:Fourth Avenue/Ninth Street station

The Ninth Street station was constructed as part of the Fourth Avenue Line, and was the first part of this station complex to open. The plan for the line was initially adopted on June 1, 1905.{{Cite journal|last=Rogoff|first=David|date=May 1961|title=The Fourth Ave. Subway|url=https://drive.google.com/file/d/0BzKvSWhrQBW4d3pvOGZaSERiZEhpQ24xT19DTktkQUVlLW5j/view|journal=New York Division Bulletin|publisher=Electric Railroaders' Association|pages=2–10|access-date=May 8, 2017}} The Rapid Transit Commission was succeeded on July 1, 1907, by the New York State Public Service Commission (PSC), which approved the plan for the line in late 1907.{{Cite book|url=https://hdl.handle.net/2027/uiug.30112067596715?urlappend=%3Bseq=24|title=Fourth Avenue Subway, Brooklyn's New Transportation Line: A Part of the Dual System of Rapid Transit of the City of New York|date=June 19, 1915|publisher=Public Service Commission|location=New York City|page=18|hdl=2027/uiug.30112067596715?urlappend=%3Bseq=24|language=en|via=HathiTrust}}{{Cite news|via=newspapers.com {{open access}}|url=https://www.newspapers.com/clip/48901678/|title=Fourth Avenue Subway Is Sent To A Committee|date=March 20, 1908|work=The Brooklyn Daily Eagle|access-date=May 4, 2017|pages=1–2|language=en}} The contract for the section of the line that included the Ninth Street station, Route 11A2, which extended from 10th Street to Sackett Street, was awarded on May 22, 1908, to the E.E. Smith Construction Company for $2,296,234.93 ({{inflation|fmt=eq|index=US|value=2296234.93|start_year=1908|r=-3}}). The New York City Board of Estimate approved the contract on October 29, 1909.{{Cite news|url=https://bklyn.newspapers.com/image/53922207/|title=Fourth Avenue Subway To Be Political Issue|date=December 11, 1908|work=The Brooklyn Daily Eagle|access-date=May 4, 2017|page=1|language=en}} Construction on the segment started on December 20, 1909, and was completed in September 1912. The South Brooklyn Board of Trade proposed in 1910 to change the Ninth Street and DeKalb Avenue stations from local to express stops, as well as changing the Pacific Street station from an express stop to a local stop, but this was not done.{{Cite news |date=April 2, 1910 |title=Board Will Suggest Change in Subway Plans |pages=3 |work=The Brooklyn Daily Eagle |url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-board-will-sugg/125081487/ |access-date=May 21, 2023}}

As part of negotiations between New York City, the Brooklyn Rapid Transit Company (BRT), and the Interborough Rapid Transit Company for the expansion of the city's transit network, the line was leased to a subsidiary of the BRT. The agreement, known as Contract 4 of the Dual Contracts, was signed on March 19, 1913. Ninth Street 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.{{cite book |last=Cudahy |first=Brian J. |title=How We Got to Coney Island: The Development of Mass Transportation in Brooklyn and Kings County |publisher=Fordham University Press |year=2009 |isbn=978-0-8232-2211-7 |url=https://books.google.com/books?id=cJGUDwAAQBAJ&pg=PA218 |access-date=April 24, 2020 |pages=217–218}}{{cite web |via=newspapers.com {{open access}}|url=https://www.newspapers.com/clip/48814840/ |title=Through Tube to Coney, 48 Minutes: First Train on Fourth Avenue Route Beats West End Line Eleven Minutes |date=June 22, 1915|publisher=Brooklyn Daily Eagle |access-date=June 29, 2015}} 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.

On June 27, 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, Ninth Street's platforms would have been lengthened from {{Convert|435|feet|meters}} to {{Convert|530|feet|meters}}.{{Cite book|last=Legislature|first=New York (State)|url=https://books.google.com/books?id=-ugaAQAAIAAJ&q=%22union+street%22+LENGTHENING&pg=RA3-PA100|title=Second Annual Report of the Transit Commission (For the Calendar Year 1922)|date=1923|publisher=New York State Transit Commission|pages=100|language=en}}{{Cite book|url=https://books.google.com/books?id=u5kT80_w6rYC&q=%22union+street%22+%22530+feet%22&pg=PA1277|title=Proceedings of the Transit Commission, State of New York Volume III From January 1 to December 31, 1923|date=1923|publisher=New York State Transit Commission|pages=1277|language=en}} Though the Transit Commission ordered the BMT to lengthen these platforms in September 1923, no further progress was made until February 16, 1925, when the New York City Board of Transportation (NYCBOT) commissioned its engineers to examine platform-lengthening plans for this and eleven other stations along the Fourth Avenue Line. It estimated the project would cost $633,000 ({{inflation|fmt=eq|index=US|value=633000|start_year=1925|r=-3}}).{{Cite news|date=February 17, 1925|title=12 B-M. T. Stations To Be Lengthened|work=The New York Times|url=https://www.nytimes.com/1925/02/17/archives/12-bm-t-stations-to-be-lengthehed-transportation-board-orders.html|access-date=May 4, 2017|issn=0362-4331}} The NYCBOT received bids for the project on February 25, 1926.{{Cite news|via=newspapers.com {{open access}}|url=https://www.newspapers.com/clip/48193500/the-brooklyn-citizen/|title=Board Receives Platform Bids For B.M.T. Lines. Six Companies Submit Prices for Extending Subway Stations|date=February 26, 1926|work=The Brooklyn Citizen|access-date=April 7, 2020|pages=5}} The contract was awarded to the Corson Construction Company for $345,021 ({{inflation|fmt=eq|index=US|value=345021|start_year=1926|r=-3}}).{{Cite news|via=newspapers.com {{open access}}|url=https://www.newspapers.com/clip/48193684/the-standard-union/|title=Brooklyn Wins Big Improvement Fund|date=March 18, 1926|work=Brooklyn Standard Union|access-date=April 7, 2020|pages=20}} The extensions opened on August 1, 1927.{{cite news|url=https://www.newspapers.com/clip/49706640/|title=B.M.T. Stations Ready For Eight-Car Trains|date=August 1, 1927|work=Brooklyn Standard Union|access-date=April 9, 2020|page=1|via=newspapers.com {{open access}}}}

The Fourth Avenue station was constructed as part of the Culver (South Brooklyn) Line of the Independent Subway System (IND). One of the goals of Mayor John Hylan's IND, proposed in the 1920s, was a line to Coney Island, reached by a recapture of the BMT Culver Line.{{Cite news|date=July 12, 1932|title=Plan to Recapture Culver Line Ready|language=en-US|page=9|work=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1932/07/12/100833858.pdf|access-date=March 27, 2020|issn=0362-4331}}{{Cite news|date=March 21, 1925|title=New Subway Routes in Hylan Program to Cost $186,046,000|language=en-US|page=1|work=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1925/03/21/101651400.pdf|access-date=March 27, 2020|issn=0362-4331}} As originally designed, service to and from Manhattan would have been exclusively provided by Culver express trains, while all local service would have fed into the IND Crosstown Line.{{cite report|url=http://web.mta.info/nyct/service/pdf/F_express.pdf|title=Feasibility and Analysis of F Express Service in Brooklyn|date=May 2016|work=Metropolitan Transportation Authority|access-date=June 24, 2016|url-status=live|archive-url=https://web.archive.org/web/20160527062554/http://web.mta.info/nyct/service/pdf/F_express.pdf|archive-date=May 27, 2016}}

In 1925, the IND finalized plans to build the line. The line's path crossed the Gowanus Canal, and the IND originally wanted to build a deep-river tunnel under the canal. To save money, the IND built a viaduct over the canal instead, resulting in the creation of the only above-ground section of the original IND.{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1932/09/10/100849529.pdf|title=Gay Midnight Crowd Rides First Trains in New Subway|date=September 10, 1932|work=New York Times|access-date=April 24, 2018|page=1}}{{Cite news|url=https://www.nytimes.com/1927/07/17/archives/submits-new-plan-for-brooklyn-tube-transportation-board-says.html|title=Submits New Plan For Brooklyn Tube; Transportation Board Says Revised Project Would Save the City $12,000,000, No Tunnel Under Canal Bridge Over Gowanus Stream and Enclosed Viaduct Now Is Proposed.|date=July 17, 1927|work=The New York Times|access-date=April 23, 2018|language=en-US|issn=0362-4331}} The first section of the line opened on March 20, 1933, from Jay Street to Bergen Street.{{Cite news|url=https://www.nytimes.com/1933/03/21/archives/city-subway-adds-link-extension-to-bergensmith-street-station-in.html|title=City Subway Adds Link.; Extension to Bergen-Smith Street Station in Brooklyn Opened.|date=March 21, 1933|work=The New York Times|access-date=April 23, 2018|language=en-US|issn=0362-4331}} The line was extended from Bergen Street to Church Avenue on October 7, 1933, including the Fourth Avenue station.{{cite web|title=Independent Subway Services Beginning in 1932|url=http://www.thejoekorner.com/lines/Indhistory.htm|date=August 21, 2013|website=thejoekorner.com|url-status=live|archive-url=https://web.archive.org/web/20191122080736/http://www.thejoekorner.com/lines/Indhistory.htm|archive-date=November 22, 2019|access-date=August 2, 2015}}
Information adapted from:

• {{Cite report|date=Fall 1968|title=New York Division Bulletin|edition=October and November 1968|publisher=Electric Railroaders' Association, Inc.}}{{Cite news|date=October 7, 1933|title=City Subway Extended|language=en-US|page=16|work=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1933/10/07/99935842.pdf|access-date=December 18, 2018|issn=0362-4331}}

The city government took over the BMT's operations on June 1, 1940.{{Cite news|date=June 2, 1940|title=B.M.T. Lines Pass to City Ownership; $175,000,000 Deal Completed at City Hall Ceremony-- Mayor 'Motorman No. 1'|language=en-US|work=The New York Times|url=https://www.nytimes.com/1940/06/02/archives/bmt-lines-pass-to-city-ownership-175000000-deal-completed-at-city.html|access-date=May 14, 2022|issn=0362-4331|archive-url=https://web.archive.org/web/20210719094900/https://www.nytimes.com/1940/06/02/archives/bmt-lines-pass-to-city-ownership-175000000-deal-completed-at-city.html|archive-date=July 19, 2021|url-status=live}}{{cite news |date=June 2, 1940 |title=City Takes Over B. M. T. System; Mayor Skippers Midnight Train |page=1 |work=New York Herald Tribune |id={{ProQuest|1243059209}}}} A free transfer point was established between the two stations on May 28, 1959, to compensate for the loss of through Culver service via the Fourth Avenue Line.{{Cite journal|last=Linder|first=Bernard|date=August 1966|title=Culver Shuttle|journal=New York Division Bulletin|publisher=Electric Railroaders' Association}}

In July 1959, the New York City Transit Authority (NYCTA) announced that it would install fluorescent lighting at the Ninth Street 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.{{Cite news|via=newspapers.com {{open access}}|url=https://www.newspapers.com/clip/47783394/bay-ridge-home-reporter/|title=Our Subway Stations To Be Brighter|date=July 10, 1959|work=Bay Ridge Home Reporter|access-date=April 7, 2020|pages=2}}

In the 1960s, the NYCTA started a project to lengthen station platforms on its lines in Southern Brooklyn to {{Convert|615|feet|meters|abbr=}} to accommodate 10-car trains.{{Cite book|title=New York City Transit Authority Annual Report For The Year June 30, 1960|publisher=New York City Transit Authority|year=1960|pages=16–17}} On July 14, 1967, the NYCTA awarded a contract to conduct test borings at eleven stations on the Fourth Avenue Line, including Ninth Street, to the W. M. Walsh Corporation for $6,585 ({{inflation|fmt=eq|index=US|value=6585|start_year=1967}}) in preparation of the construction of platform extensions.{{Cite book|url=https://books.google.com/books?id=HJTVAAAAMAAJ&q=borings+JULY|title=Minutes and Proceedings|date=1967|publisher=New York City Transit Authority|pages=379–380|language=en}} The NYCTA issued an invitation for bids on the project to extend the platforms at stations along the Fourth Avenue Line between Pacific Street and 36th Street, including those at Ninth Street, on March 28, 1969.{{Cite book|url=https://books.google.com/books?id=-HNIAQAAIAAJ&q=Group+XXX|title=Engineering News-record|date=1969|publisher=McGraw-Hill|pages=63|language=en}} Funding for the renovation projects came out of the NYCTA's 1969–1970 Capital Budget, costing $8,177,890 ({{inflation|fmt=eq|index=US|value=8177890|start_year=1969|r=-3}}) in total.{{Cite book|url=https://books.google.com/books?id=c-gxGpL_JNQC&q=10-car|title=Proceedings of the New York City Transit Authority Relating to Matters Other Than Operation|date=1969|publisher=New York City Transit Authority|pages=280, 435, 487|language=en}}

As part of the renovation project, the station's platforms were extended, and the station's elaborate mosaic tile walls were covered over with {{convert|8|by|16|in|cm|adj=on}} white cinderblock tiles. The latter change, which was also made to 15 other stations on the BMT Broadway and Fourth Avenue Lines, was criticized for being dehumanizing. The NYCTA spokesman stated that the old tiles were in poor condition and that the change was made to improve the appearance of stations and provide uniformity. Furthermore, it did not consider the old mosaics to have "any great artistic merit".{{Cite news|last=Burks|first=Edward C.|url=https://www.nytimes.com/1970/02/21/archives/subways-colored-tile-gets-cover-up-job.html|title=Subways' Colored Tile Gets Cover-Up Job|date=February 21, 1970|work=The New York Times|access-date=April 7, 2020|language=en-US|issn=0362-4331}}

In 2007, the Metropolitan Transportation Authority (MTA) announced a three-year renovation project of the elevated Culver Viaduct.{{cite news|url=http://www.brooklynpaper.com/stories/30/46/30_46finggreat.html|title=Fix for Fourth Avenue station looks F'ing great|last=McLaughlin|first=Mike|date=November 24, 2007|work=The Brooklyn Paper|access-date=November 27, 2007}} The work area covers from south of Carroll Street to north of Ditmas Avenue. For Phase 2A of the project, a temporary platform was built over the southbound express track to allow northbound trains to stop at the station. The platform was then removed for Phase 2B. For Phase 3A a temporary platform was built over the northbound express track to allow southbound trains to stop. Reconstruction of the Fourth Avenue station was completed in April 2013. As part of the project, the arch bridge over Fourth Avenue was restored with the elimination of billboards and the removal of paint over the windows.{{cite web|url=http://cdn-sas.secondavenuesagas.com/wp-content/uploads/Culver%20Presentation.pdf|title=Culver Line Rehabilitation: Presentation to Community Board 6 Transportation Committee – November 15, 2007|date=November 15, 2007|website=secondavenusagas.com|publisher=Metropolitan Transportation Authority|archive-url=https://web.archive.org/web/20150907045743/http://cdn-sas.secondavenuesagas.com/wp-content/uploads/Culver%20Presentation.pdf|archive-date=September 7, 2015|url-status=live|access-date=September 7, 2015}} The station received a public address system as part of the project. In addition, the MTA reopened the east station house to the station, after it had been closed for over 40 years.{{cite news|url=http://www.mta.info/news/2012/02/23/4th-avenue-east-side-station-house-reopens|title=4th Avenue East Side Station House Reopens|date=February 23, 2012|work=mta.info|access-date=February 24, 2012|publisher=Metropolitan Transportation Authority|archive-date=November 2, 2014|archive-url=https://web.archive.org/web/20141102033511/http://www.mta.info/news/2012/02/23/4th-avenue-east-side-station-house-reopens|url-status=dead}}

Before 2009, G service terminated at Smith–Ninth Streets, one stop to the north. Terminating southbound trains used the switches just west of Fourth Avenue to enter the southbound express tracks. After being stored on the southbound express track, the G trains would start their Queens-bound runs by using the switches to enter the northbound local track.{{cite web|url=http://web.mta.info/nyct/service/G_Appendices_7_10_13.pdf|title=Review of the G Line: Appendices|date=July 10, 2013|publisher=Metropolitan Transportation Authority|access-date=October 28, 2015|archive-date=January 27, 2016|archive-url=https://web.archive.org/web/20160127233038/http://web.mta.info/nyct/service/G_Appendices_7_10_13.pdf|url-status=dead}} The switches were taken out of regular service in 2009, when the viaduct's reconstruction started and the G was extended to Church Avenue.{{Cite web|url=http://www.mta.info/nyct/service/GserviceChanges.htm|title=MTA NYC Transit – Service Advisory|date=July 2009|website=mta.info|publisher=Metropolitan Transportation Authority|archive-url=https://web.archive.org/web/20090709084851/http://www.mta.info/nyct/service/GserviceChanges.htm|archive-date=July 9, 2009|url-status=bot: unknown|access-date=October 30, 2016}}

As part of its 2025–2029 Capital Program, the MTA has proposed making the station wheelchair-accessible in compliance with the Americans with Disabilities Act of 1990.{{Cite web|url=https://new.mta.info/document/151266|title=2025-2029 Capital Plan|date=September 25, 2024|website=mta.info|publisher=Metropolitan Transportation Authority|page=187 (PDF p. 95)|access-date=January 1, 2025}}

File:Entrance 4Av9St.jpg

This station has five entrances. There is one entrance each in the vestibules on both sides of 4th Avenue between 9th and 10th Streets. There is also an entrance on the north side of 10th Street west of Fourth Avenue, which leads to the southbound BMT Fourth Avenue Line and both IND Culver Line platforms. The other two are entrances on either northern corner of 4th Avenue and 9th Street, and lead directly to the BMT Fourth Avenue Line platforms.{{cite web|title=MTA Neighborhood Maps: Red Hook|url=http://web.mta.info/maps/neighborhoods/bkn/B2_Red_Hook_2015.pdf|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=August 2, 2015|date=2015}}{{cite web|title=MTA Neighborhood Maps: Park Slope|url=http://web.mta.info/maps/neighborhoods/bkn/B3_Park_Slope_2015.pdf|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=August 2, 2015|date=2015}}

{{Clear}}

{{Infobox NYCS

| name = 4 Avenue

| image = 4th Avenue - Manhattan-Queens Bound Platform.jpg

| image_caption = Manhattan/Queens-bound platform

| division = IND

| line = IND Culver Line

| service = Culver IND north local

| platforms = 2 side platforms

| tracks = 4

| structure = Elevated

| open_date = {{start date and age|1933|10|7}}

| accessible = future

| adjacent_stations = {{Adjacent stations|system=New York City Subway

| line1 = Culver local north

| left1 = Smith–Ninth Streets

| right1 = Seventh Avenue

| note-row2 = {{Rail-interchange|nycs|Fd}} does not stop here}}

| legend = {{NYCS infobox legend|alltimes}}

| hide_traffic = yes

| embedded =

----{{Infobox NRHP

| embed = yes

| name = 4th Avenue Station (IND)

| added = July 6, 2005

| mpsub = New York City Subway System MPS

| refnum = 05000673{{Cite web |url=http://nrhp.focus.nps.gov |title=NPS Focus |work=National Register of Historic Places |publisher=National Park Service |access-date=December 24, 2011}}

}}

| layout = {{Routemap|inline=y

| legend = track

| map =

numN060

uvSTR!~MFADEg\d\uvSTR!~MFADEg ~~ ~~ ~~ to {{stl|NYCS|Smith–Ninth Streets}}

uvSTRf\uexdENDEa\uvSTRg ~~ ~~ ~~ Former siding

uvSTR\uexdSTR\uvSTR

uvSTR\uexdSTR\uvSTR

uSHI1l!~uSHI1c1\uexSPLa!~uvSHI1+r-SHI1+l\uSHI1c4!~uSHI1r

udSTR\uvÜSTl\udSTR

uvÜST\uvÜST

udSTR\uvÜSTr\udSTR

cPLT\ubvvvSTR\cPLT

cPLT\ubvvvSTR\cPLT

cPLT\ubvvvSTR\cPLT

cPLT\ubvvvSTR\cPLT

utvSTRa\utvSTRa

utvSTRf\utvSTRg

utvSTR!~MFADEf\utvSTR!~MFADEf ~~ ~~ ~~ to {{stl|NYCS|Seventh Avenue|Culver}}

}}

}}

The Fourth Avenue station is a local station on the IND Culver Line that has four tracks and two side platforms. The station is between {{stl|NYCS|Smith–Ninth Streets}} to the north and {{stl|NYCS|Seventh Avenue|Culver}} to the south.{{NYCS const|map}} It is one of the only two elevated stations in the original IND system.{{cite web|url=https://s3.amazonaws.com/NARAprodstorage/lz/electronic-records/rg-079/NPS_NY/05000673.pdf|title=Historic Structures Report: 4th Avenue Subway Station (IND)|date=July 6, 2005|publisher=National Register of Historic Places, National Park Service|access-date=February 2, 2020}}{{rp|3}} The platforms are the IND's usual length of {{Convert|660|feet|meters}}, and the width of the platforms is {{Convert|16|feet|meters}}.{{Cite book|url=https://books.google.com/books?id=w8cDPQAACAAJ|title=Building the Independent Subway|last=Kramer|first=Frederick A.|date=January 1, 1990|publisher=Quadrant Press|isbn=9780915276509|language=en}} Both platforms have tan brick windscreens and column-less cantilevered windscreens along their entire lengths except for a small portion of the west (railroad north) end. Above Fourth Avenue, the platform walls consist of massive steel arches with glass panes; each arch is anchored between two limestone-and-brick piers, one on either side of the arch. Running along the top of the arches are straight brick piers with patterns.{{rp|3}} The windows were formerly painted over, and billboards affixed to the outside of each arch; these were removed in the 2012 renovation.{{cite web|url=http://gothamist.com/news/after-over-40-years-mta-reopens-4th-avenue-9th-street-station-house|title=After Over 40 Years, MTA Reopens 4th Avenue-9th Street Station House|date=February 23, 2012|website=Gothamist|access-date=April 15, 2020}}{{cite web|url=https://brooklyneagle.com/articles/2012/02/23/subway-entrance-at-4th-ave-and-9th-st-reopens-after-40-years/|title=Subway Entrance At 4th Ave. and 9th St. Reopens After 40 Years|date=February 23, 2012|website=Brooklyn Eagle|access-date=April 15, 2020}}

The station has a crew quarters structure over both platforms which is constructed of buff brick with evidence of covered windows. These structures contain granite bases. Characteristic of the Art Deco style, the crew quarters towers contain small setbacks. Repeating chevron designs are located along the center of each tower, while limestone bands are located atop the parapets and setbacks on each tower.{{Rp|4}}

This station's fare control area is at street level underneath the platforms and tracks and built within the viaduct's concrete structure.{{Rp|4}} Two staircases from each platform go down to an I-shaped mezzanine{{Rp|5}} (where mosaics reading "MEN" and "WOMEN" for two now-closed restrooms are visible) before three staircases go down to the turnstile bank. Outside fare control, there is a token booth and two sets of entry/exit doors, one to the west side of Fourth Avenue directly underneath the viaduct and the other to the north side of Tenth Street. Both entrances have their original lit-up IND "SUBWAY" sign while mosaic direction tiles reading "To Coney Island" and "To Manhattan" are in the mezzanine.{{rp|3–4}} Storefronts are located inside the viaduct at ground level.{{Rp|5}}

The western fare control area has a single staircase going down to the extreme south end of the Bay Ridge-bound platform of Ninth Street on the BMT Fourth Avenue Line. The extreme east (railroad south) ends of each platform have a single staircase going down to the entrance to the east side of Fourth Avenue underneath the viaduct at ground level. Another staircase from this eastern landing goes down to the Manhattan-bound platform of Ninth Street. The staircase and mezzanine areas have yellow-tiled walls, with tile accents of green.{{Rp|5}}

West of this station was a short stub-end reversing spur entered only from this station. It remained level between the two express tracks while the other tracks ramped up toward Smith–Ninth Streets. The track was removed during overhaul of the Culver Viaduct from 2007 to 2013.{{Cite web|url=http://ltvsquad.com/2011/02/21/highest-lowpoint/|title=Highest Lowpoint|last=Anastasio|first=Joseph|date=February 21, 2011|website=LTV Squad|language=en|access-date=December 18, 2018}}{{Cite web|url=https://www.nycsubway.org/perl/show?144987|title=Disused center trackway on viaduct|last=King|first=Nicole|website=www.nycsubway.org|access-date=December 18, 2018}} East of this station, the line enters a tunnel toward Seventh Avenue.{{NYCS const|trackref|trackbook3}} That station is underground, but at a higher altitude than this elevated station due to the steep slope of the land (hence the neighborhood name of Park Slope).

The station was originally served by the A train. In 1936, the A was rerouted to the IND Fulton Street Line and was replaced by E trains from the Queens Boulevard Line. In 1937, the connection to the IND Crosstown Line opened and {{NYCS|GG}} (later renamed the G) trains were extended to Church Avenue, complementing the E. In December 1940, after the IND Sixth Avenue Line opened, E trains were replaced by the {{NYCS|F}}, and the GG was cut back to Smith–Ninth Streets. Following the completion of the Culver Ramp in 1954,{{cite web|url=https://www.flickr.com/photos/127872292@N06/16964213100/|title=NYCTA- Pass for Culver Line Ceremonies – 1954|date=1954|work=flickr.com|publisher=New York City Transit Authority|access-date=August 14, 2016}}{{Cite news|date=October 29, 1954|title=Adequate Transit Promised For City|language=en-US|page=25|work=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1954/10/29/85672883.pdf|access-date=April 23, 2018|issn=0362-4331}} {{NYCS|D}} Concourse Express trains replaced F service to Coney Island.{{cite book|last=Sparberg|first=Andrew J.|url=https://books.google.com/books?id=oktGCgAAQBAJ&pg=PA111|title=From a Nickel to a Token: The Journey from Board of Transportation to MTA|date=October 1, 2014|publisher=Fordham University Press|isbn=978-0-8232-6190-1}} In November 1967, the Chrystie Street Connection opened and D trains were rerouted via the Manhattan Bridge and the BMT Brighton Line to Coney Island. F trains were extended once again via the Culver Line.{{Cite news|last=Perlmutter|first=Emanuel|date=November 16, 1967|title=Subway Changes To Speed Service|language=en-US|work=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1967/11/16/90418352.pdf|access-date=April 23, 2018|issn=0362-4331}}

The station acted as a local-only station from 1968 to 1976, when F trains ran express in both directions between Bergen Street and Church Avenue during rush hours.{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1969/06/08/284714212.pdf|title='F' Line Rush-Hour Service Will Be Added in Brooklyn|date=June 8, 1969|issn=0362-4331|work=The New York Times|access-date=August 26, 2016}} G trains were extended from Smith–Ninth Streets to Church Avenue to provide local service.{{cite report|url=http://www.nysenate.gov/files/pdfs/flinereport_0.pdf|title=Review of F Line Operations, Ridership, and Infrastructure|date=October 7, 2009|website=nysenate.gov|publisher=MTA New York City Transit Authority|url-status=dead|archive-url=https://web.archive.org/web/20100531101000/http://www.nysenate.gov/files/pdfs/flinereport_0.pdf|archive-date=May 31, 2010|access-date=July 28, 2015}} Express service between Bergen and Church ended in 1976 due to budgetary concerns and passenger complaints, and the GG, later renamed the G, was again terminated at the Smith–Ninth Streets station.{{Cite news|last=Geberer|first=Raanan|url=https://brooklyneagle.com/articles/2013/03/06/light-at-end-of-tunnel-f-train-express-may-return/|title=Light at End of Tunnel: F Train Express may return|date=March 6, 2013|work=Brooklyn Daily Eagle|access-date=July 28, 2015|url-status=live|archive-url=https://web.archive.org/web/20200327221627/https://brooklyneagle.com/articles/2013/03/06/light-at-end-of-tunnel-f-train-express-may-return/|archive-date=March 27, 2020}}

In July 2009, the G was again extended from its terminus at Smith–Ninth Streets to a more efficient terminus at Church Avenue to accommodate the rehabilitation of the Culver Viaduct.{{cite report|url=http://web.mta.info/nyct/service/G_LineReview_7_10_13.pdf|title=Review of the G Line|date=July 10, 2013|publisher=Metropolitan Transportation Authority|access-date=August 2, 2015|archive-url=https://web.archive.org/web/20191224164006/http://web.mta.info/nyct/service/G_LineReview_7_10_13.pdf|archive-date=December 24, 2019|website=mta.info}} The G extension was made permanent in July 2012.{{Cite news|url=https://www.nytimes.com/2012/07/20/nyregion/service-restoration-on-mta-subway-and-bus-lines.html|title=M.T.A. Subway, Train and Bus Services to be Restored|last=Flegenheimer|first=Matt|date=July 19, 2012|work=The New York Times|access-date=April 23, 2018|language=en-US|issn=0362-4331}} In July 2019, the MTA revealed plans to restore express service on the Culver Line between Jay Street and Church Avenue. Express service started on September 16, 2019.{{Cite news|last=Barone|first=Vincent|date=July 9, 2019|title=Limited F express service coming to Brooklyn for rush hour|language=en|website=AMNY|url=https://www.amny.com/transit/f-express-train-1.33648949/|url-status=live|access-date=July 9, 2019|archive-url=https://web.archive.org/web/20191003114752/https://www.amny.com/transit/f-express-train-1.33648949|archive-date=October 3, 2019}}{{cite press release|date=July 10, 2019|title=MTA NYC Transit Adding Limited F Express Service for Brooklyn Residents with Longest Commutes|url=http://www.mta.info/press-release/nyc-transit/mta-nyc-transit-adding-limited-f-express-service-brooklyn-residents|publisher=New York City Transit|access-date=July 10, 2019|archive-url=https://web.archive.org/web/20190914235449/http://www.mta.info/press-release/nyc-transit/mta-nyc-transit-adding-limited-f-express-service-brooklyn-residents|url-status=live|archive-date=September 14, 2019}}

File:4th Avenue EB platform demolition jeh.jpg|Demolition of the old platform during construction

File:4 Av - 9th St - Entrance Under Bridge.jpg|One of two entrances under the bridge to the IND Culver Line platforms

File:G switching at 4ave.jpg|R46 {{NYCS|G}} train switching tracks at Fourth Avenue, when G service terminated at Smith–Ninth Streets prior to July 2009

File:NYCS IND Culver FourthAve.jpg|The platforms during snowfall in 2006

{{Clear}}

{{For|the demolished station at Ninth Street & Fifth Avenue|Ninth Street (BMT Fifth Avenue Line)}}

{{Infobox NYCS

| name = 9 Street

| image = BMT Fourth Avenue 9th Street Northbound Platform.jpg

| image_caption = Northbound platform

| division = BMT

| line = BMT Fourth Avenue Line

| service = Fourth center local

| service_header = Fourth center local header

| platforms = 2 side platforms

| tracks = 4

| structure = Underground

| open_date = {{start date and age|1915|06|22}}

| accessible = future

| hide_traffic = yes

| adjacent_stations = {{Adjacent stations|system=New York City Subway

| line = Fourth local

| left = Union Street

| right = Prospect Avenue

|note-left = {{NYCS Fourth local|time=1}}

|note-right = {{NYCS Fourth local|time=1}}}}

| legend = {{NYCS infobox legend|allexceptnights}}{{NYCS infobox legend|nightsonly}}{{NYCS infobox legend|rushonly}}{{NYCS infobox legend|rushpeak}}

| layout = {{NYCS 4-tracked local station|inline=y

| 1 = Union Street

| 2 = Prospect Avenue

| code = BMT Fourth Avenue Line

| deg = 330

}}

}}

The Ninth Street station on the BMT Fourth Avenue Line is a local station that has four tracks and two side platforms. The station is between {{stl|NYCS|Union Street|Fourth}} to the north and {{stl|NYCS|Prospect Avenue|Fourth}} to the south.{{NYCS const|map}} White tiled curtain walls separate the express tracks from the local tracks, with several openings that allow a view of the tracks from the platforms.{{Rp|page=854}}{{Cite web|url=http://www.subwaynut.com/ct/9m/9m9.jpg|title=Looking back down the Bensonhurst/Bay Ridge-bound side platform, with the white tiled wall between it and the express track at 9th Street.|last=Cox|first=Jeremiah|date=June 29, 2009|website=subwaynut.com|access-date=December 18, 2018}} The walls were intended to improve ventilation, as passing trains would push air forward, rather than to the sides of the tunnel.{{Rp|page=854}} Beige columns run along both platforms at the station's northern end where they were extended in 1970. The ceiling is lower in this section.{{Cite web|url=http://www.subwaynut.com/ct/9m/9m3.jpg|title=Looking down the ended portion of the platform at 9th Street, its extreme northern end where platform columns are and the ceiling is lower.|last=Cox|first=Jeremiah|date=October 21, 2005|website=subwaynut.com|access-date=December 18, 2018}}

Prior to the station's 1970 renovation, it was finished all in white and marble tile, and it had its own color scheme to allow regular passengers to identify the station based only on the color of the marble trimmings. Since the renovation, the station walls have consisted of white cinderblock tiles, except for small recesses in the walls, which contain yellow-painted cinderblock tiles. The yellow cinderblock field contains the station-name signs and black text pointing to the exits.{{Cite web|url=http://www.subwaynut.com/ct/9m/9m2.jpg|title=A 9 Street platform sign on a portion of the platform wall that's painted with Exit next to an arrow beneath it directing passengers to the station's exit. This text beneath the station's signs don't acknowledge the transfer to the IND and the F train at all.|last=Cox|first=Jeremiah|date=October 21, 2005|website=subwaynut.com|access-date=December 18, 2018}}

Each platform has one same-level fare control area in the middle. The one on the Manhattan-bound platform has a turnstile bank, token booth, and one staircase going up to the northeast corner of Ninth Street and Fourth Avenue. This fare control area still has the station's original trim line with "9" tablets at regular intervals.{{Cite web|url=http://www.subwaynut.com/ct/9m/9m15.jpg|title=More relics of the original station from the 1910s, terra-cotta reliefs above doors, probably where public restrooms used to be, an old and off incandescent light fixture, and a visible portion of the station's original trim-line at 9th Street|last=Cox|first=Jeremiah|date=June 29, 2009|website=subwaynut.com|access-date=December 18, 2018}} The fare control area on the Bay Ridge-bound platform is unstaffed, containing one High Entry/Exit Turnstile, one exit-only turnstile, a row of four low turnstiles, and a staircase to the northwest corner of Ninth Street and Fourth Avenue. A small section of the original trim line is visible here as well.{{Cite web|url=http://www.subwaynut.com/ct/9m/9m18.jpg|title=The gate is open, high entrance turnstile still on at the exit directly on the Bay Ridge-bound platform|last=Cox|first=Jeremiah|date=November 1, 2012|website=subwaynut.com|access-date=December 18, 2018}}

At the extreme south end of both platforms, staircases lead up to exit/entrance areas at street level.{{Rp|5}} The exit/entrance area on the Manhattan-bound (eastern) side of the station was closed for around 40 years before being reopened in February 2012. On each side, staircases go up to either of the IND platforms at Fourth Avenue.{{Rp|5}}

File:BMT Fourth Avenue 9th Street Mosaic Trim Remnant.jpg|Original mosaic trim remnant in the southbound fare area

File:BMT Fourth Avenue 9th Street Staircase To IND Section.jpg|Stairs leading up to street level and the IND station

File:9 St NB platform extension.jpg|Evidence of platform extensions

File:9 St NB fare control sealed doors.jpg|Blocked off doors at the northbound fare control area

File:9 St MVM NB platform.jpg|A MVM fronting the original tiled wall at the northbound fare control area

{{Clear}}

{{Reflist}}

{{Commons category}}

• {{NYCS ref|http://www.nycsubway.org/perl/stations?207:285|IND Crosstown|4th Avenue}}
• {{NYCS ref|http://www.nycsubway.org/perl/stations?216:3247|BMT 4th Avenue|9th Street}}
• Station Reporter — [https://web.archive.org/web/20070312211857/http://www.stationreporter.net/4th9th.htm 4th Avenue/Ninth Street Complex]
• The Subway Nut — [http://www.subwaynut.com/ct/9m/index.php 9th Street (M, R) Pictures]
• The Subway Nut — [http://www.subwaynut.com/ct/4f/index.php 4th Avenue (F, G) Pictures]
• [https://www.google.com/maps/@40.6704683,-73.9885798,3a,75y,136.73h,84.89t/data=!3m6!1e1!3m4!1sEI0xcpwl7eU1v3hMIQFeTA!2e0!7i13312!8i6656 Ninth Street entrance from Google Maps Street View]
• [https://www.google.com/maps/@40.6699015,-73.9892152,3a,75y,337.17h,81.7t/data=!3m6!1e1!3m4!1sxtJaUP8Di1wXDsB3y4L51A!2e0!7i13312!8i6656 Fourth Avenue west entrance under viaduct from Google Maps Street View]
• [https://www.google.com/maps/@40.6698943,-73.9890124,3a,75y,120.63h,79.87t/data=!3m6!1e1!3m4!1sLUxwrp_0P9ZkEEpHz-3iuw!2e0!7i13312!8i6656 Fourth Avenue east entrance under viaduct from Google Maps Street View]
• [https://www.google.com/maps/@40.6698492,-73.9894183,3a,75y,0.53h,84.03t/data=!3m6!1e1!3m4!1s5CucynNtJrfBILmSXou2Ng!2e0!7i16384!8i8192 Other entrance on 10th Street from Google Maps Street View]
• [https://www.google.com/maps/@40.6704021,-73.9897988,3a,75y,3.28h,88.1t/data=!3m7!1e1!3m5!1s-i1t8S61Tl88%2FV6LpDU0L0zI%2FAAAAAAAAO8E%2FBxXCSWjZCQ4eJLLZRB5_YEht567uI4wAwCLIB!2e4!6s%2F%2Flh4.googleusercontent.com%2F-i1t8S61Tl88%2FV6LpDU0L0zI%2FAAAAAAAAO8E%2FBxXCSWjZCQ4eJLLZRB5_YEht567uI4wAwCLIB%2Fw203-h100-p-k-no%2F!7i9728!8i4864!4m3!8m2!3m1!1e1!6m1!1e1 IND platforms from Google Maps Street View]
• [https://www.google.com/maps/@40.6708384,-73.9882663,3a,75y,227.05h,88.12t/data=!3m8!1e1!3m6!1s-UGpE2VV8zzA%2FV6LptpyLivI%2FAAAAAAAAO1E%2FxDf7IzHGLk8x4g5NsYv1EW2fEoQrBCJzQCLIB!2e4!3e11!6s%2F%2Flh3.googleusercontent.com%2F-UGpE2VV8zzA%2FV6LptpyLivI%2FAAAAAAAAO1E%2FxDf7IzHGLk8x4g5NsYv1EW2fEoQrBCJzQCLIB%2Fw203-h100-p-k-no%2F!7i9728!8i4864!4m3!8m2!3m1!1e1!6m1!1e1 BMT platform from Google Maps Street View]

{{NYCS stations navbox by service|lf=y|lg=y|lr=y}}

{{NYCS stations navbox by line|culver=yes|4ave=yes}}

{{National Register of Historic Places listings in Brooklyn}}

{{DEFAULTSORT:4th Avenue-9th Street (New York City Subway)}}

Category:IND Culver Line stations

Category:BMT Fourth Avenue Line stations

Category:New York City Subway transfer stations

Category:Park Slope

Category:New York City Subway stations in Brooklyn

Category:Railway and subway stations on the National Register of Historic Places in New York City

Category:Railway stations in the United States opened in 1915