After the Interborough Rapid Transit Company (IRT)'s original line opened as far as Atlantic Avenue in Brooklyn, the New York City government began planning new lines. As early as 1903, William Barclay Parsons, chief engineer of the Rapid Transit Commission, had proposed constructing a four-track extension of the IRT line under Flatbush Avenue, running southeast from Atlantic Avenue to Grand Army Plaza. From there, two branches would have extended south to Flatbush and east to Brownsville. This plan did not progress for a decade due to various disputes over the original subway.[3]: 150 In 1913, New York City, the Brooklyn Rapid Transit Company (BRT), and the IRT reached an agreement, known as the Dual Contracts, to drastically expand subway service across New York City.[4] As part of the Dual Contracts, two lines under Flatbush Avenue, one each operated by the BRT and IRT, were approved.[5]: 203–219 [4] The IRT was authorized to extend its four-track Brooklyn line under Flatbush Avenue and Eastern Parkway,[6] while the BRT would construct a parallel two-track extension of the Brighton Line,[7]
Groundbreaking for the IRT extension took place on May 23, 1914.[8][9] The Bergen Street station was to be one of the stations on the IRT extension.[9]
During the 1964–1965 fiscal year, the platforms at Bergen Street, along with those at four other stations on the Eastern Parkway Line, were lengthened to 525 feet (160 m) to accommodate a ten-car train of 51 foot (16 m) IRT cars.[14][15] The work was performed by the Arthur A. Johnson Corporation.[15]
The station contains six tracks and two side platforms: the outermost tracks are used by the IRT local trains. To the inside are the IRT express tracks, which slant upward to the inside of the outer local tracks. In between the express tracks are the BMT Brighton Line tracks. Those routes were built at the same time as the tracks at this station as part of the Dual Contracts. A full curtain wall separates the local from the express tracks, though a gap exists in the curtain wall at the northern end of the station.[citation needed]
The 2 train stops here at all times,[16] while the 3 train stops here at all times except late nights.[17] The 4 train serves the station only during late nights.[18] The next station to the north is Atlantic Avenue–Barclays Center, while the next station to the south is Grand Army Plaza.[19]
Both platforms have their original mosaics. The name tablets read "BERGEN ST." in gold serif font on a blue background and multi-layered green border. The trim line is green with "B" tablets on them on a blue background at regular intervals. At either ends of both platforms, where they were extended in 1964–1965,[14] there are cinderblock tiles with signs reading "BERGEN ST" in sans serif font on a maroon background.[citation needed]
The platforms only have columns at the fare control areas and they are i-beam columns painted green.[citation needed]
Exits
Each platform has one same-level fare control area at the center and there are no crossovers or crossunders. The southbound platform has an unstaffed fare control area containing a bank of three regular turnstiles, two exit-only turnstiles, and two High Entry/Exit Turnstiles. Outside fare control are two staircases going up to the southwestern corner of Flatbush Avenue and Bergen Street and a passage leading to another staircase going up to the northwestern corner.[20] The Manhattan-bound platform has a full-time turnstile bank and token booth. Outside fare control are and two staircases going up to either eastern corners of Bergen Street and Flatbush Avenue, as well as a closed and sealed stair to the southwestern corner of Sixth Avenue and Bergen Street.[citation needed]
^Hood, Clifton (1978). "The Impact of the IRT in New York City"(PDF). Historic American Engineering Record. pp. 146–207 (PDF pp. 147–208). Archived(PDF) from the original on January 17, 2021. Retrieved December 20, 2020. This article incorporates text from this source, which is in the public domain.{{cite web}}: CS1 maint: postscript (link)
^"Transit Relief Big Stimulus". The Brooklyn Citizen. April 13, 1913. pp. 13, 14. Archived from the original on May 22, 2023. Retrieved May 21, 2023 – via newspapers.com.
^ ab"IRT Brooklyn Line Opened 90 Years Ago". New York Division Bulletin. 53 (9). New York Division, Electric Railroaders' Association. September 2010. Retrieved August 31, 2016 – via Issuu.
^ abAnnual Report 1964–1965. New York City Transit Authority. 1965.
Note: Service variations, station closures, and reroutes are not reflected here. Stations with asterisks have no regular peak, reverse peak, or midday service on that route. See linked articles for more information.
Stations and line segments in italics are closed, demolished, or planned (temporary closures are marked with asterisks). Track connections to other lines' terminals are displayed in brackets. Struck through passenger track connections are closed or unused in regular service.
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