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83-426: The BMT Franklin Avenue Line (also known as the Brighton–Franklin Line ) is a lower capacity rapid transit line of the New York City Subway in Brooklyn , New York , running between Franklin Avenue and Prospect Park . Service is full-time, and provided by the Franklin Avenue Shuttle . The line serves the neighborhoods of Bedford-Stuyvesant and Crown Heights , and allows for easy connections between

166-469: A nonprofit organisation , also categorises several public transport systems as "light metro". The main reason to build a light metro instead of a regular metro is to reduce costs, mainly because this system employs shorter vehicles and shorter stations. Light metros may operate faster than heavy-rail rapid transit systems due to shorter dwell times at stations, and the faster acceleration and deceleration of lighter trains. For example, express trains on

249-422: A beauty school, and even a row of telephone booths. Those businesses were gone by 1978. The tracks that were originally numbered from south to north were renumbered from north to south on July 1, 1978. Despite efforts to repaint the lobby in the early-1980s, random vandalism plagued the station interior causing water damage that was so severe, the street level depot was closed in 1988, and portions were razed during

332-477: A bridge over Park Place. Park Place was placed at a lower elevation in 1905 in order to eliminate the grade crossing. To allow vehicular traffic to pass under the line, the street descends to as much as 3 feet (0.91 m) below its elevation on either side of the Franklin Avenue Line overpass. Since the sidewalk remains at the same elevation as on either side, stairs are provided between the road's curb and

415-525: A heavy-capacity transport system, such as an airport or a main route of a metro network. The definition of a medium-capacity system varies due to its non- standardisation . Inconsistencies in international definitions are even reflected within individual countries. For example, the Taiwan Ministry of Transportation and Communications states that each MCS system can board around 6,000 to 20,000 passengers per hour per direction (p/h/d or PPHPD), while

498-452: A major source of transfer traffic, consisting of passengers from Harlem and the Bronx , who now had a more direct route to Coney Island. Brighton-Franklin express service ended in 1954, and the Franklin Avenue Line became a full-time shuttle in 1963. On November 1, 1965, when R27 subway cars started going into service, this service was named SS. In 1985, when the practice of using double letters

581-549: A new tunnel to cross over the new subway connection and enter the rebuilt four-track Prospect Park station as an outside track. This track has a sharp curve that, coming from the north, has a sharp S-curve to the right and then to the left. The construction of this new connection directly contributed to the Malbone Street Wreck on November 1, 1918, which became at the time the worst rapid transit wreck in world history. A five-car wooden elevated train, heading southbound along

664-434: A rapid transit service fails to achieve the requisite ridership due to network inadequacies (e.g. single-tracking ) or changing demographics. In contrast with light rail systems, an MCS runs on a fully grade separated exclusive right-of-way . In some cases, the distance between stations is much longer than typically found on heavy rail networks. An MCS may also be suitable for branch line connections to another mode of

747-520: A retaining wall along the line was in danger of collapse. An MTA spokeswoman said that the repairs would only last for three years and $ 38 to $ 60 million would be needed to rebuild the line. She said that the MTA was considering ending service on the line permanently. In 1986, the New York City Transit Authority launched a study to determine whether to close 79 stations on 11 routes, including

830-613: A routing compromise, since the bypass route through Crown Heights was 2.3 miles (3.7 km) long, while the BF&;CI's preferred direct routing to Downtown Brooklyn would have measured only 1.7 miles (2.7 km). The Crown Heights routing took the BF&CI north to the Bedford station of the LIRR. This portion of the BF&CI's mainline would become the Franklin Avenue Line. Later on, in order to accommodate larger locomotives for LIRR through-service,

913-509: A section of single track rail) can only achieve lesser headways (e.g. every 15 minutes) which result in lower passenger volume capacities, and thus would be more accurately defined as "light metro" or "medium-capacity" systems as a result. An example is the LA Metro B/D line during the COVID-19 pandemic, as headways were reduced to every 12-20 minutes on each line. In addition to MCS, light metro

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996-739: A tunnel, curving sharply west and then south to swing around the Brighton Beach Line tracks, which approach Prospect Park from the northwest and feed into the station's two inner tracks. The southbound Franklin Avenue Line track then connects to the southbound outer track at Prospect Park. The line's signals are controlled by the DeKalb Avenue Tower, located at the DeKalb Avenue station in Downtown Brooklyn . The BMT Franklin Avenue Line

1079-487: Is a common alternative word in European countries, India, and South Korea. In some countries, however, light metro systems are conflated with light rail . In South Korea, light rail is used as the translation for the original Korean term, "경전철" – its literal translation is "light metro", but it actually means "Any railway transit other than heavy rail, which has capacity between heavy rail and bus transit". For example,

1162-470: Is connected to the New York City Subway 's Atlantic Avenue–Barclays Center complex, which is served by the 2 , ​ 3 , ​ 4 , ​ 5 ​, B , ​ D , N , ​ Q ​, R and ​ W ​ trains. Buses serving outside the complex include B41 , B45 , B63 , B65 , B67 , and B103 . The rail terminal

1245-504: Is exclusively served by the Franklin Avenue Shuttle at all times. Medium-capacity rail system Since ridership determines the scale of a rapid transit system, statistical modeling allows planners to size the rail system for the needs of the area. When the predicted ridership falls between the service requirements of a light rail and heavy rail or metro system, an MCS project is indicated. An MCS may also result when

1328-469: Is the list of former-MCSs that either developed into a full rapid transit system, or which are no longer in operation: Atlantic Terminal The Atlantic Terminal (formerly Flatbush Avenue ) is the westernmost commuter rail terminal on the Long Island Rail Road 's (LIRR) Atlantic Branch , located at Flatbush Avenue and Atlantic Avenue in Downtown Brooklyn , New York City . It

1411-726: Is the primary terminal for the West Hempstead Branch , and a peak-hour terminal for some trains on the Hempstead Branch , Far Rockaway Branch , and the Babylon Branch ; most other service is provided by frequent shuttles to Jamaica station . The terminal is located in the City Terminal Zone , the LIRR's Zone 1, and thus part of the CityTicket program. The station was originally named Brooklyn in 1852, twenty years after

1494-707: The Fulton Street Elevated had given way to the IND Fulton Street Line subway, a large station is present with modern conveniences, elevators and escalators, providing an easier transfer between the Fulton Street Line and the Franklin Avenue Line. From that station, most of the original steelwork from elevated days has been removed and replaced with heavier construction. The line runs on a single track from Franklin/Fulton to another new station at Park Place. This elevated section, opened in 1896 to connect

1577-636: The Fulton Street Line and the Brighton Line . The line was originally part of the Brooklyn, Flatbush, and Coney Island Railway, which was created to connect Downtown Brooklyn with Coney Island . This Franklin Avenue Line opened in 1878 as part of the railway. Trains continued via the Long Island Rail Road to get to Downtown Brooklyn. In 1896, a connection was built with the Fulton Street Elevated , providing direct service to Manhattan. In 1905 and 1906,

1660-637: The Kelana Jaya , Ampang and Sri Petaling lines as "light rail transit" systems; when originally opened, the original Malay abbreviations for the lines, PUTRA-LRT ( Projek Usahasama Transit Ringan Automatik /Automatic Light Transit Joint Venture Project) and STAR-LRT ( Sistem Transit Aliran Ringan /Light Flow Transit System) did not clearly distinguish between light rail and light rapid transit. Some articles in India also refer to some "light metro"-type systems as "light rail". The Light Rail Transit Association (LRTA),

1743-673: The New York City Subway are about as fast as the Vancouver SkyTrain , but these express trains skip most stops on lines where they operate. Medium-capacity systems have restricted growth capacities as ridership increases. For example, it is difficult to extend station platforms once a system is in operation, especially for underground railway systems, since this work must be done without interfering with traffic. Some railway systems, like Hong Kong and Wuhan, may make advance provisions for longer platforms, for example, so that they will be able to accommodate trains with more, or longer cars, in

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1826-559: The New York and Manhattan Beach Railway , a competitor of the BF&CI, and on December 14, 1883, ended the agreement to provide equal access to the Flatbush Avenue Terminal. The BF&CI was forced to end its trains at Bedford, a situation which led to its bankruptcy in 1884. Three years later, the BF&CI line was reorganized as the Brooklyn and Brighton Beach Railroad. The Kings County Elevated Railway (KCER) wanted to link

1909-711: The Straphangers Campaign , a local church, local community boards and the New York City Environmental Justice Alliance. They argued that subway station repair work occurred elsewhere, when no attention was paid to the Franklin Avenue Shuttle. The civic groups ultimately convinced the New York State Assembly to force the MTA to rebuild rather than abandon the line, and at its April 26, 1996 board meeting, it announced that

1992-505: The U Line in Uijeongbu utilises VAL system, a variant of medium-capacity rail transport, and is therefore categorised "light metro" by LRTA and others, though the operator itself and South Korean sources refer to the U Line as "light rail". Busan–Gimhae Light Rail Transit is also akin to a light metro in its appearance and features, thought the operator refers it as a "light rail". Likewise, Malaysian officials and media commonly refer to

2075-570: The VAL system used on the Taipei Metro , is sometimes recommended, due to its low running noise , as well as the ability to climb steeper grades and turn tighter curves, thus allowing more flexible alignments. Fully heavy rail or metro systems generally have train headways of 10 minutes or better during peak hours. Some systems that qualify as heavy rail/metro in every other way (e.g. are fully grade separated ), but which have network inadequacies (e.g.

2158-519: The Willink Plaza entrance of Prospect Park at Flatbush Avenue and Ocean Avenue to the Brighton Beach Hotel. However, the railroad desired to get the line closer to downtown Brooklyn. There was a problem: the line could not pass through Prospect Park, since the park had been built specifically as a retreat from the busyness of New York City. Therefore, the line was to be built in a trench through

2241-403: The 1980s and 1990s, and as a result it was nearly abandoned. One station, Dean Street , was closed in 1995 due to low ridership. After pleas from the local community and transit advocacy groups, the MTA agreed to spend $ 74 million to rehabilitate the line. The line was closed for eighteen months in 1998 and 1999, during which the track layout was changed and the stations were rebuilt. What is now

2324-630: The 1990s. 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. Work on the stations' renovation began in 2000, and work on the shopping mall commenced the next year. On January 5, 2010, a new entry pavilion , designed by di Domenico + Partners, opened, providing improved connections between

2407-697: The BRT, sought to win new subway contracts to integrate its system of elevated and suburban roads into new subways to be built. One such subway connection would bypass the Franklin Avenue route by funneling the Brighton Line through a direct subway route under Flatbush Avenue as part of Contract 4 of the Dual Contracts of 1913. Construction for the connection required the Coney Island-bound track to be diverted in

2490-579: The Brighton Beach Railroad, running west of Franklin Avenue, to its elevated railway above Fulton Street . However, there was a problem: the LIRR's Atlantic Branch right-of-way, running along Atlantic Avenue, separated the Brighton Beach Railroad's Bedford Terminal to the south and the Fulton Street Line to the north. The LIRR vigorously defended its right to prevent any other railroad companies from crossing its right-of-way, and it only backed down after

2573-462: The Bureau of Child Welfare and representation from local high schools, showed up to a meeting on January 5 to protest the planned cut. They were aided by Congress members Shirley Chisholm and Fred Richmond , who issued a statement in support of the riders of the shuttle, including 2,000 students. In 1981, the MTA proposed abandoning the severely deteriorated line under the failed Program for Action . At

BMT Franklin Avenue Line - Misplaced Pages Continue

2656-560: The Carlton Avenue Freight Yards were replaced by the Vanderbilt Avenue Freight Yards . This was just a portion of a major improvement project that included the complete reconstruction of the station. The second depot opened on April 1, 1907, with the depot at street level and the tracks installed underground. The station had a lobby that was larger than most LIRR stations, and contained subway type entrances to

2739-464: The Franklin Avenue Line passed the Consumers Park station without stopping, left the tracks and crashed into one of the new tunnel walls, killing 97. The collision was found to be caused by an inexperienced motorman who was speeding down the line into the southbound S-curve at an estimated 30 to 40 miles per hour into the curve, which had a 6 mph speed restriction. It remains the deadliest crash in

2822-436: The Franklin Avenue Line was part of the modern-day Brighton Beach Line until 1920, when the two lines were split north of Prospect Park. The Brooklyn, Flatbush, and Coney Island Railway (BF&CI), which built the Brighton Line, was incorporated in 1877 in order to connect Downtown Brooklyn with the hotels and resorts at Coney Island, Manhattan Beach, and Brighton Beach. The line opened on July 1, 1878, originally running from

2905-503: The KCER brought litigation against the LIRR. Moreover, store owners on Franklin Avenue and Fulton Street opposed the creation of an additional elevated link between the Brighton Beach Railroad and the Fulton Street elevated. The BF&CI won its lawsuit against the LIRR in 1889, but the victory was largely symbolic since the Brighton Beach Railroad had replaced the BF&CI. In February 1896,

2988-435: The LIRR, subways, and buses. In March 2010, the station was renamed Atlantic Terminal after a six-year reconstruction project, during which trains continued to operate. In 2014, the LIRR announced that service from Babylon and Hicksville would go directly to Atlantic Terminal during New York Islanders games at Barclays Center . Passengers previously had to transfer at Jamaica to go to Babylon or Hicksville. Since

3071-729: The Long Island Express Company was installed there in 1882, and gave the station a series of tracks that would later be known as the "EX Yard." In 1888, the Union Elevated Railway built an elevated railway line and station that connected to the LIRR station called the Atlantic Avenue station . The Union Elevated eventually became part of the Brooklyn-Manhattan Transit Corporation . Further rebuilding took place again in 1893. Between 1904 and 1906,

3154-501: The MTA was still lacking the funds to renovate the line from end to end. The Dean Street station, which had 50 paying riders per day, was closed in 1995. The entire line was under consideration for abandonment, and community leaders were opposed to the move. They showed up to town hall meetings, news conferences and they sat down with transit officials. They also formed the Committee to Save the Franklin Avenue Shuttle. The coalition included

3237-858: The New York City Subway's history, as well as one of the worst rapid-transit crashes in the history of the United States. On August 1, 1920, the Brighton Beach Line was connected to the Broadway subway in Manhattan via the Montague Street Tunnel under the East River, as well as a tunnel connection underneath Flatbush Avenue. At the same time, track connections to the Fulton Street Elevated were severed so that through service to Brooklyn Bridge

3320-466: The New York City Subway's history, the Malbone Street Wreck , occurred on November 1, 1918, when a five-car wooden elevated train derailed while approaching the Prospect Park station, killing at least 93 people. In 1920, the Franklin Avenue Line was severed from the Fulton Street Elevated, and Brighton Line trains started using the new subway under Flatbush Avenue. The line's condition deteriorated in

3403-669: The Taiwan Department of Rapid Transit Systems (TCG) suggests an MCS has a capability of boarding around 20,000 to 30,000 p/h/d, and a report from the World Bank places the capacity of an MCS at 15,000 to 30,000 p/h/d. For comparison, ridership capacity of more than 30,000 p/h/d has been quoted as the standard for metro or "heavy rail" standards rapid transit systems, while light rail systems have passenger capacity volumes of around 10,000 to 12,000 p/h/d or 12,000 to 18,000 p/h/d. VAL (Véhicule Automatique Léger) systems are categorised in

BMT Franklin Avenue Line - Misplaced Pages Continue

3486-464: The accident. On February 6, 2018, the NTSB released their Railroad Safety Brief on the accident. They determined the probable cause to be the engineer falling asleep due to chronic fatigue. The chronic fatigue was in part attributed to undiagnosed sleep apnea . The LIRR terminal, one floor below the ground level, has three high-level island platforms adjacent to six tracks. Platform A is ten cars long, but

3569-630: The beginning of the 20th century ended the independent existence of a number of elevated and suburban railroads, including the Kings County Line and the bankrupt Brooklyn and Brighton Beach. Brooklyn was consolidated into the City of Greater New York in 1898. The new city turned its attention to subway building and the Interborough Rapid Transit Company had a leg up in landing the first two contracts. The Brooklyn interests, represented by

3652-540: The bid was out in February 1997. During the renovation, a temporary shuttle bus and the B48 bus replaced train service. The line reopened on October 18, 1999, three months ahead of schedule. As part of the rehabilitation, three stations were rebuilt, elevators were installed at the Fulton Street station, tracks and bridges were replaced, and security cameras and new artwork were added. 0.4 miles (640 m) of unnecessary double track

3735-442: The elevated structure at Queensboro Plaza, but no other parts of the line were built as the plan never left the talking stages. A crosstown line would eventually be built in the 1930s; however, it was part of the city-operated Independent Subway System , not the BRT. The Fulton Street Elevated, to which the Franklin Avenue line was originally connected, closed in 1940 and was replaced by the IND Fulton Street Line . A free transfer

3818-446: The entire Franklin Avenue Line, due to low ridership and high repair costs. Numerous figures, including New York City Council member Carol Greitzer , criticized the plans. By the 1990s the Franklin Avenue Shuttle was known as the "ghost train" and the Franklin Avenue Line was very dilapidated. Shuttle trains' lengths were shrunk from four to two cars, and the platforms were so poorly maintained that they were literally crumbling. However,

3901-470: The four-track Brighton Beach main line south of Prospect Park, the inner pair of tracks are for express trains, and the outer pair of tracks are for local trains. The line continued to operate elevated train service on the Brighton Beach main line until 1928, after which similar services were continued with steel subway cars. For the summer excursion season of 1924, the Franklin Avenue Line was upgraded for

3984-721: The future. Taipei Metro , for example, constructed extra space for two extra cars in all its Wenhu Line stations. The following is the list of currently-operating MCSs which are categorised as light metros by the Light Rail Transit Association (LRTA) as of March 2018 , unless otherwise indicated. The list does not include, for example, monorails and urban maglev , despite most of them also being "medium-capacity rail system". Bombardier Innovia Metro 300 Trains: 4-car configuration AMPANG AND SRI PETALING LINES: CRRC Zhuzhou LRV Trains: 6-car configuration SHAH ALAM LINE: 3-car CRRC Light Rail vehicles The following

4067-583: The hill from Crown Heights. In January 1977, the Metropolitan Transportation Authority (MTA)'s Emergency Financial Control Board proposed abandoning the severely deteriorated line due to cutbacks in city funding. The local community was outraged at the plan and was successful in saving the shuttle for the meantime. A coalition of about 5,000 passengers, including local businessmen, the Jewish Hospital and Medical Center, staff workers of

4150-526: The hill in Crown Heights, connecting with the tracks of the Long Island Rail Road (LIRR) at Atlantic Avenue . The route was built on the surface between Bedford Terminal (at Atlantic Avenue) and Park Place, and was built in an open cut to Prospect Park and beyond to Church Avenue in Flatbush in order to avoid grade crossings and to placate the local community. This portion of the Brighton Beach Line represented

4233-481: The line continues on its original 1878 roadbed and connects with the main part of the Brighton Line at Prospect Park. Before entering Prospect Park, trains switch to the northbound track, which continues straight and enters a tunnel. The shuttle terminates on the northbound outer track of the four-track Prospect Park station. The rarely used southbound track (where the Malbone Street Wreck took place) also enters

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4316-482: The line poles that held up the wire required for the operation still exist along the line. In 1905 and 1906, the last remaining grade crossings were eliminated in the vicinity of Park Place by building an elevated structure to connect the old elevated structure and the open-cut portion. In the ensuing years, some existing bridges were strengthened or replaced and some of the elevated trackage was placed on concrete -retained embankment . A series of leases and mergers at

4399-477: The line was elevated near Park Place to eliminate the last remaining grade crossings . In 1913, the line was acquired by the Brooklyn Rapid Transit (BRT), which consolidated various railroad lines in Brooklyn. As part of the Dual Contracts of 1913, the BRT planned to connect the Brighton Line to a more direct subway route under Flatbush Avenue as part of Contract 4. The worst rapid transit wreck in

4482-513: The line was established as the Brooklyn and Jamaica Railroad , and was not originally a terminus. The original terminus was South Ferry , via the now shuttered Cobble Hill Tunnel . When LIRR subsidiary New York and Jamaica Railroad built a new line between Hunter's Point and Jamaica in 1861, the main line was relocated there, and the line was abandoned west of East New York , in compliance with Brooklyn's ban on steam railroads. West of East New York,

4565-466: The medium-capacity rail systems because their manufacturer defines their passenger capacities as being up to 30,000 p/h/d. In Hong Kong , MTR 's Ma On Shan line could, in some contexts, are classified as a medium-capacity system (as it used shorter 4-car SP1950 trains, compared to 7- to 12-car trains on other heavy rail lines) but can attain up to 32,000 p/h/d which is comparable to the passenger capacity of some full metro transit networks. However, it

4648-565: The northbound Franklin Avenue Line track, thereby delaying train traffic. As a result, most trains avoided negotiating the sharp S-curve where the Malbone Street Wreck had occurred. Trains that are being taken out of service continue to use the old route. Prior to the Brooklyn Dodgers ' relocation to Los Angeles for their 1958 season, the Franklin Avenue Line was one of the busiest routes to their games at Ebbets Field , located in Flatbush near

4731-474: The open cut had to be dug deeper. This portion formally opened on August 19, 1878, about six weeks after the rest of the Brighton Line opened. This portion of the Brighton Beach Line went north to the LIRR's Bedford station, where Brighton trains could merge onto LIRR tracks and operate to the Flatbush Avenue Terminal at Flatbush Avenue and Atlantic Avenue. However, the LIRR later gained control of

4814-486: The opening of Grand Central Madison and the introduction of new schedules in February 2023, most service to Atlantic Terminal has been provided by a high-frequency shuttle service to and from Jamaica. During the morning rush hour of January 4, 2017, a train overran the bumper block at the end of track 6, injuring 103, none seriously. There were 650 passengers on the train, which had originated from Far Rockaway . The accident occurred at about 8:20 a.m. Two cars of

4897-618: The operation of six-car subway trains, and was assigned the BMT number 7 . This service used the Brighton Line during most daytime hours. During warm weather, express service ran to Coney Island on weekends during the day. In the 1920s, transportation officials discussed the possibility of an extension of the line. It was proposed that the line would be extended beyond Fulton Street, run across central Brooklyn, and link up with other BRT lines in Long Island City. Provisions for this line were made in

4980-419: The original line to the Fulton Street Elevated, was rebuilt along the original line's old right-of-way to reduce costs. Though this portion of the line uses much of the reinforced viaduct from 1903-1905, it was totally reconstructed in 1999. There was once a stop at Dean Street, between the Fulton Street and Park Place stations. The Dean Street station closed in 1995 because it was one of the least used stations in

5063-406: The railroad was leased by the KCER. On August 15, 1896, the railroad gained a connection with it by means of a ramp and short elevated railway. The connection linked to the Fulton Street Elevated , which ran from Downtown Brooklyn to City Line at the border with Queens County at Liberty and Grant Avenues and had been completed in 1893. From there the line bridged over Atlantic Avenue, where the LIRR

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5146-532: The same technology as the full-capacity rapid transit lines. Generally speaking, medium capacity designation is created from relative lower capacity and/or train configuration comparisons to other heavy rail systems in the same area. For example, the train in an MCS may have a shorter configuration than the standard metro system, usually three (though, in some cases, just two) to six traincars , allowing for shorter platforms to be built and used. Rather than using steel wheels, rubber-tyred metro technology, such as

5229-551: The shuttle would be closed for eighteen months so that the line could be rehabilitated for $ 63 million. As a result, most of the supporting infrastructure and stations were completely rehabilitated for eighteen months, between July 1998 and October 1999 at a cost of $ 74 million. Closing the shuttle full time was estimated to save time and $ 22 million. While the closure of the line started in July 1998, work began in September 1997. The contract on

5312-746: The sidewalk. After Park Place, the line broadens from one to two tracks Between Park Place and Sterling Place, the line descends to an open cut along a ramp that opened in 1896 as part of the Fulton Street Elevated connection project and enters the near-original 1878 right-of-way, including the original railroad-style tunnel under Eastern Parkway . The south end of the tunnel contains the rehabilitated Botanic Garden station, originally built in 1928. All three stations between Franklin Avenue and Botanic Garden were rebuilt or renovated with elements such as distinctive artwork, masonry and ironwork funded by New York City Transit's " Arts in Transit " program. From Botanic Garden,

5395-491: The six-car M7 electric multiple unit train involved were severely damaged when it collided with the bumper at a speed of 10 to 15 miles per hour (16 to 24 km/h). The incident was compared to a September 2016 train crash at Hoboken Terminal in Hoboken, New Jersey , wherein a train also overran a bumper block. The National Transportation Safety Board (NTSB) and Federal Railway Administration opened investigations into

5478-400: The southern end of the line. A 1982 New York Times article described the line as the "gateway to Ebbets Field". After the city gained ownership of the line in 1940, Brighton-Franklin services gradually declined. A major blow to the viability of through-service occurred in 1954 when the D train of the IND Division was extended to Coney Island via the Culver Line , deprived the Franklin of

5561-414: The station on May 1, 1908. The BMT also built two more subway lines on Pacific Street along the Fourth Avenue Line on June 22, 1915, and Atlantic Avenue along the Brighton Line on August 1, 1920. The connection to the BMT Fifth Avenue Line was lost on May 31, 1940. The station was refurbished and the exterior was sandblasted in the early 1940s. The decline of rail service after World War II led to

5644-401: The station's gradual demise, however. Track #1 was out of service on April 10, 1959. Former express tracks numbers 9–14 ("EX" Yard) were taken out of service on March 3, 1971. At some point, the express buildings became a parking garage. Local businesses were still allowed to utilize the station, such as a barber shop, restaurants, candy stores, a snack bar, a podiatrist's office, a dental office,

5727-461: The stations. Once the line was reopened there were still calls to restore the Dean Street station, and there were complaints that the Botanic Garden and Prospect Park stops were not made ADA accessible . Prospect Park was made accessible in a later project. The bridge carrying the line above St. Marks Avenue was replaced in 2024, marking the first major modification to the line since its 1998 reconstruction. At Fulton Street and Franklin Avenue, where

5810-441: The system, and because it was in very poor condition. The station still had wooden platforms, which were a safety hazard, as well as incandescent lighting, although all other stations had been upgraded with fluorescent lamps . The station was demolished upon its closure, and the only visible remnant of the station is a sidewalk street lamp which used to illuminate the staircase leading from the station platform. The line then crosses

5893-460: The time, only 10,000 daily passengers used the line. It was proposed that bus service along nearby Franklin Avenue could substitute for the line. During the winter, the line would often be closed because there was fear that trains would derail. Stations were in horrible condition; portions of the wooden platforms were sealed off because they had burned or collapsed. From January to March 1982, the line needed to be closed for emergency repair work because

5976-527: The tracks were taken over by horse car lines. The Brooklyn station designation was replaced by the Flatbush Avenue station on July 2, 1877. That same summer local Atlantic Avenue rapid transit trains began to stop there on August 13. The old depot was renovated between July–August 1878, when it began serving the Brooklyn, Flatbush and Coney Island Railroad . It was rebuilt again in June 1880. The headquarters for

6059-484: The tracks. It also served as a post office building until 1925, and contained a baggage depot, express buildings, some meat houses which were inherited from the previous version of the station, and a merchandise terminal for "less than carload freight" added on in 1908. The Interborough Rapid Transit Company built a subway line called the Eastern Parkway Line and a station on Atlantic Avenue , that connected to

6142-680: The two easternmost cars on Track 1 are not accessible due to a large gap between the train and the platform. Platform B is eight cars long. Platform C is six cars long, but Track 6 only has enough space for four cars to meet the platform as it is adjacent to the northbound local platform of the IRT Eastern Parkway Line . ← [REDACTED] toward Norwood–205th Street late nights ( DeKalb Avenue ) ← [REDACTED] toward Astoria–Ditmars Boulevard late nights ( DeKalb Avenue ) ← [REDACTED] toward Astoria–Ditmars Boulevard (select weekday trips) ( DeKalb Avenue ) Atlantic Terminal

6225-637: Was built to the full heavy rail standard as it was designed to be extended. Full-length, 8-car trains were deployed on the line in advance of its extension and the line was extended into the Tuen Ma line in June 2021. Two other lines, the Disneyland Resort line shuttle service to Hong Kong Disneyland Resort since 2005 and the South Island line since December 2016, are also classified as MCS because of their shorter trains and smaller capacity, however they use

6308-461: Was created to consolidate the surface and elevated lines in Brooklyn. This enabled the KCER to operate its steam-powered elevated trains on the Brighton Line via the Franklin Avenue Line's right-of-way , providing Brighton riders with direct service to downtown Manhattan via the Brooklyn Bridge . Brooklyn and Brighton Beach Railroad trains continued to run from Bedford Terminal, but this service

6391-416: Was eliminated, this service became the S. On December 1, 1974, a southbound shuttle train of R32s was approaching the tunnel portal en route from Franklin Avenue when it derailed on the crossover and smashed the same place where BRT car 100 had hit in the Malbone Street Wreck. This derailment resulted in some injuries, but there were no fatalities, because time signals limited the speed of trains coming down

6474-494: Was instituted between the Fulton Street subway and the Franklin Avenue elevated. In 1958, a new switch was installed north of Prospect Park, allowing trains to reverse ends at the easternmost track at Prospect Park, which had formerly served northbound Franklin Avenue Line trains. This eliminated a traffic bottleneck in which southbound Franklin Avenue Line trains, arriving on the westernmost track at Prospect Park, reversed directions by crossing over two active Brighton Line tracks to

6557-411: Was left standing so passengers could use a staircase to transfer to the Fulton Street Line. The closed Dean Street station was demolished as part of the project. The local community agreed to close the station in exchange for the construction of a new passageway to provide transfers to the IRT Eastern Parkway Line at Botanic Garden. MetroCard vending machines and improved speakers were also installed in

6640-673: Was no longer possible. Subway trains from Manhattan and elevated trains from Franklin Avenue shared operations to Coney Island . A connection and cross-platform interchange between the Brighton Beach and Franklin Avenue Lines was made at Prospect Park, where Franklin Avenue trains used the outer tracks and Brighton Beach trains used the inner tracks. South of Prospect Park, there are switches between all four tracks, allowing southbound trains from either line to run either local or express to Coney Island, as well as permitting northbound local and express trains from Coney Island to access either line. On

6723-531: Was removed, and 1.4 miles (2,300 m) of track was replaced. The signal system between the Botanic Garden and Franklin Avenue stations was replaced and rehabilitated. The transfer to the IND Fulton Street Line had required an out-of-system paper transfer, but an enclosed transfer was built with two elevators and an escalator. Prior to this enclosed transfer, a portion of the Fulton Street Elevated line

6806-440: Was soon abandoned, though the track connections were retained. In 1899, elevated trains began to run via the Brighton Line in addition to steam service. All steam service stopped running by 1903. The first electrification of the Brighton Line, including the Franklin Avenue Line, was accomplished in 1899 using trolley wire . Trains that used third rail in elevated service raised trolley poles at Franklin Avenue station. Some of

6889-661: Was still operating at-grade. As part of the Atlantic Avenue improvement program, this portion of the LIRR was placed in a tunnel between 1903 and 1905. Additionally, provisions were provided for a future two-track connection in Downtown Brooklyn near the current Atlantic Terminal , leading from the Atlantic Branch to the Brighton Line. Also in 1896, a new entity, the Brooklyn Rapid Transit Company (BRT),

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