newspapers.com.
118. Goldman, Ari L. (April 28, 1983). "M.T.A. Making Major Addition to Capital Plan". The New York Times. ISSN 0362-4331. Archived from the original on April 25, 2022. Retrieved May 4, 2023.
119. Flynn, Kevin (May 12, 1987). "Goldin Blasts TA On Station Work". Newsday. p. 18. ISSN 2574-5298. ProQuest 277814668.
120. Liff, Bob (December 15, 1989). "Boroughs Pan MTA Deferrals". Newsday. p. 23. ISSN 2574-5298. Archived from the original on July 3, 2022. Retrieved July 2, 2022 – via newspapers.com.
121. Seaton, Charles (December 3, 1989). "Subway Work Derailed". New York Daily News. pp. 391, 393. ISSN 2692-1251. Archived from the original on September 18, 2023. Retrieved May 23, 2023 – via newspapers.com.
122. Seaton, Charles (March 27, 1989). "Cameras to brake subway crime". New York Daily News. p. 275. ISSN 2692-1251. Archived from the original on May 25, 2023. Retrieved May 25, 2023 – via newspapers.com.
123. Foran, Katherine (May 25, 1990). "Billions a Year to Get from Here to There". Newsday. pp. 2, 24. ISSN 2574-5298. Archived from the original on September 18, 2023. Retrieved May 23, 2023 – via newspapers.com.
124. Benenson, Joel (April 1, 1993). "Albany deal to save the $1.25 fare". New York Daily News. p. 1059. ISSN 2692-1251. Archived from the original on April 28, 2023. Retrieved April 28, 2023 – via newspapers.com.
125. Faison, Seth (April 3, 1993). "$9.6 Billion Package for M.T.A. Is Crucial to its Rebuilding Plans". The New York Times. ISSN 0362-4331. Archived from the original on April 28, 2023. Retrieved April 28, 2023.
126. "Stop the Fussing". Newsday. May 28, 1993. p. 56. ISSN 2574-5298. Archived from the original on May 3, 2023. Retrieved April 28, 2023 – via newspapers.com.
127. Mckinley, James C. Jr. (November 15, 1994). "Subway Work In Flushing Is Restored". The New York Times. ISSN 0362-4331. Archived from the original on August 19, 2016. Retrieved August 2, 2016.
128. Sachar, Emily (June 2, 1993). "Budget Ax Threatens Transit". Newsday. p. 5. ISSN 2574-5298. ProQuest 278628091.
129. Rein, Lisa (May 24, 1994). "Citing cuts, TA derails Main St. rehab". New York Daily News. p. 683. ISSN 2692-1251. Archived from the original on July 11, 2022. Retrieved July 11, 2022 – via newspapers.com.
130. Sachar, Emily (February 6, 1994). "The Giuliani Budget; No Free Ride for Rudy Faces wrath of Albany on subway cuts". Newsday. p. 19. ISSN 2574-5298. ProQuest 278734171.
131. Moses, Paul (November 6, 1994). "The City of Brooklyn; TA Derails Subway Stations". Newsday. p. A90. ISSN 2574-5298. ProQuest 278857309.
132. Sachar, Emily (July 16, 1993). "Long Wait For Access". Newsday. p. 2. ISSN 2574-5298. ProQuest 278657263.
133. "Rapid Transit Services For Persons With Disabilities 2001-S-69" (PDF). osc.state.ny.us. Office of the New York State Comptroller. January 8, 2004. Archived (PDF) from the original on January 10, 2021. Retrieved September 16, 2020.
134. Chrein, Lloyd (April 14, 1995). "Atlantic Ave. Getting Shot in the Arm". Newsday. p. 148. ISSN 2574-5298. Archived from the original on September 18, 2023. Retrieved May 23, 2023 – via newspapers.com.
135. Barry, Dan (August 1, 1997). "Police Break Up Suspected Bomb Plot in Brooklyn". The New York Times. ISSN 0362-4331. Archived from the original on November 28, 2022. Retrieved May 23, 2023.
136. "On January 21, NYC Transit will begin construction in and around the Atlantic Avenue Station". New York Daily News. January 20, 1997. ISSN 2692-1251. Archived from the original on May 24, 2023. Retrieved May 24, 2023 – via newspapers.com.
137. Lueck, Thomas J. (January 28, 1997). "Atlantic Avenue Upgrade". The New York Times. ISSN 0362-4331. Archived from the original on December 27, 2017. Retrieved May 20, 2023.
138. Cho, Aileen (April 12, 2004). "Engineers Are Digging Deep To Rebuild New York's Subways; New York City's subway turns 100 with $2-billion program to improve functionality and aesthetics". Engineering News-Record. Vol. 252, no. 15. pp. 26–30. ProQuest 235762866.
139. "New York". Engineering News-Record. Vol. 239, no. 8. August 25, 1997. p. 90. ProQuest 235703200.
140. Lueck, Thomas J. (March 27, 1998). "Plan Ratified for Mall at L.I.R.R. Terminal". The New York Times. ISSN 0362-4331. Archived from the original on May 22, 2023. Retrieved May 22, 2023.
141. Siwolop, Sana (April 4, 2001). "Commercial Real Estate; Work to Start Soon on Mall at Atlantic Terminal". The New York Times. ISSN 0362-4331. Archived from the original on January 25, 2021. Retrieved May 23, 2023.
142. Luo, Michael (December 27, 2003). "How to Hold Up a Subway Tunnel: Get a Big Hanger; An Unusual Feat of Engineering Makes the Renovation of a Brooklyn Station Possible". The New York Times. ISSN 0362-4331. Archived from the original on August 19, 2016. Retrieved August 2, 2016.
143. What's happening? Atlantic Avenue Station Complex B D Q N R 2 3 4 5 Planned Station Rehabilitation. New York City Transit. 1997.
144. Ozdemir, L. (2004). North American Tunneling 2004: Proceedings of the North American Tunneling Conference 2004, 17–22 April 2004, Atlanta, Georgia, USA. CRC Press. ISBN 978-1-4398-3375-9. Archived from the original on May 24, 2023. Retrieved May 24, 2023.
145. Bahrampour, Tara (April 2, 2000). "Neighborhood Report: Downtown Brooklyn; Turning a Kiosk Into a Borough Gateway". The New York Times. ISSN 0362-4331. Archived from the original on August 29, 2021. Retrieved May 23, 2023.
146. "National Register of Historical Places – NEW YORK (NY), Kings County". nationalregisterofhistoricplaces.com. Archived from the original on February 6, 2022. Retrieved May 4, 2008.
147. Monahan, Rachel (July 11, 2007). "Subway Ease for Disabled. Atlantic Ave. Station Now Boasts Better Access but Advocates Push for More Station Upgrades". New York Daily News. p. 45. ISSN 2692-1251. ProQuest 306124308.
148. McShane, Larry (June 24, 2009). "MTA signs off on sweet Atlantic Yards deal Bruce Ratner: Money down drops from $100M to $20M". Daily News. Archived from the original on June 27, 2009. Retrieved June 25, 2009.
149. Grynbaum, Michael M. (June 24, 2009). "M.T.A. Sells Naming Rights to Subway Station". The New York Times. ISSN 0362-4331. Archived from the original on October 20, 2022. Retrieved May 25, 2023.
150. Flegenheimer, Matt (July 19, 2013). "M.T.A. Considers Selling Rights to Name Subway Stations". The New York Times. ISSN 0362-4331. Archived from the original on October 23, 2015. Retrieved August 2, 2016.
151. Sulzberger, A. G. (January 5, 2010). "After a Delay, New Atlantic Terminal Pavilion Is Open". City Room. Archived from the original on May 25, 2023. Retrieved May 25, 2023.
152. "MTA Installs Digital Arrival Boards, Other Gadgets For Brooklyn Subway Station". The Culvert Chronicles. October 7, 2010. p. 17. ProQuest 763591123.
153. "Atlantic Avenue Station in Brooklyn Renamed "Atlantic Avenue – Barclays Center" as New Arena Nears Completion – New York Public Radio, Podcasts, Live Streaming Radio, News". WNYC. May 17, 2012. Archived from the original on May 21, 2023. Retrieved May 21, 2023.
154. Carlson, Jen (August 30, 2012). "Will You Call It The "Atlantic Avenue-Barclays Center" Stop?". Gothamist. Archived from the original on May 21, 2023. Retrieved May 21, 2023.
155. "Atlantic Avenue subway stop gets Barclays makeover". Newsday. September 23, 2012. ISSN 2574-5298. Archived from the original on May 21, 2023. Retrieved May 21, 2023.
156. Sheftell, Jason (September 13, 2012). "First look at the $76 million Barclays Center subway station". New York Daily News. ISSN 2692-1251. Archived from the original on May 21, 2023. Retrieved May 21, 2023.
157. Barone, Vincent (November 17, 2021). "MTA to test out new, wider subway turnstiles to improve accessibility". 1010 Wins. Archived from the original on February 4, 2023. Retrieved February 3, 2023.
158. Brachfeld, Ben (February 21, 2023). "MTA to begin installing wide turnstiles for wheelchair users in subway this year". amNewYork. Archived from the original on February 22, 2023. Retrieved February 22, 2023.
159. Brosnan, Erica (February 22, 2023). "MTA to install new 'wide-aisle' turnstiles at two subway stations". Spectrum News NY1 New York City. Archived from the original on February 22, 2023. Retrieved February 22, 2023.
160. Garcia, Deanna (December 14, 2022). "'Customer Service Centers' to open at 15 subway stations". Spectrum News NY1 New York City. Archived from the original on March 20, 2023. Retrieved March 20, 2023.
161. Chasan, Aliza (December 15, 2022). "MTA opening subway customer service centers". PIX11. Archived from the original on March 20, 2023. Retrieved March 20, 2023.
162. Brachfeld, Ben (February 7, 2023). "MTA opens new 'customer service centers,' expanded successor to the token booth". amNewYork. Archived from the original on March 20, 2023. Retrieved March 20, 2023.
163. "MTA unveils new customer service centers at 3 subway stations". CBS News. February 8, 2023. Archived from the original on March 20, 2023. Retrieved March 20, 2023.
164. Atlantic Terminal and Brooklyn Center Projects: Environmental Impact Statement. 1986. Archived from the original on September 18, 2023. Retrieved May 24, 2023.
165. Philipson, Aaron I. "nycsubway.org: LIRR Flatbush Avenue Line". nycsubway.org. Archived from the original on May 23, 2023. Retrieved May 23, 2023.
166. "13: Transit and Pedestrians". Atlantic Yards FEIS (PDF). Empire State Development Corporation. November 2006. Archived (PDF) from the original on May 25, 2023. Retrieved May 21, 2020.
167. Crandell, Chester A. (March 29, 1907). "The Flatbush Avenue Terminal of the Long Island Railroad". Railroad Gazette. Vol. 42, no. 13. p. 448. ProQuest 866183996.
168. "Flatbush Avenue Terminal, Long Island Railroad". The Railway Age. Vol. 41, no. 10. March 9, 1906. p. 341. ProQuest 899636404.
169. "7: Cultural Resources". Atlantic Yards FEIS (PDF). Empire State Development Corporation. November 2006. Archived (PDF) from the original on September 21, 2020. Retrieved May 21, 2020.
170. "It's Here: the Atlantic Avenue – Barclays Center Print". Project Subway NYC. October 18, 2017. Archived from the original on January 2, 2023. Retrieved May 20, 2023.
171. "Hook (Archean Reach), Line (Sea House), and Sinker (Mined Swell)". MTA. Archived from the original on May 21, 2023. Retrieved May 21, 2023.
172. Gordon, Eden (June 19, 2017). "The Hidden NYC Art Installation at Atlantic Avenue-Barclays Center's Original IRT Subway Entrance". Untapped New York. Archived from the original on May 21, 2023. Retrieved May 21, 2023.
173. "MTA Neighborhood Maps: Downtown Brooklyn and Borough Hall" (PDF). mta.info. Metropolitan Transportation Authority. 2015. Archived (PDF) from the original on July 24, 2015. Retrieved August 2, 2015.
174. "MTA Accessible Stations". Metropolitan Transportation Authority. January 27, 2023. Archived from the original on December 10, 2021. Retrieved May 24, 2023.
175. Williamsburgh Savings Bank Tower Interior (PDF) (Report). New York City Landmarks Preservation Commission. June 25, 1996. p. 4. Archived (PDF) from the original on March 22, 2022. Retrieved May 20, 2023.
176. Martinez, Jose (February 11, 2020). "Barclays Center Has Subway's Worst Privately Owned Elevator". The City. Archived from the original on January 26, 2023. Retrieved May 20, 2023.
177. Barone, Vincent (November 12, 2018). "Subway elevators that are privately maintained have terrible track records, advocates say". amNewYork. Archived from the original on January 29, 2023. Retrieved May 20, 2023.
178. Lange, Alexandra (September 19, 2012). "What Comes Second: The Lesson of the Barclays Center". The New Yorker. Archived from the original on May 21, 2023. Retrieved May 21, 2023.
179. "Barclays Center Transit Plaza at Atlantic Yards". Greenroofs.com. February 6, 2019. Archived from the original on May 21, 2023. Retrieved May 21, 2023.
180. Atlantic Avenue Control House (PDF) (Report). National Register of Historic Places, National Park Service. May 6, 1980. Archived (PDF) from the original on May 21, 2023. Retrieved January 1, 2021.
181. "Times Plaza and Atlantic Terminal and Times Control House". Historic Districts Council's Six to Celebrate. May 8, 2015. Archived from the original on May 21, 2023. Retrieved May 21, 2023.
182. Framberger, David J. (1978). "Architectural Designs for New York's First Subway" (PDF). Historic American Engineering Record. pp. 1–46 (PDF pp. 367–412) This article incorporates text from this source, which is in the public domain.. Archived (PDF) from the original on January 17, 2021. Retrieved December 20, 2020.
183. 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.
184. Dougherty, Peter (2021). Tracks of the NYC Subway 2022 Edition. Tracks of the NYC Subway. ISBN 978-1-7379767-0-7.
185. "2 Subway Timetable, Effective June 26, 2022". Metropolitan Transportation Authority. Retrieved June 28, 2024.
186. "3 Subway Timetable, Effective June 30, 2024". Metropolitan Transportation Authority. Retrieved June 28, 2024.
187. "4 Subway Timetable, Effective December 4, 2022". Metropolitan Transportation Authority. Retrieved June 28, 2024.
188. "5 Subway Timetable, Effective June 30, 2024". Metropolitan Transportation Authority. Retrieved June 28, 2024.
189. "Subway Map" (PDF). Metropolitan Transportation Authority. September 2021. Retrieved September 17, 2021.
190. Scott, Charles (1978). "Design and Construction of the IRT: Civil Engineering" (PDF). Historic American Engineering Record. pp. 208–282 (PDF pp. 209–283) This article incorporates text from this source, which is in the public domain.. Archived (PDF) from the original on January 17, 2021. Retrieved December 20, 2020.
191. Williams, Keith (August 16, 2018). "Weird Subway Quirks, Addressed". The New York Times. ISSN 0362-4331. Archived from the original on June 3, 2023. Retrieved June 3, 2023.
192. "Q Subway Timetable, Effective June 30, 2024". Metropolitan Transportation Authority. Retrieved June 28, 2024.
193. "B Subway Timetable, Effective June 30, 2024". Metropolitan Transportation Authority. Retrieved June 28, 2024.
194. "Citizens Win Transit Victory". The Brooklyn Citizen. January 31, 1916. p. 1. Archived from the original on May 25, 2023. Retrieved May 25, 2023 – via newspapers.com.
195. "P.S.C. Asks Passage of Fulton "L" Link". The Brooklyn Daily Eagle. February 19, 1917. p. 18. Archived from the original on May 25, 2023. Retrieved May 25, 2023 – via newspapers.com.
196. "R Subway Timetable, Effective June 30, 2024". Metropolitan Transportation Authority. Retrieved June 28, 2024.
197. "D Subway Timetable, Effective June 30, 2024". Metropolitan Transportation Authority. Retrieved June 28, 2024.
198. "N Subway Timetable, Effective December 17, 2023". Metropolitan Transportation Authority. Retrieved June 28, 2024.
199. "W Subway Timetable, Effective December 17, 2023". Metropolitan Transportation Authority. Retrieved June 28, 2024.
200. "Plans Pushed to Mark Fulton 'L's" Last Run". The Brooklyn Daily Eagle. May 27, 1940. p. 12. Archived from the original on October 16, 2019. Retrieved October 16, 2019 – via newspapers.com.
201. "Will Open on Monday". The Brooklyn Daily Eagle. November 1, 1888. p. 5. Archived from the original on July 30, 2019. Retrieved May 24, 2023.
202. Roess, R.P.; Sansone, G. (2012). The Wheels That Drove New York: A History of the New York City Transit System. Springer Tracts on Transportation and Traffic. Springer Berlin Heidelberg. p. 126. ISBN 978-3-642-30484-2. Archived from the original on May 24, 2023. Retrieved May 24, 2023.
203. "Map showing the Brooklyn Rapid Transit system – Map Collections". Map Collections. May 5, 2020. Archived from the original on May 25, 2023. Retrieved May 25, 2023.
204. Reports of Decisions of the Public Service Commission, First District, of the State of New York. commission. 1912. p. 500. Archived from the original on May 24, 2023. Retrieved May 24, 2023.
205. Cudahy, Brian J. (1988). Under the Sidewalks of New York: The Story of the Greatest Subway System in the World. S. Greene Press. p. 88. ISBN 978-0-8289-0685-2.
206. "L Cars Plunge to Street; Six Killed in Derailment at Flatbush and Atlantic Aves". The Brooklyn Daily Eagle. June 25, 1923. p. 1. Archived from the original on May 25, 2023. Retrieved May 25, 2023 – via newspapers.com.
207. "B.M.T. 'El' Lines to Shift Service; City to Close 2 Sections This Week; New Schedules Affect Fulton St., Lexington Ave. and Culver Roads—Free Transfers to the Independent System at Some Stations". The New York Times. May 27, 1940. ISSN 0362-4331. Archived from the original on February 19, 2018. Retrieved August 2, 2016.
208. Sparberg, Andrew J. (October 1, 2014). From a Nickel to a Token: The Journey from Board of Transportation to MTA. Fordham University Press. ISBN 9780823261901.
209. "Photo of the Week: Elevated Train Station |". www.brooklynhistory.org. Archived from the original on March 19, 2019. Retrieved August 2, 2016.
210. "1940: What's Going On". The New York Public Library. Archived from the original on June 29, 2019. Retrieved August 2, 2016.
211. "New Times Location Benefit to Readers". Brooklyn Times Union. March 28, 1914. p. 18. Archived from the original on May 21, 2023. Retrieved May 21, 2023 – via newspapers.com.
212. "Times Square Now Centre of Traffic; Subways Alone Lead Brooklyn Bridge With the Elevated Lines Included". The New York Times. December 9, 1923. ISSN 0362-4331. Archived from the original on May 25, 2023. Retrieved May 25, 2023.
213. "New York City's Busiest Subway Stations". The Wall Street Journal. April 20, 2015. ISSN 0099-9660. Archived from the original on May 8, 2023. Retrieved May 8, 2023.
214. "Annual Subway Ridership (2018–2023)". Metropolitan Transportation Authority. 2023. Retrieved April 20, 2024.
215. "Subway and bus ridership for 2020". MTA. August 31, 2020. Archived from the original on October 31, 2021. Retrieved July 8, 2022.
216. "Subway and bus ridership for 2021". MTA. Archived from the original on August 20, 2023. Retrieved August 28, 2023.

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.

External links

• nycsubway.org – Brooklyn IRT: Atlantic Avenue
• nycsubway.org – BMT Brighton Line: Atlantic Avenue
• nycsubway.org – BMT 4th Avenue: Pacific Street
• nycsubway.org – Brooklyn IRT Contract 2 map: (includes current and former track configurations, and provisions for future connections)
• MTA's Arts For Transit — Atlantic Avenue–Pacific Street