IRT Nostrand Avenue Line

The Dual Contracts, which were signed on March 19, 1913, were contracts for the construction and/or rehabilitation and operation of rapid transit lines in the City of New York. The contracts were "dual" in that they were signed between the City and two separate private companies (the Interborough Rapid Transit Company and the Brooklyn Rapid Transit Company), all working together to make the construction of the Dual Contracts possible. The Dual Contracts promised the construction of several lines in Brooklyn. As part of Contract 3, the IRT agreed to build a subway line along Nostrand Avenue in Brooklyn.{{cite web|url=http://www.nycsubway.org/wiki/Chapter_5:_Terms_and_Conditions_of_Dual_System_Contracts|title=Terms and Conditions of Dual System Contracts|work=nycsubway.org|access-date=February 16, 2015}}{{cite web|url=http://www.nycsubway.org/wiki/The_Dual_System_of_Rapid_Transit_(1912)|title=The Dual System of Rapid Transit (1912)|website=nycsubway.org}}{{Cite news|url=https://www.newspapers.com/image/55017329/?terms=nostrand%2Bavenue%2Bsubway|title=Most Recent Map of the Dual Subway System WhIch Shows How Brooklyn Borough Is Favored In New Transit Lines|date=September 9, 1917|newspaper=Brooklyn Daily Eagle|access-date=August 23, 2016|via=Brooklyn Newspapers}}

The line was supposed to extend to Coney Island.{{Cite news|url=https://www.newspapers.com/image/55391744/?terms=nostrand%2Bavenue%2Bsubway|title=For Nostrand Ave. Subway. Flatbush Committee Will Try to Wake Up the Public Service Commission|date=May 27, 1910|newspaper=Brooklyn Daily Eagle|access-date=August 23, 2016|via=Brooklyn Newspapers}} The construction of the subway along Nostrand Avenue spurred real estate development in the surrounding areas.{{Cite news|url=https://www.newspapers.com/image/54445501/?terms=nostrand%2Bavenue%2Bsubway|title=Big Eastern Parkway Deal|date=July 1, 1915|newspaper=Brooklyn Daily Eagle|access-date=August 23, 2016|via=Brooklyn Newspapers}} In September 1917, the line was projected to open at the end of 1918.

The Nostrand Avenue Line opened on August 23, 1920 at 12:40 a.m.{{Cite web|url=http://pudl.princeton.edu/sheetreader.php?obj=f304cf40-5610-4c05-9ee0-e56cf06d5599|title=More Interborough Service for Brooklyn 2 New Lines|date=August 23, 1920|website=pudl.princeton.edu|publisher=Interborough Rapid Transit Company|access-date=September 19, 2016}}

The line was planned to be extended to Marine Park, Brooklyn (at what is now Kings Plaza) under either Utica Avenue, using a brand-new line, or Nostrand Avenue and Flatbush Avenue. There were also alternate plans for the Nostrand Avenue Line to continue down Nostrand Avenue to Sheepshead Bay.{{Cite news|url=https://query.nytimes.com/gst/abstract.html?res=980DE0DC1430E233A25755C0A9659C946196D6CF&legacy=true|title=Transit Outlook Bright in Brooklyn - First Branch Lines on Assessment Plan Likely to be Built in That Borough|date=March 6, 1910|newspaper=The New York Times|issn=0362-4331|access-date=August 9, 2016}}

In December 1918, the New York Public Service Commission considered constructing a yard for the line near its terminal, and possibly acquiring trackage rights on the Manhattan Beach Branch of the Long Island Rail Road so service could run to Manhattan Beach and Brighton Beach, if the line were electrified.{{Cite book|url=https://books.google.com/books?id=OX5incFXQLYC&q=shuttle|title=Proceedings of the New York State Public Service Commission, First District State of New York Volume VXII, From July 1 to December 31, 1918 (With Index)|date=1918|publisher=New York State Public Service Commission|pages=1806|language=en}}

In January 1919, the Public Service Commission decided that the Nostrand Avenue Line should be extended to Coney Island using the Manhattan Beach Branch. The extension would have meant that passengers wishing to get to Coney Island would not have to pay the double fare that was required to get there via the Brooklyn Rapid Transit lines. Previously, the construction of a yard south of Flatbush Avenue was considered, and the yard could be built in conjunction with the new extension. The Manhattan Beach Branch would have had to been electrified. The connection was estimated to cost $250,000. Two additional tracks would have been built along the Manhattan Beach right-of-way so that the other tracks could be used for freight. With the additional costs of the tracks the project would have cost $950,000.{{Cite news|url=https://www.newspapers.com/image/56104544/?terms=nostrand%2Bavenue%2Bsubway|title=Nostrand Ave Tube Extension to C.I. Decided on by P.S.C. Manhattan and Brighton Beaches to Be Connected With Interborough Subway System|date=January 19, 1919|newspaper=Brooklyn Daily Eagle|access-date=August 23, 2016|via=Brooklyn Newspapers}}

The Nostrand Avenue line was planned to be extended in 1929 as part of the IND Second System. The line would have been extended as a subway to Kings Highway, and then as an elevated line to Avenue S at the cost of $7.4 million. South of Avenue S the line would continue to Voohries Avenue on a four-track structure shared with the proposed Utica Avenue Line for $3.2 million.{{cite web | title=100 MILES OF SUBWAY IN NEW CITY PROJECT; 52 OF THEM IN QUEENS |work=The New York Times | date=September 16, 1929 | url=https://timesmachine.nytimes.com/timesmachine/1929/09/16/95996986.pdf | access-date=January 16, 2018}}

In 1939, the IRT Nostrand Avenue Line was planned to be extended to Voorhies Avenue in Sheepshead Bay as a subway to Avenue T and an elevated from there to Voorhies Avenue.nycsubway.org—[http://www.nycsubway.org/wiki/History_of_the_Independent_Subway History of the Independent Subway] In 1946, the New York City Board of Transportation issued a $1{{nbsp}}billion plan to extend subway service to the farthest reaches of the outer boroughs, and as part of the plan the line was again projected to extend to Voorhies Avenue.{{cite news|title=Borough Subway Relief Still 2 to 3 Years Off|date=December 6, 1946|work=Brooklyn Daily Eagle|publisher=Newspapers.com|pages=[https://www.newspapers.com/clip/3881860/1946_subway_proposal/ 1], [https://www.newspapers.com/clip/3881852/1946_subway_proposal/ 5]}}

On September 13, 1951, the Board of Estimate approved a plan put forth by the Board of Transportation that would cost $500 million. As part of the plan the Nostrand Avenue Line was to be extended to Voorhies Avenue in Sheepshead Bay.{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1951/09/14/84866131.pdf|title=$500,000,000 Voted For 2d Ave. Subway By Estimate Board: Program Including Connections to Existing Lines Depends on Public's Exemption of Bonds: Offer to L.I.R.R. Backed: Authorization Comes After Quill Admits That He Cannot Support 'Steal' Charge|last=Crowell|first=Paul|date=September 14, 1951|work=The New York Times|access-date=January 25, 2016}}{{cite web|url=http://www.thejoekorner.com/bdtrans-51/bd-trans-51-plan-indx.html|title=Board of Transportation - 1951|publisher=Thejoekorner.com|access-date=March 25, 2014|archive-date=February 24, 2021|archive-url=https://web.archive.org/web/20210224152538/http://www.thejoekorner.com/bdtrans-51/bd-trans-51-plan-indx.html|url-status=dead}}

In March 1954, the Transit Authority issued a $658 million construction program including the extension of the Nostrand Avenue Line to Avenue U, which would have cost $51.7 million.{{cite news|url=https://www.newspapers.com/image/53935125/?terms=subway+extension|title=Assurance of Nostrand Avenue Spur Is a Great Victory for Brooklyn|date=January 17, 1954|work=Brooklyn Daily Eagle|publisher=Newspapers.com|access-date=August 19, 2015}}{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1954/03/24/92822044.pdf|title=Improvements That Are Planned for Subways|date=March 24, 1954|work=The New York Times|access-date=February 8, 2016}}

The Nostrand Avenue Line was once again slated to be extended further south in 1968 as part of the newly created Metropolitan Transportation Authority's Program for Action. This was to have been several extensions to serve the then-burgeoning areas of Mill Basin and Spring Creek.{{cite web|url=https://archive.org/stream/metropolitantran00newy/metropolitantran00newy_djvu.txt|title=Full text of "Metropolitan transportation, a program for action. Report to Nelson A. Rockefeller, Governor of New York."|date=November 7, 1967|website=Internet Archive|access-date=October 1, 2015}} The Rogers Junction on the IRT Eastern Parkway Line was a serious traffic bottleneck during the rush hours due to the IRT Nostrand Avenue Line tracks' at-grade junctions with the bi-level IRT Eastern Parkway Line.{{cite web|url=http://www.nycsubway.org/wiki/The_New_York_Transit_Authority_in_the_1970s|title=The New York Transit Authority in the 1970s|website=nycsubway.org|last1=Feinman|first1=Mark|access-date=April 23, 2015}}{{NYCS const|trackref|nycs|http://www.nycsubway.org/perl/caption.pl?/img/trackmap/detail-franklin.png}} The Rogers Junction would have to be reconstructed with flying junctions to increase capacity for several extensions. The initial plan had the IRT Nostrand Avenue Line would be extended past Flatbush Avenue – Brooklyn College along Flatbush Avenue to a new modern terminal at Avenue U at Kings Plaza. This extension was projected to cost $60 million. Other plans had the line extended along Nostrand Avenue from Avenue H, where the exiting tunnel ends, to Sheepshead Bay at Avenue W or Voorhies Avenue;{{cite web|url=https://archive.org/details/regionaltranspor00newy|title=Regional Transportation Program|year=1969|publisher=Metropolitan Transportation Authority|access-date=July 26, 2016}}{{cite web|url=https://query.nytimes.com/gst/abstract.html?res=9B05E5DD1E31E034BC4951DFBF668383679EDE|title=City Approves 2d Ave. Subway And 11 Other New Transit Lines; A 2D Ave Subway Approved by City|date=September 21, 1968|work=The New York Times|last1=King|first1=Seth S.|access-date=October 3, 2015}} this second plan had been proposed as part of the line's original construction.{{Cite Routes Not Taken}} The Nostrand Avenue plan, Route 29–C, which was approved by the Board of Estimate on June 3, 1969, would have had three stations added at Kings Highway, Avenue R, and Avenue W, with a storage yard constructed south of Avenue W.{{cite journal|date=June 2004|title=Tech Talk|url=https://issuu.com/erausa/docs/2004-06-bulletin|journal=New York Division Bulletin|publisher=Electric Railroader's Association|volume=47|issue=6|pages=8–9|last1=Erlitz|first1=Jeffrey|access-date=July 26, 2016}}{{cite web|url=http://secondavenuesagas.com/wp-content/uploads/2008/06/1968expansionlarge.jpg|title=1968 NYCTA Expansion Plans (Picture)|publisher=Second Avenue Sagas|access-date=September 14, 2016}}{{cite web|url=https://timesmachine.nytimes.com/timesmachine/1968/11/05/76902470.pdf|title=A Record $250-Million Is Asked for Transit Expansion Here|date=November 5, 1968|work=The New York Times|access-date=October 2, 2015}}{{cite web|url=https://timesmachine.nytimes.com/timesmachine/1971/10/31/91310758.pdf|title=Brooklyn Bemoans Its Ancient Subways|date=October 31, 1971|work=The New York Times|last1=Prial|first1=Frank J.|access-date=September 16, 2015}} The construction of either extension would have reduced delays and improved operational efficiency because Flatbush Avenue would not need to be a terminal any longer.

In the summer of 1972, the IRT Nostrand Avenue Line extension to Avenue W was being designed. By November 1974, the MTA projected that by 1993, the Nostrand Avenue extension would be open. Due to the 1975–76 fiscal crisis that affected the city, most of the remaining projects did not have funding, so they were declined. Expected to be completed by the mid-1970s and early 1980s,{{cite web|url=https://timesmachine.nytimes.com/timesmachine/1971/02/21/91268536.pdf|title=New Line May Get Double Trackage: Transit Unit Shift on Queens Super-Express|date=February 21, 1971|work=The New York Times|access-date=September 26, 2015}}{{cite web|url=https://timesmachine.nytimes.com/timesmachine/1973/10/24/80809618.pdf|title=Work Begun on Queens Subway Extension|date=October 24, 1973|work=The New York Times|last1=Burks|first1=Edward C.|access-date=September 26, 2015}} lines for the Program for Action had to be reduced or canceled altogether due to the 1970s fiscal crisis.

In 1968, and again in 1989, the MTA gave consideration to extending the Nostrand Avenue Line approximately {{convert|1000|ft|m}} beyond the Flatbush Avenue station to provide room for turnaround facilities to eliminate the operational restrictions caused by the current layout.{{cite web|url=http://www.nycsubway.org/wiki/The_New_York_Transit_Authority_in_the_1980s#Looking_Forward|title=The New York Transit Authority in the 1980s|last=Feinman|first=Mark S.|publisher=nycsubway.org|access-date=September 16, 2012}}

In October 2008, the Regional Plan Association in the report Tomorrow's Transit suggested that the Nostrand Avenue Line be extended two stops to Kings Highway as a way to improve travel times and reliability for subway service on the Brooklyn IRT.{{Cite web|url=http://library.rpa.org/pdf/RPA-Tomorrows-Transit.pdf|title=Tomorrow's Transit New Mobility for the Region's Urban Core|date=October 2008|website=rpa.org|publisher=Regional Plan Association|access-date=August 23, 2016|archive-date=February 2, 2017|archive-url=https://web.archive.org/web/20170202011954/http://library.rpa.org/pdf/RPA-Tomorrows-Transit.pdf|url-status=dead}}

In August 2016, it was reported that the MTA was looking into an extension of the IRT Nostrand Avenue Line along Flatbush Avenue to Marine Park, which would allow trains to serve Kings Plaza.{{Cite web|url=http://brooklyn.news12.com/news/mta-looks-into-possible-new-subway-line-to-marine-park-1.12149272|title=MTA looks into possible new subway line to Marine Park|date=August 8, 2016|website=news12.com|publisher=News 12 Brooklyn|access-date=August 9, 2016|archive-url=https://web.archive.org/web/20160812153241/http://brooklyn.news12.com/news/mta-looks-into-possible-new-subway-line-to-marine-park-1.12149272|archive-date=August 12, 2016|url-status=dead}}

All services serve the entire line and make all stops.

The two tracks split off from the local tracks of the IRT Eastern Parkway Line and diverge away in the vicinity of Rogers Avenue at the Rogers Avenue Junction, turning south onto Nostrand Avenue to/from the Nostrand Avenue Line. Running beneath Nostrand Avenue, the line serves the neighborhoods of southern Crown Heights, Prospect Lefferts Gardens, Flatbush, East Flatbush, and the Brooklyn College area. The line's final station is Flatbush Avenue–Brooklyn College, where there is an unusual terminal setup. It is the only terminal station in the subway system at the end of a physical line that does not have an island platform, and it was built with two side platforms and two tracks to allow for a planned, but not carried out extension of the IRT Nostrand Avenue Line south towards Voorhies Avenue in Sheepshead Bay.{{cite web|url=http://www.nycsubway.org/wiki/Station:_Flatbush_Avenue_%28IRT_Brooklyn_Line%29|title=Station: Flatbush Avenue (IRT Brooklyn Line)|publisher=nycsubway.org|access-date=September 17, 2012}} The platforms are connected at the south end just past the bumper blocks (forming a "U" shape), mitigating what is otherwise an inefficient terminal design. This terminal setup is inefficient, and combined with the Rogers Avenue Junction's also-inefficient design (see below), this limits capacity on the line. Therefore, some rush hour {{NYCS|2}} and {{NYCS|5}} trains run via the IRT New Lots Line.{{NYCS const|timetable|2}}{{NYCS const|timetable|5}}

The IRT Nostrand Avenue Line tunnels continue beyond the bumper blocks at Flatbush Avenue and Nostrand Avenue. They extend for several hundred feet to Avenue H.{{Cite web|url=http://www.thejoekorner.com/scripted-ticket-display.shtm?http://www.thejoekorner.com/lines/mta-pfa-68/status-1/pfa-status-1-26.jpg|title=Number One Transportation Progress An Interim Report|date=December 1968|website=thejoekorner.com|publisher=Metropolitan Transportation Authority|access-date=August 19, 2016}} Up until about 2006, you could see the cemented over gratings extending down Nostrand Avenue. When a new building went up, the grates were removed. Prior to the building of the exit at the south end of the station, there was only a temporary wooden ramp connecting the platforms and the tunnels were actually visible to passengers.{{Cite book|url=https://books.google.com/books?id=tVBpAAAACAAJ|title=The Subway: A Trip Through Time on New York's Rapid Transit|last=Fischler|first=Stan|date=January 1, 2000|publisher=H & M Productions|isbn=9781882608232|pages=163|language=en}}{{Cite web|url=http://secondavenuesagas.com/2010/09/07/a-history-of-futility-for-utica-nostrand-extension-plans/|title=A history of futility for Utica, Nostrand extension plans|date=September 7, 2010|website=Second Ave. Sagas|access-date=April 26, 2016}}

Another factor limiting capacity on the line is the set up of the Rogers Avenue Junction, where trains can diverge from the IRT Eastern Parkway Line to the IRT Nostrand Avenue Line or continue on Eastern Parkway. Rogers Avenue Junction was built when the Nostrand Avenue Line was built, and it only connected the IRT Eastern Parkway Line local tracks to the Nostrand Avenue Line. From west to east between the Franklin Avenue station and the junction, the northbound local track descends to a lower level directly below the southbound local track. Then, the northbound express track, which is still on the upper level at this point, descends to the lower level directly below the southbound express track, creating a dual level two-over-two track layout.{{NYCS const|trackref|nycs|http://www.nycsubway.org/perl/caption.pl?/img/trackmap/detail-franklin.png}}

At the junction, a switch on the upper level allows southbound 5 express trains to change to the local track, and a corresponding switch on the lower level allows 5 trains on the northbound local track to change to the express track. Directly to the east, all of the mainline tracks shift slightly to the north, and the Nostrand Avenue Line splits from the local tracks and head south. There is a closed tower at the south end of the southbound platform at the Franklin Avenue station.

This junction is a severe traffic bottleneck during rush hours, and rebuilding it would require massive construction including the tearing up of Eastern Parkway.{{Cite web|url=http://library.rpa.org/pdf/RPA-Tomorrows-Transit.pdf|title=Tomorrow's Transit New Mobility for the Region's Urban Core|date=October 2008|website=rpa.org|publisher=Regional Plan Association|access-date=August 15, 2016|archive-date=February 2, 2017|archive-url=https://web.archive.org/web/20170202011954/http://library.rpa.org/pdf/RPA-Tomorrows-Transit.pdf|url-status=dead}} In 1968, as part of the Program for Action, a rebuilding of the junction was planned in order to alleviate congestion. However, financial troubles caused the plan to be dropped.{{cite web|url=http://www.nycsubway.org/wiki/Brooklyn_IRT_Map_-_Dual_Contracts_Construction|title=www.nycsubway.org}}

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