Nevins Street station

Planning for a subway line in New York City dates to 1864.{{cite book |last1=Walker |first1=James Blaine |url=https://archive.org/details/fiftyyearsrapid00walkgoog |title=Fifty Years of Rapid Transit — 1864 to 1917 |date=1918 |publisher=Law Printing |location=New York, N.Y. |access-date=November 6, 2016}}{{Rp|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.{{Rp|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.{{cite web |date=October 23, 1979 |title=Interborough Rapid Transit System, Underground Interior |url=http://s-media.nyc.gov/agencies/lpc/lp/1096.pdf |url-status=live |archive-url=https://web.archive.org/web/20200921135400/https://s-media.nyc.gov/agencies/lpc/lp/1096.pdf |archive-date=September 21, 2020 |access-date=November 19, 2019 |publisher=New York City Landmarks Preservation Commission}}{{Rp|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,{{Cite book |url=https://archive.org/details/cu31924022794253/page/n253/mode/2up?q=april+28 |title=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 |publisher=Board of Rapid Transit Railroad Commissioners |year=1905 |pages=229–236}} in which it would construct the subway and maintain a 50-year operating lease from the opening of the line.{{Rp|165}} In 1901, the firm of Heins & LaFarge was hired to design the underground stations.{{Rp|4}} Belmont incorporated the Interborough Rapid Transit Company (IRT) in April 1902 to operate the subway.{{Rp|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.{{Cite book |url=https://books.google.com/books?id=PLonAAAAYAAJ&q=Third+Track+North+of+Fort+George&pg=PA242 |title=Report of the Board of Rapid Transit Railroad Commissioners For And In The City of New York Up to December 31, 1901 |date=1902 |publisher=Board of Rapid Transit Railroad Commissioners |language=en |access-date=December 26, 2020 |archive-url=https://web.archive.org/web/20220502022956/https://books.google.com/books?id=PLonAAAAYAAJ&q=Third+Track+North+of+Fort+George&pg=PA242 |archive-date=May 2, 2022 |url-status=live}}{{Rp|83–84}}{{cite web |last=Scott |first=Charles |date=1978 |title=Design and Construction of the IRT: Civil Engineering |url=https://tile.loc.gov/storage-services/master/pnp/habshaer/ny/ny0300/ny0387/data/ny0387data.pdf |url-status=live |archive-url=https://web.archive.org/web/20210117001227/https://tile.loc.gov/storage-services/master/pnp/habshaer/ny/ny0300/ny0387/data/ny0387data.pdf |archive-date=January 17, 2021 |access-date=December 20, 2020 |website= |publisher=Historic American Engineering Record |pages=208–282 (PDF pp. 209–283) |postscript=. {{PD-notice}}}}{{Rp|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.{{Rp|162–191}} Work under Fulton Street and Flatbush Avenue in Brooklyn commenced in April 1904.{{cite news |date=April 24, 1904 |title=Begin Fulton-st. Ditch: Most Difficult Part of New Subway Started |page=A10 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|571548628}}}}

The IRT line in Brooklyn had been proposed as a two-track line under Fulton Street, expanding to three tracks under Flatbush Avenue.{{cite news |date=January 9, 1908 |title=Construction of the Tunnel Presented Difficult Problems |pages=[https://www.newspapers.com/clip/66899917/ 26], [https://www.newspapers.com/clip/66900055/ 27] |work=The Brooklyn Daily Eagle |url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-construction-of/66899917/ |access-date=May 20, 2023}} Belmont submitted a revised proposal to the Rapid Transit Commission in April 1905 to widen the line to four tracks. The station at Flatbush Avenue and Fulton Street (now the Nevins Street station) would be redesigned as a two-level station with express and local trains on separate levels.{{Cite news |date=April 5, 1905 |title=4 Tracks on Fulton St. Now Offered by Belmont |pages=1 |work=The Brooklyn Daily Eagle |url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-4-tracks-on-ful/125026058/ |access-date=May 20, 2023}}{{Cite news |date=April 6, 1905 |title=East River Tunnel for Queens Borough; Long Island City to Forty-second Street to be the Route |language=en-US |work=The New York Times |url=https://www.nytimes.com/1905/04/06/archives/east-river-tunnel-for-queens-borough-long-island-city-to.html |access-date=May 20, 2023 |issn=0362-4331}} Work was halted until October 1905, at which point two tracks had been added, making four under Fulton Street and five under Flatbush Avenue. The additional trackways were added outside the trackways already set in place.{{Citation needed|date=May 2023}} Under the 1905 redesign, numerous provisions were made for connections to future routes, including spurs via Lafayette Avenue, Fourth Avenue, and the Manhattan Bridge.{{Cite news |date=March 31, 1905 |title=The New Subway Routes Reported |pages=10 |work=New-York Tribune |url=https://www.newspapers.com/article/new-york-tribune-the-new-subway-routes-r/125044716/ |access-date=May 21, 2023}}{{Cite news |date=March 31, 1905 |title=Routes Recommended for Brooklyn Subways |pages=12 |work=The Brooklyn Daily Eagle |url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-routes-recommen/125044797/ |access-date=May 21, 2023}} In the area around the Nevins Street station, which was partially constructed as a local station on a three track subway, a new lower level was added underpinning the structure that had been built. The lower level had one trackway and platform in the station, with two connections on each side, all built at great cost under existing work, but none of it was ever used.

The Joralemon Street Tunnel opened in January 1908 along with the Borough Hall station,{{cite news |date=January 10, 1908 |title=Brooklyn Joyful Over Its Tunnel |newspaper=The New York Times |url=https://www.nytimes.com/1908/01/10/archives/brooklyn-joyful-over-its-tunnel-borough-square-thronged-for.html |url-access=limited |access-date=March 6, 2010}} the first underground subway station in Brooklyn.{{cite news |date=January 22, 1909 |title=Bronze Tablet for Subway Station at Borough Hall |page=12 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|572118349}}}} The Nevins Street station opened when the line was extended three stops to Atlantic Avenue on May 1, 1908.{{Cite news |date=May 1, 1908 |title=First Train Through Subway Extension; Went at 1:02 A.M. from Bowling Green to Long Island R.R. Station, Brooklyn |language=en-US |work=The New York Times |url=https://www.nytimes.com/1908/05/01/archives/first-train-through-subway-extension-went-at-102-am-from-bowling.html |access-date=May 20, 2023 |issn=0362-4331}} The stations' opening was marked with a parade and a poem praising Belmont.{{cite news |date=May 2, 1908 |title=Joy Across the River: Brooklyn's Subway Day Whole Borough Turns Out to Greet New Extension |page=1 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|572029488}}}}{{Cite news |date=May 2, 1908 |title=Brooklyn Joyful Over New Subway; Celebrates Opening of Extension with Big Parade and a Flow of Oratory |language=en-US |work=The New York Times |url=https://www.nytimes.com/1908/05/02/archives/brooklyn-joyful-over-new-subway-celebrates-opening-of-extension.html |access-date=May 20, 2023 |issn=0362-4331}} The extension relieved congestion at the overcrowded Borough Hall station,{{Cite news |date=May 3, 1908 |title=Thousands Use Subway Extension; New Line to Atlantic Avenue, Brooklyn, Greatly Relieves Traffic Pressure |language=en-US |work=The New York Times |url=https://www.nytimes.com/1908/05/03/archives/thousands-use-subway-extension-new-line-to-atlantic-avenue-brooklyn.html |access-date=May 20, 2023 |issn=0362-4331}}{{cite news |date=May 3, 1908 |title=Brooklyn Tube Well Patronized |page=7 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|572098316}}}} though trains from Atlantic Avenue were already crowded by the time they reached Borough Hall.{{cite news |date=May 10, 1908 |title=Brooklyn News: Gossip of the Borough Commuters Get All Subway Seats Since Extension Was Opened |page=C6 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|572104606}}}} 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.{{Cite news |date=April 30, 1908 |title=Bronx to Montauk; One Change of Cars; This Trip Made Possible by the Opening of Brooklyn Subway Extension Friday |language=en-US |work=The New York Times |url=https://www.nytimes.com/1908/04/30/archives/bronx-to-montauk-one-change-of-cars-this-trip-made-possible-by-the.html |access-date=May 20, 2023 |issn=0362-4331}} 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).{{Cite book |url=https://archive.org/details/pocketguidetone00yorkgoog |title=The Merchants' Association of New York Pocket Guide to New York |date=March 1906 |publisher=Merchants' Association of New York |pages=[https://archive.org/details/pocketguidetone00yorkgoog/page/n42 19]–26 |language=en}}{{cite magazine |date=May 29, 1908 |title=The Capacity of the Interborough Subway |magazine=Railroad Gazette |volume=44 |issue=22 |page=739 |id={{ProQuest|895749451}}}} Lenox local trains to 145th Street served the station during late nights.{{cite news |date=April 30, 1908 |title=Trains to Atlantic Ave. |page=4 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|572089124}}}}

As part of the Dual Contracts, approved in 1913, the New York City Public Service Commission planned to split the original IRT system into three segments: two north-south lines, carrying through trains over the Lexington Avenue and Broadway–Seventh Avenue Lines, and an east–west shuttle under 42nd Street. This would form a roughly H-shaped system.{{Cite news |date=March 19, 1913 |title=Money Set Aside for New Subways; Board of Estimate Approves City Contracts to be Signed To-day with Interboro and B.R.T. |language=en-US |work=The New York Times |url=https://timesmachine.nytimes.com/timesmachine/1913/03/19/104910612.pdf |access-date=November 10, 2017 |issn=0362-4331}} The Broadway–Seventh Avenue Line would split into two branches south of Chambers Street, one of which would turn eastward through Lower Manhattan, run under the East River via a new Clark Street Tunnel, and connect with the existing Contract 2 IRT Brooklyn Line at Borough Hall.{{cite news |last1=Whitney |first1=Travis H. |date=March 10, 1918 |title=The Seventh and Lexington Avenue Subways Will Revive Dormant Sections — Change in Operation That Will Transform Original Four-Tracked Subway Into Two Four-Tracked Systems and Double Present Capacity of the Interborough |page=12 |work=The New York Times |url=https://timesmachine.nytimes.com/timesmachine/1918/03/10/118138743.pdf |access-date=August 26, 2016 |issn=0362-4331}}{{cite news |date=May 19, 1918 |title=Public Service Commission Fixes July 15 For Opening of The New Seventh and Lexington Avenue Subway Lines — Will Afford Better Service and Less Crowding — Shuttle Service for Forty-Second Street — How the Various Lines of the Dual System Are Grouped for Operation and List of Stations on All Lines |page=32 |newspaper=The New York Times |url=https://timesmachine.nytimes.com/timesmachine/1918/05/19/98265513.pdf |access-date=November 6, 2016 |issn=0362-4331}} The Lexington Avenue Line north of Grand Central–42nd Street opened on August 1, 1918, and all Brooklyn Line services were sent via the Lexington Avenue Line.{{cite news |date=August 2, 1918 |title=Open New Subway Lines to Traffic; Called a Triumph — Great H System Put in Operation Marks an Era in Railroad Construction — No Hitch in the Plans — But Public Gropes Blindly to Find the Way in Maze of New Stations — Thousands Go Astray — Leaders in City's Life Hail Accomplishment of Great Task at Meeting at the Astor |page=1 |newspaper=The New York Times |url=https://timesmachine.nytimes.com/timesmachine/1918/08/02/97011929.pdf |access-date=November 6, 2016}} This was followed by the Clark Street Tunnel on April 15, 1919,{{cite news |date=April 16, 1919 |title=50,000 Persons Use New Tube On First Day: Clark Street Tunnel of the West Side Subway Cuts Down the Congestion of Traffic From Brooklyn |page=11 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|576071281}}}}{{Cite news |date=April 16, 1919 |title=Open Clark Street Line; New Route Doubles Subway Service Between the Two Boroughs. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1919/04/16/archives/open-clark-street-line-new-route-doubles-subway-service-between-the.html |url-status=live |access-date=May 2, 2023 |archive-url=https://web.archive.org/web/20190727041837/https://www.nytimes.com/1919/04/16/archives/open-clark-street-line-new-route-doubles-subway-service-between-the.html |archive-date=July 27, 2019 |issn=0362-4331}} which doubled the number of IRT trains that could travel between Manhattan and Brooklyn.{{Cite news |date=April 17, 1919 |title=Lessens Subway Crush; New Clark Street Tunnel Inspectors Say It Has Relieved Conditions. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1919/04/17/archives/lessens-subway-crush-new-clark-street-tunnel-inspectors-say-it-has.html |url-status=live |access-date=May 2, 2023 |archive-url=https://web.archive.org/web/20230502141328/https://www.nytimes.com/1919/04/17/archives/lessens-subway-crush-new-clark-street-tunnel-inspectors-say-it-has.html |archive-date=May 2, 2023 |issn=0362-4331}}

When the Eastern Parkway Line was extended east of Atlantic Avenue in 1920, the Joralemon Street Tunnel services became express services, while the Broadway–Seventh Avenue Line services ran local on the Eastern Parkway Line.{{Cite web |date=August 23, 1920 |title=More Interborough Service for Brooklyn 2 New Lines |url=http://pudl.princeton.edu/sheetreader.php?obj=f304cf40-5610-4c05-9ee0-e56cf06d5599 |access-date=September 19, 2016 |website=pudl.princeton.edu |publisher=Interborough Rapid Transit Company}}{{cite news |date=August 23, 1920 |title=Brooklyn Tube Extensions Open: I.R.T. Begins Service on Eastern Parkway and Nostrand Avenue Lines |work=New York Times |url=https://timesmachine.nytimes.com/timesmachine/1920/08/23/96895483.pdf |access-date=December 20, 2015}} Although the Eastern Parkway Line's express tracks already existed, they previously had been used only for storage.{{Cite news |date=March 13, 1919 |title=Use Clark St. Subway April 1 |pages=7 |work=The Brooklyn Citizen |url=https://www.newspapers.com/article/the-brooklyn-citizen/124247685/ |access-date=May 19, 2023}}{{cite news |date=January 5, 1919 |title=When Will Dual Subway Be Finished?: Completed Work Cost 188,332,000—unfinished Contracts Amount to 20,000,000 Two Bodies Responsible for Construction Lack Mutual Confidence and Team-work |page=D10 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|575999620}}}} The tracks were reconfigured so that Eastern Parkway express trains could no longer stop at the Hoyt Street station, the next stop west. Also in 1920, a project to extend the platforms at the Nevins Street station from {{Convert|350|feet|meters|abbr=}} to {{Convert|480|feet|meters|abbr=}} to accommodate ten-car trains was completed.{{Cite book|url=https://babel.hathitrust.org/cgi/pt?id=mdp.39015016416888&view=1up&seq=12|title=1920–1921 Annual Report of the Interborough Rapid Transit Company For The Year Ended June 30, 1921|publisher=Interborough Rapid Transit Company|year=1921|pages=10}}

The New York City Board of Transportation announced plans in November 1949 to extend platforms at several IRT stations, including Nevins Street, 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.{{Cite news |last=Bennett |first=Charles G. |date=November 20, 1949 |title=Transit Platforms on Lines in Queens to Be Lengthened; $3,850,000 Program Outlined for Next Year to Care for Borough's Rapid Growth

|language=en-US |work=The New York Times |url=https://www.nytimes.com/1949/11/20/archives/transit-platforms-on-lines-in-queens-to-be-lengthened-3850000.html |access-date=May 23, 2023 |issn=0362-4331}}{{cite news |date=November 20, 1949 |title=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 |page=32 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1325174459}}}} Funding for the platform extensions was included in the city's 1950 capital budget.{{Cite news |last=Crowell |first=Paul |date=September 15, 1949 |title=Platforms Added at 32 IRT Stations; City Pays Out $13,327,000 in Lengthening Local Stops to Take 10-Car Trains |language=en-US |work=The New York Times |url=https://www.nytimes.com/1949/09/15/archives/platforms-added-at-32-irt-stations-city-pays-out-13327000-in.html |access-date=May 23, 2023 |issn=0362-4331}} The New York City Transit Authority (NYCTA) announced plans in 1956 to add fluorescent lights above the edges of the station's platforms.{{Cite news |last=Katz |first=Ralph |date=January 27, 1956 |title=Subway Stations to Get New Lights; $3,750,000 to Be Spent on Fluorescents for I.R.T. and B.M.T. Transfer Points |language=en-US |work=The New York Times |url=https://www.nytimes.com/1956/01/27/archives/subway-stations-to-get-new-lights-3750000-to-be-spent-on.html |access-date=May 8, 2023 |issn=0362-4331}}

In 1981, the Metropolitan Transportation Authority listed the station among the 69 most deteriorated stations in the subway system.{{cite news|last1=Gargan|first1=Edward A.|title=AGENCY LISTS ITS 69 MOST DETERIORATED SUBWAY STATIONS|url=https://www.nytimes.com/1981/06/11/nyregion/agency-lists-its-69-most-deteriorated-subway-stations.html|access-date=August 13, 2016|work=The New York Times|date=June 11, 1981}} 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,{{Cite news |last=Benenson |first=Joel |date=April 1, 1993 |title=Albany deal to save the $1.25 fare |pages=1059 |work=New York Daily News |url=https://www.newspapers.com/clip/123677736/albany-deal-to-save-the-125-farejoel/ |access-date=April 28, 2023 |archive-date=April 28, 2023 |archive-url=https://web.archive.org/web/20230428152841/https://www.newspapers.com/clip/123677736/albany-deal-to-save-the-125-farejoel/ |url-status=live }}{{Cite news |last=Faison |first=Seth |date=April 3, 1993 |title=$9.6 Billion Package for M.T.A. Is Crucial to its Rebuilding Plans |language=en-US |work=The New York Times |url=https://www.nytimes.com/1993/04/03/nyregion/article-269693-no-title.html |access-date=April 28, 2023 |issn=0362-4331 |archive-date=April 28, 2023 |archive-url=https://web.archive.org/web/20230428152843/https://www.nytimes.com/1993/04/03/nyregion/article-269693-no-title.html |url-status=live }} including Nevins Street.{{Cite news |date=May 28, 1993 |title=Stop the Fussing |pages=56 |work=Newsday |url=https://www.newspapers.com/clip/123677942/stop-the-fussing/ |access-date=April 28, 2023 |archive-date=May 3, 2023 |archive-url=https://web.archive.org/web/20230503130326/https://www.newspapers.com/clip/123677942/stop-the-fussing/ |url-status=live }}

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File:Nevins St (NYC subway station map).png

The station has two island platforms, situated between the express and local tracks in each direction. The {{NYCS|2}} and {{NYCS|4}} stop here at all times; the {{NYCS|3}} stops here at all times except late nights, and the {{NYCS|5}} stops here only on weekdays during the day. The 2 and 3 run on the local tracks, while the 4 and 5 run on the express tracks. The next stop to the north is Hoyt Street for local trains and Borough Hall for express trains. The next stop to the south for all service is Atlantic Avenue–Barclays Center.{{NYCS const|map}} There are switches between this station and Atlantic Avenue used by the 4 at night when it runs local.

A fifth track once existed between the two express tracks. The fifth track was removed in 1956. Original plans called for this to be a local station on a three-track line, but before it opened, the two outer local tracks were added. Fare control is in an upper mezzanine, with a crossunder via part of an unused lower-level platform. Next to this platform is a single unused trackway under the southbound local track.

The underpass between the main platforms is the only portion of the lower level that has ever been used. Because the station was designed as a local station with side platforms, it is too close to street level for a mezzanine over the tracks. The stairs up lead to two separate fare control mezzanines located over the platforms only, with stairs up to the street. The only way between platforms inside the station is the underpass.

In the station is a "Nevins St." mosaic. The mezzanine walls feature a mosaic frieze by Anton von Dalen, installed in 1997 and entitled Work & Nature. The mosaic is 14 inches by 83 feet along both walls of the mezzanine. The work is in the tones of soft blue, green, and ochre, like the original platform mosaics. It features stenciled silhouettes in black of a woman operating a sewing machine, a mother taking care of a child, a man planting a tree, an architect reading a blueprint, a female executive addressing a meeting, and famous musician Furry Lewis. All of these characters symbolize, according to the artist, "pride, dignity, and beauty surrounding all work".

The station has two exits to each side of Flatbush Avenue east of Nevins Street. The northeastern side's entrances lead to the northbound platform while the southwestern side's entrances lead to the southbound platform.{{cite web|title=MTA Neighborhood Maps: Downtown Brooklyn and Borough Hall|url=http://web.mta.info/maps/neighborhoods/bkn/B1_downtown_brooklyn_2015.pdf|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=August 2, 2015|date=2015}}

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This unused trackway was part of several plans for connecting the line to other proposed lines. At its north end, this trackway splits from the southbound local track just south of Hoyt Street, and starts heading downgrade.http://www.columbia.edu/~brennan/abandoned/Nevins.approach.jpg {{Bare URL image|date=March 2022}} The track was never laid. At the curve in the subway from Fulton Street to Flatbush Avenue, the trackway curves under the southbound local track, and is joined by another unused trackway heading north along Flatbush Avenue for a proposed Manhattan Bridge connection (which was later built for the BMT, though this connection may have still been planned when that line was built, as the DeKalb Avenue station was designed to allow for it).{{Cite web |url=http://ltvsquad.com/Locations/urbanexploration.php?ID=259 |title=LTV Exploration // Abandoned subway stations, industrial buildings, and general decay in NYC the River Nevs |access-date=July 13, 2012 |archive-url=https://archive.today/20120713184801/http://ltvsquad.com/Locations/urbanexploration.php?ID=259 |archive-date=July 13, 2012 |url-status=live }} After the lower Nevins Street platform, a trackway splits to the east for a subway under Lafayette Avenue; this was later built as part of the IND Fulton Street and Crosstown Lines. Just beyond this split, at Lafayette Avenue, the trackway was cut by the IND when the IND was built from 1929 to 1937. On the other side, it rises again to merge with the southbound local track in the midst of the complicated switch layout just north of Atlantic Avenue – Barclays Center. Between this merge and Atlantic Avenue is another unused trackway, splitting from the local track towards a subway under Fourth Avenue (later built as the BMT Fourth Avenue Line). This trackway and another trackway (both built for the same proposed subway) end at the same level, under Fourth Avenue, just west of the Pacific Street station on the current BMT Fourth Avenue Line and a few feet higher.

On the northbound side, the connection provided by the lower level trackway would have been along the northbound local track (which was not in the original plans). The trackway on this side begins by curving from Fourth Avenue under the line. The place it used to rise is covered, as the trackway beyond that point is now used for the northbound local track. The ramp was covered in July 1963, and was made into a level trackway. This ramp was supposed to be northbound trackway of the proposed IRT Fourth Avenue Subway (before the BRT/BMT was built). The northbound local and express tracks were rearranged by November 1963.

Before Nevins Street, there is a bellmouth for the proposed Lafayette Avenue subway that merges into the northbound local track. After Nevins Street, at the curve, there is a short section of wall with no columns, that could be opened up. This was also a proposed connection to the Manhattan Bridge.

Just north of Atlantic Avenue – Barclays Center is another unused trackway, merging into the northbound local track from the LIRR's Atlantic Terminal. A trackway from the southbound tracks existed until 1911, when the platforms at Atlantic Avenue were lengthened.

For a time in the early 1960s, a false wall was installed to seal the ramp to the Nevins Street lower level. The false wall was taken down at a later date for unknown reasons. The Nevins Street lower-level platform had, over the years, become a storage area for various work projects, and until Nevins Street was renovated, the rest of the lower platform was visible from the crossunder. A permanent tile wall now blocks off the lower platform, access to which is via a cellar-type door at the north end of each platform, as well as doors from the crossunder.

File:Nevins Street IRT Eastern Pkwy Mosaics.JPG|Mosaic

File:Nevins Street IRT Eastern Pkwy; Crossunder Tunnel-2.JPG|Crossunder tunnel

File:New York City Transit After Blizzard (23960330783).jpg|Station entrance

{{Reflist}}

• Lee Stokey. Subway Ceramics: A History and Iconography. 1994. {{ISBN|978-0-9635486-1-0}}.

{{Commons category|Nevins Street (IRT Eastern Parkway Line)}}

• nycsubway.org:
• [http://www.nycsubway.org/perl/stations?215:2127 Brooklyn IRT: Nevins Street]
• [http://www.nycsubway.org/lines/irt-brooklyn-map1.html Brooklyn IRT: Map 1, Brooklyn IRT Contract 2] (includes current and former track configurations, and provisions for future connections)
• [http://www.nycsubway.org/perl/artwork_show?98 Work & Nature Artwork by Anton van Dalen (1997)]
• MTA's Arts For Transit—[https://web.archive.org/web/20110606070726/http://mta.info/mta/aft/permanentart/permart.html?agency=nyct&line=2&station=30&xdev=3386 Nevins Street (IRT Eastern Parkway Line)]

{{Downtown Brooklyn}}

{{NYCS stations navbox by service|l2=y|l3=y|l4=y|l5=y}}

{{NYCS stations navbox by line|eastern=yes}}

{{Authority control}}

{{DEFAULTSORT:Nevins Street (Irt Eastern Parkway Line)}}

Category:IRT Eastern Parkway Line stations

Category:New York City Subway stations in Brooklyn

Category:Railway stations in the United States opened in 1908

Category:1908 establishments in New York City

Category:Downtown Brooklyn