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.[4]: 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.[5] As part of the Dual Contracts, two lines under Flatbush Avenue, one each operated by the BRT and IRT, were approved.[6]: 203–219 [5] The IRT was authorized to extend its four-track Brooklyn line under Flatbush Avenue and Eastern Parkway,[5] 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 Prospect Park Plaza station, at Grand Army Plaza was to be one of the stations on the IRT extension.[9] The Grand Army Plaza station was built as part of section 1A of the Eastern Parkway Line, stretching between the plaza and St. Mark's Avenue. The Cranford Company received a construction contract for this section in March 1914 after making a low bid of about $2.2 million.[9][10] The project involved digging under Grand Army Plaza, near the Soldiers' and Sailors' Arch.[11]
The construction of the station and tunnels resulted in the removal of Frederic W. Darlington's 1897 Electric Fountain[16] from the center of Grand Army Plaza, which was dug up for the cut-and-cover construction and replaced with a grass oval. Construction began on a new fountain, known as the Bailey Fountain, in 1928, and it was completed in 1932.[17]
During the 1964–1965 fiscal year, the platforms at Grand Army Plaza, along with those at four other stations on the Eastern Parkway Line, were lengthened to 525 feet to accommodate a ten-car train of 51-foot IRT cars.[18][19] The work was performed by the Arthur A. Johnson Corporation.[19] 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,[20][21] including Grand Army Plaza.[22] The renovation was completed in 1996.[23]
At platform level, Grand Army Plaza has a simple island platform layout with two tracks.[24] The 2 train stops here at all times,[25] while the 3 train stops here at all times except late nights.[26] The 4 train serves the station only during late nights.[27] The next station to the north is Bergen Street, while the next station to the south is Eastern Parkway–Brooklyn Museum.[28]
Southbound (eastern Brooklyn-bound) trains use track E1 while northbound (Manhattan-bound) trains use track E4. Underneath the platform are four tracks, the center two, A4 (north) and A3 (south) carrying the BMT Brighton Line with tracks E2 and E3 carrying southbound and northbound express IRT Eastern Parkway Line trains on either side of the Brighton Line tracks, respectively.[29][30] These track designations are only displayed on small emergency placards on either end of the platform for use by train and emergency personnel; they are not used in everyday conversation.
The only mosaic in the Grand Army Plaza station is a small "P".[24] A permanent art installation in the station's entrances and mezzanine entitled Wings for the IRT: The Irresistible Romance of Travel was created in 1995 by Jane Greengold, who used the station regularly when she lived in Park Slope. The bronze and terra cotta pieces of art are modeled on the original Interborough Rapid Transit Company logo, and alludes to the Soldiers' and Sailors' Arch in the plaza above with its Winged Victories. The MTA's Arts for Transit program held an opening ceremony for the artwork on June 19, 1997.[31][32]
Exits
The station has four entrances and exits, all of which are staircases:[33]
2 on the northeast corner of Flatbush Avenue and Plaza Street East
1 on the southwest corner of Flatbush Avenue and Plaza Street West
1 on the southeast corner of Flatbush Avenue and Plaza Street West
^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.
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 of the New York City Subway, by line (physical trackage)
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.
New York City Subway station (rapid transit)
(all times)
(all except late nights)
(late nights, and limited rush hour service)
NYCT Bus: B41, B67, B69
41.2%
