Franklin Avenue/Botanic Garden station

Botanic Garden
New York City Subway station (rapid transit)
Northbound platform
Station statistics
Division	B (BMT)
Line	BMT Franklin Avenue Line
Services	S  (all times)
Structure	Enclosed open-cut
Platforms	2 side platforms
Tracks	2
Other information
Opened	September 30, 1928 (1928-09-30)[4]
Rebuilt	October 18, 1999 (1999-10-18)
Station code	142[1]
Opposite-direction transfer available	Yes
Former/other names	Consumers Park
Station succession
Next north	Park Place: S
Next south	Prospect Park: S
Station service legend Symbol Description Stops all times

Track layout
O2 to Park Pl Bidirectional track to Prospect Pk O1 O2

Botanic Garden on the BMT Franklin Avenue Line has two tracks and two side platforms.[5] The station is named for the Brooklyn Botanic Garden two blocks away from the station.[3]

There was no station at this location until December 1926,[6] when a new station was constructed to replace Consumers Park several blocks to the south, which was considered too close to Prospect Park to be useful. Consumers Park had been renamed Botanic Garden in 1924. The new station assumed this name upon opening on September 30, 1928 and the old station closed at the same time.[4][7]

The station deteriorated over the years as the New York City Transit Authority considered whether to abandon or rehabilitate the station and the line. Support in the Bedford-Stuyvesant and Crown Heights communities persuaded the city to rebuild the line from July 1998 to September 1999.[8] A transfer to Franklin Avenue on the IRT Eastern Parkway Line was added via a passageway that connects the Franklin Avenue-bound platform to the IRT mezzanine.[7] Prior to the rehabilitation project, only a portion of the station was in the tunnel, as the platforms were longer and continued outdoors.[9]

The station's mezzanine is above the platforms and tracks. Two staircases from each side go up to a waiting area that allows a free transfer between directions (this is needed for passengers transferring between the IRT and Prospect Park-bound trains). Outside of the turnstile bank, there is a token booth and one street stair.

The rebuilt station was built in the open-cut right-of-way to the south of Eastern Parkway, and the half of the station closest to that street was roofed over in the appearance of a subway structure. The station is now located entirely inside the subway structure that was built in 1928. At street level, it features floral wrought iron fencing in recognition of its location near the Brooklyn Botanic Garden (entitled IL7/Square by Millie Burns). At track level it includes 1920s-era mosaic tiling. To the immediate north of the station, the 1878 railroad tunnel that carries the line under Eastern Parkway has been dramatically lighted. This is the oldest tunnel currently in subway use.[9]

Franklin Avenue  ​​​
New York City Subway station (rapid transit)
Northbound platform
Station statistics
Division	A (IRT)
Line	IRT Eastern Parkway Line
Services	2  (all times) ​      3  (all except late nights) ​      4  (all times) ​      5  (weekdays only)
Structure	Underground
Platforms	2 island platforms cross-platform interchange
Tracks	4
Other information
Opened	August 23, 1920 (1920-08-23)
Station code	342[1]
Accessibility	Cross-platform wheelchair transfer available
Wireless service	[10]
Opposite-direction transfer available	Yes
Former/other names	Franklin Avenue–Medgar Evers College
Station succession
Next north	Atlantic Avenue–Barclays Center (express): 4  ​5  Eastern Parkway–Brooklyn Museum (local): 2  ​3  ​4
Next south	Nostrand Avenue (local): 2  ​3  ​4  Crown Heights–Utica Avenue (express): 4  ​5  President Street (via Nostrand Ave): 2  ​5
Station service legend Symbol Description Stops all times except late nights Stops all times Stops late nights only Stops rush hours only Stops weekdays only

Franklin Avenue, also announced as Franklin Avenue–Medgar Evers College, is an underground express station on the IRT Eastern Parkway Line that has four tracks with two island platforms and opened on August 23, 1920.[5]

Both platforms have yellow i-beam columns on both sides at regular intervals with every other one having the standard black station name plate in white lettering. The platform walls have their original Dual Contracts trim line with "F" tablets for "Franklin" at regular intervals. At the extreme west (railroad north) end, the platforms were extended in the 1950s to accommodate the current standard IRT train length of 510 feet. The walls here have a blue trim line with "FRANKLIN AVE" in white sans serif lettering on two lines.

The station's main entrance is a mezzanine above the platforms and tracks at their center. Two staircases from each platform go up to a waiting area that allows a free transfer between directions. Outside of the turnstile bank, there is a token booth and four street stairs to either eastern corners of Franklin Avenue and Eastern Parkway.

The transfer to the Franklin Avenue Shuttle is at the west end of the station. A single staircase from each platform goes up to a mezzanine, where a passageway leads to the north end of the Franklin Avenue-bound platform. A crossover is required to reach the Prospect Park-bound platform.

The station has been adopted by Clara Barton High School as part of New York City Transit's Adopt-A-Station program.

Rogers Junction

Track layout
E1 E4 to Eastern Pkwy Local tracks E2 E3 to Atlantic Av Express tracks rise from under local tracks Superimposed tunnels Left tracks over right tracks D1 to President St D2 to Nostrand Av E1 E4 to Utica Av E2 E3 Lower level track Upper level track

East (railroad south) of this station is Rogers Junction, where trains can diverge to the IRT Nostrand Avenue Line or continue on Eastern Parkway. From west to east between the 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.[5][11]

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 mainline local tracks on both levels become the Nostrand Avenue Line tracks, which turn to the south. There is a closed tower at the south end of the southbound platform.[5][11]

This junction is a severe traffic bottleneck during rush hours, and rebuilding it would require massive construction including the tearing up of Eastern Parkway.[12] The reconstruction of the junction in order to alleviate train congestion has been suggested several times. The plan was first unveiled in the 1967 Transportation Studies for Southeast Brooklyn, and subsequently in 1968 as part of the Program for Action. The MTA's Engineering Department Planning Division considered such a project again in 1972. In 1993, as part of the 1992–1996 Capital Program, the MTA studied seven alternatives for rebuilding the junction. The 1993 study suggested the further scrutiny of two proposals: "Alternative 4", which would simply add a switch on each level east of the Nostrand Avenue Line split, and "Alternative 6", which would reconstruct the junction entirely.[13]

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