View source for Borough Hall/Court Street station

{{Short description|New York City Subway station in Brooklyn}}
{{redirect|Borough Hall station|the NJ Transit station|Glen Rock–Boro Hall station}}
{{good article}}
{{Use mdy dates|date=August 2023}}
{{Use American English|date=August 2023}}
{{Infobox NYCS
| name = Borough Hall/Court Street
| type = complex
| accessible = partial
| acc_note = [[#IRT Broadway–Seventh Line platforms|IRT local platforms]] and northbound [[#IRT Eastern Parkway Line platforms|IRT express platform]] only
| image = Borough Hall entrance.jpg
| image_caption =
| address = Court Street between Joralemon Street &amp; Montague Street<br>Brooklyn, New York
| borough = [[Brooklyn]]
| locale = [[Downtown Brooklyn]], [[Brooklyn Heights]]
| coordinates = {{coord|40|41|37|N|73|59|25|W|display=inline,title}}
| open_date= July 1, 1948 (transfer)<ref name=higher/>
| division = IRT/BMT
| line = [[BMT Fourth Avenue Line]]<br>[[IRT Broadway–Seventh Avenue Line]]<br>[[IRT Eastern Parkway Line]]
| service = Court-Borough
| service_header = Court-Borough header
| connection = {{Unbulleted list
| {{bus icon}} [[NYCT Bus]]: {{NYC bus link|B25|B26|B38|B41|B45|B52|B57|B61|B63}}
| {{bus icon}} [[MTA Bus]]: {{NYC bus link|B103}}<ref name="bklnbus"/>
}}
| levels = 3
| legend = {{NYCS infobox legend|allexceptnights}}{{NYCS infobox legend|alltimes}}{{NYCS infobox legend|weekdaysonly}}{{NYCS infobox legend|nightsonly}}{{NYCS infobox legend|rushonly}}{{NYCS infobox legend|rushpeak}}
}}
The '''Borough Hall/Court Street station''' is an underground [[New York City Subway]] [[metro station|station]] complex in [[Brooklyn]] shared by the [[BMT Fourth Avenue Line]], the [[IRT Broadway–Seventh Avenue Line]] and the [[IRT Eastern Parkway Line]]. The complex comprises three stations: '''Borough Hall''' on the IRT lines and '''Court Street''' on the BMT line. The stations are located under Court, Joralemon, and Montague Streets, next to [[Brooklyn Borough Hall]], in the [[Downtown Brooklyn]] and [[Brooklyn Heights]] neighborhoods of Brooklyn. It is served by the [[2 (New York City Subway service)|2]], [[4 (New York City Subway service)|4]], and [[R (New York City Subway service)|R]] trains at all times; the [[3 (New York City Subway service)|3]] train all times except late nights; the [[5 (New York City Subway service)|5]] train on weekdays; the [[N (New York City Subway service)|N]] train during late nights; and limited rush-hour [[W (New York City Subway service)|W]] trains.
The Borough Hall station of the Eastern Parkway Line was built for the [[Interborough Rapid Transit Company]] (IRT) as part of the [[Early history of the IRT subway|city's first subway line]]. The station opened on January 9, 1908, when the original IRT was extended into Brooklyn. The Borough Hall station of the Broadway–Seventh Avenue Line opened on April 15, 1919, as part of the [[Dual Contracts]]. The Court Street station of the Fourth Avenue Line was built for the [[Brooklyn Rapid Transit Company]] (BRT; later the [[Brooklyn–Manhattan Transit Corporation]], or BMT) as part of the Dual Contracts, and opened on August 1, 1920. Several modifications have been made to the IRT and BMT stations over the years, and they were connected within a single [[fare control]] area in 1948.
The Eastern Parkway Line station under Joralemon Street has two [[side platform]]s and two tracks on the same level. The Broadway–Seventh Avenue Line station under [[Brooklyn Borough Hall]] also has two side platforms and two tracks on different levels. The Fourth Avenue Line station has one [[island platform]] and two tracks. Part of the complex is compliant with the [[Americans with Disabilities Act of 1990]]. The original portion of the Eastern Parkway Line station's interior is a [[New York City designated landmark]] and listed on the [[National Register of Historic Places]].
== History ==
=== First subway ===
Planning for a [[rapid transit|subway]] line in New York City dates to 1864.<ref name="Walker 1918" />{{Rp|21}} However, development of what would become the [[Early history of the IRT subway|city's first subway line]] did not start until 1894, when the [[New York State Legislature]] passed the Rapid Transit Act.<ref name="Walker 1918">{{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}}</ref>{{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.<ref name="NYCL-1096">{{cite web |date=October 23, 1979 |title=Interborough Rapid Transit System, Underground Interior |url=http://s-media.nyc.gov/agencies/lpc/lp/1096.pdf |access-date=November 19, 2019 |publisher=[[New York City Landmarks Preservation Commission]] |archive-date=September 21, 2020 |archive-url=https://web.archive.org/web/20200921135400/https://s-media.nyc.gov/agencies/lpc/lp/1096.pdf |url-status=live}}</ref>{{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,<ref name="Report December 31, 1904">{{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}}</ref> in which it would construct the subway and maintain a 50-year operating lease from the opening of the line.<ref name="Walker 1918" />{{Rp|165}} In 1901, the firm of [[Heins & LaFarge]] was hired to design the underground stations.<ref name="NYCL-1096" />{{Rp|4}} Belmont incorporated the [[Interborough Rapid Transit Company]] (IRT) in April 1902 to operate the subway.<ref name="Walker 1918" />{{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 (Manhattan)|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 [[Atlantic Terminal|Flatbush Avenue]] terminal station (now known as Atlantic Terminal) in Brooklyn, via the [[Joralemon Street Tunnel]] under the [[East River]].<ref name="Board of Rapid Transit Railroad Commissioners 1902">{{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=January 5, 2021 |archive-date=February 5, 2023 |archive-url=https://web.archive.org/web/20230205172804/https://books.google.com/books?id=PLonAAAAYAAJ&q=Third+Track+North+of+Fort+George&pg=PA242 |url-status=live}}</ref>{{Rp|83–84}}<ref name="HAER CE">{{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 |access-date=December 20, 2020 |publisher=Historic American Engineering Record |pages=208–282 (PDF pp. 209–283) |archive-date=January 17, 2021 |archive-url=https://web.archive.org/web/20210117001227/https://tile.loc.gov/storage-services/master/pnp/habshaer/ny/ny0300/ny0387/data/ny0387data.pdf |url-status=live }} {{PD-notice}}</ref>{{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. Construction of the Contract 2 tunnel began at [[State Street (Manhattan)|State Street]] in Manhattan on November 8, 1902.<ref name="Walker 1918" />{{Rp|162–191}} and work on the Joralemon Street Tunnel began in 1903.<ref name="BDE Stats">{{cite news |date=January 9, 1908 |title=Statistics of East River Tunnel |page=26 |work=The Brooklyn Daily Eagle |via=newspapers.com |url=https://www.newspapers.com/clip/66902387/ |access-date=January 1, 2021}}</ref> By July 1907, the Borough Hall station was nearly completed except for the entrances.<ref name="n125023191">{{Cite news |date=July 7, 1907 |title=Comprehensive Scope of Subway and Tunnel Work, Which Is Now in Its Last Stages |pages=9 |work=The Brooklyn Daily Eagle |via=newspapers.com |url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-comprehensive-s/125023191/ |access-date=May 20, 2023 |archive-date=May 20, 2023 |archive-url=https://web.archive.org/web/20230520182117/https://www.newspapers.com/article/the-brooklyn-daily-eagle-comprehensive-s/125023191/ |url-status=live}}</ref>
[[File:Boro Hall 45 wall jeh.JPG|thumb|left|The Eastern Parkway Line station was the first of the complex's three stations to open.|alt=Mosaic name tablet and cartouches on the Eastern Parkway Line platform]]
The Borough Hall station opened on January 9, 1908, as the terminal for the extension of the [[IRT Lexington Avenue Line]] from Lower Manhattan.<ref>{{cite news |title=Construction of the Tunnel Presented Difficult Problems |date=January 9, 1908 |work=The Brooklyn Daily Eagle |pages=[https://www.newspapers.com/clip/66899917/ 26], [https://www.newspapers.com/clip/66900055/ 27]}}</ref><ref>{{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 |access-date=March 6, 2010 |archive-date=March 28, 2022 |archive-url=https://web.archive.org/web/20220328195229/https://www.nytimes.com/1908/01/10/archives/brooklyn-joyful-over-its-tunnel-borough-square-thronged-for.html |url-status=live}}</ref> Borough Hall was the first underground subway station in [[Brooklyn]];<ref name="p572118349">{{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}}}}</ref> people waved flags throughout the borough to celebrate the station's opening, and officials celebrated the occasion with a parade and a banquet.<ref name="p572082004">{{cite news |date=January 9, 1908 |title=Battery Subway Open: Trains Go to Brooklyn Beginning of New Service Marked by Celebration to-day |page=3 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|572082004}}}}</ref><ref name="nyt-1908-01-09">{{Cite news |date=January 9, 1908 |title=Subway to Brooklyn Opened for Traffic; First Regular Passenger Train Went Under the East River Early This Morning. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1908/01/09/archives/subway-to-brooklyn-opened-for-traffic-first-regular-passenger-train.html |access-date=May 19, 2023 |issn=0362-4331 |archive-date=July 26, 2018 |archive-url=https://web.archive.org/web/20180726011441/https://www.nytimes.com/1908/01/09/archives/subway-to-brooklyn-opened-for-traffic-first-regular-passenger-train.html |url-status=live}}</ref> Prior to the Borough Hall station's opening, the only rapid transit in Brooklyn had been the [[Brooklyn Rapid Transit Company]] (BRT)'s elevated lines, which operated only as far as the Manhattan ends of the [[Brooklyn Bridge]].<ref name="p572059701">{{cite news |date=January 9, 1908 |title=By Subway to Brooklyn |page=6 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|572059701}}}}</ref> The opening of the station thus also alleviated congestion on lines that used the Brooklyn Bridge.<ref name="p129189236">{{cite news |date=January 9, 1908 |title=B.R.T. Earnings Will Not Be Much Affected by Tunnel: What Falling Off in Earnings There May Be by Interborough's Entrance Will Soon Be Made Up. Company Has Such Difficulty in Keeping Pace With Borough's Growth That Some Relief Should Be Welcomed Problem of Handling Traffic at Borough Hall Not Solved Either by Company or Negligent City Authorities. |page=2 |work=The Wall Street Journal |issn=0099-9660 |id={{ProQuest|129189236}}}}</ref><ref name="p144899550">{{cite news |date=January 10, 1908 |title=Relieves Bridge Jam: New Subway to Brooklyn a Boon in the Rush Hours. Carries 27,000 in 81 Minutes Rapid Transit Company Reduces Its Trains on the Bridge at That Time for an Experiment, and Finds That Cars Are Less Crowded Even With the Lessened Service – Rejoicing in Borough. |page=5 |newspaper=The Washington Post |issn=0190-8286 |id={{ProQuest|144899550}}}}</ref> A temporary switch was installed just west of the station, allowing trains to terminate on the southbound track until the line could be extended.<ref name="p895747359">{{Cite magazine |date=February 28, 1908 |title=Signaling of the East River Tunnels, New York |magazine=Railroad Gazette |volume=44 |issue=2 |page=283 |id={{ProQuest|895747359}}}}</ref> An extension to [[Atlantic Avenue–Barclays Center station (IRT Eastern Parkway Line)|Atlantic Avenue]] opened on May 1, 1908, completing the Contract 2 IRT line.<ref>{{Cite book |url=https://books.google.com/books?id=jp02AAAAIAAJ&q=%22public+service+commission%22+%22manhattan+bridge%22+%22may+1908%22&pg=PA336 |title=Report of the Public Service Commission For The First District of the State of New York For The Year Ending December 31, 1908 |date=1908 |publisher=New York State Public Service Commission |language=en}}</ref>{{Rp|194}}<ref>{{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=January 5, 2021 |issn=0362-4331 |archive-date=March 26, 2022 |archive-url=https://web.archive.org/web/20220326210041/https://www.nytimes.com/1908/05/02/archives/brooklyn-joyful-over-new-subway-celebrates-opening-of-extension.html |url-status=live}}</ref> Bronze bas-reliefs by [[William Ordway Partridge]] were installed at the Borough Hall station in early 1909 to denote the station's status as Brooklyn's first underground subway station.<ref name="p572118349" /><ref name="n124967843">{{Cite news |date=March 31, 1909 |title=Tablet in Borough Hall Subway Station, Designed by William Ordway Partridge |pages=1 |work=The Brooklyn Daily Eagle |via=newspapers.com |url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-tablet-in-borou/124967843/ |access-date=May 19, 2023}}</ref>
To address overcrowding, in 1909, the [[New York Public Service Commission]] proposed lengthening the platforms at stations along the original IRT subway.<ref name="HAER Impact">{{cite web |last=Hood |first=Clifton |date=1978 |title=The Impact of the IRT in New York City |url=https://tile.loc.gov/storage-services/master/pnp/habshaer/ny/ny0300/ny0387/data/ny0387data.pdf |access-date=December 20, 2020 |publisher=Historic American Engineering Record |pages=146–207 (PDF pp. 147–208) |archive-date=January 17, 2021 |archive-url=https://web.archive.org/web/20210117001227/https://tile.loc.gov/storage-services/master/pnp/habshaer/ny/ny0300/ny0387/data/ny0387data.pdf |url-status=live }} {{PD-notice}}</ref>{{Rp|168}} As part of a modification to the IRT's construction contracts made on January 18, 1910, the company was to lengthen station platforms  to accommodate ten-car express and six-car local trains. In addition to $1.5 million (equivalent to ${{inflation|fmt=c|index=US|value=1.5|start_year=1910|r=1}} million in {{inflation/year|index=US}}) spent on platform lengthening, $500,000 (equivalent to ${{inflation|fmt=c|index=US|value=0.5|start_year=1910|r=1}} million in {{inflation/year|index=US}}) was spent on building additional entrances and exits. It was anticipated that these improvements would increase capacity by 25 percent.<ref name="Report 1911">{{Cite book |url=https://books.google.com/books?id=0fBLAQAAMAAJ&q=+zoological+station&pg=PA596 |title=Report of the Public Service Commission for the First District of the State of New York For The Year Ending December 31, 1910 |date=1911 |publisher=Public Service Commission |language=en |access-date=January 8, 2021 |archive-date=February 5, 2023 |archive-url=https://web.archive.org/web/20230205172820/https://books.google.com/books?id=0fBLAQAAMAAJ&q=+zoological+station&pg=PA596 |url-status=live}}</ref>{{Rp|15}} The northbound platform at the Borough Hall station was extended {{convert|125|ft}} to the east, while the southbound platform was extended {{convert|140|ft}} to the east.<ref name="Report 1911" />{{rp|116}} During the construction of the platform extensions, the facade of [[Brooklyn Borough Hall]] began to crack because of vibrations from construction equipment.<ref name="p572314917">{{cite news |date=March 20, 1910 |title=Borough Gossip: Cracks in Courthouse Alarm Downtown Population |page=B8 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|572314917}}}}</ref> On January 23, 1911, ten-car express trains began running on the East Side Line, and the next day, ten-car express trains began running on the West Side Line.<ref name="HAER Impact" />{{Rp|168}}<ref>{{Cite news |url=https://www.nytimes.com/1911/01/23/archives/tencar-trains-in-subway-today-new-service-begins-on-lenox-av-line.html |title=Ten-car Trains in Subway to-day; New Service Begins on Lenox Av. Line and Will Be Extended to Broadway To-morrow. |date=January 23, 1911 |work=The New York Times |access-date=April 5, 2018 |language=en-US |issn=0362-4331 |archive-date=April 5, 2018 |archive-url=https://web.archive.org/web/20180405224750/https://www.nytimes.com/1911/01/23/archives/tencar-trains-in-subway-today-new-service-begins-on-lenox-av-line.html |url-status=live}}</ref>
=== Dual Contracts ===
After the original IRT opened, the city began planning new lines. One of these, the [[BMT Nassau Street Line|Centre Street Loop]] in Manhattan, was to connect the [[Brooklyn Bridge]], [[Manhattan Bridge]], and [[Williamsburg Bridge]] with a new tunnel under the East River.<ref name="nyt-1907-01-26">{{Cite news |date=January 26, 1907 |title=Subway Loop Approved; Will Have Four Tracks |language=en-US |page=16 |work=The New York Times |url=https://www.nytimes.com/1907/01/26/archives/subway-loop-approved-will-have-four-tracks.html |access-date=August 1, 2019 |issn=0362-4331 |archive-date=July 18, 2018 |archive-url=https://web.archive.org/web/20180718114459/https://www.nytimes.com/1907/01/26/archives/subway-loop-approved-will-have-four-tracks.html |url-status=live}}</ref><ref name="p571760875">{{cite news |date=January 26, 1907 |title=Subway Loop Assured: Four-track Bridge Link Estimate Board Approves—cost, $5,000,000—ready in 2 1–2 Years |page=1 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|571760875}}}}</ref> By 1910, the IRT's Borough Hall station was so crowded that residents of [[Brooklyn Heights]], a residential neighborhood west of Borough Hall, wanted a stop to be added on the proposed Centre Street Loop within Brooklyn Heights.<ref name="nyt-1910-01-28">{{Cite news |date=January 28, 1910 |title=Brooklyn Heights Subway; Residents There Want a Connection with the Bridge Loop System. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1910/01/28/archives/brooklyn-heights-subway-residents-there-want-a-connection-with-the.html |access-date=May 19, 2023 |issn=0362-4331 |archive-date=May 19, 2023 |archive-url=https://web.archive.org/web/20230519164820/https://www.nytimes.com/1910/01/28/archives/brooklyn-heights-subway-residents-there-want-a-connection-with-the.html |url-status=live}}</ref> At the time, the line was supposed to have a station at Borough Hall, then slope downward under the East River. The Public Service Commission ultimately rejected a proposal for a Brooklyn Heights station because it would have required the tunnels to be built at an extremely steep slope of five percent.<ref name="nyt-1912-09-17">{{Cite news |date=September 17, 1912 |title=Another Brisk Fight for Subway Stops; Fourteenth Street Gives More Effort to Getting an Express Station on Seventh Av. Line. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1912/09/17/archives/another-brisk-fight-for-subway-stops-fourteenth-street-gives-more.html |access-date=May 19, 2023 |issn=0362-4331 |archive-date=May 7, 2023 |archive-url=https://web.archive.org/web/20230507151117/https://www.nytimes.com/1912/09/17/archives/another-brisk-fight-for-subway-stops-fourteenth-street-gives-more.html |url-status=live}}</ref>
==== IRT lines ====
[[File:3 train arriving in Borough Hall station.jpg|alt=A "3" train arriving at the Borough Hall station of the Broadway-Seventh Avenue Line.|thumb|The Broadway–Seventh Avenue Line platforms opened in 1919.]]
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 [[42nd Street Shuttle|shuttle under 42nd Street]]. This would form a roughly H-shaped system.<ref name="nyt19130319">{{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 |archive-date=July 7, 2021 |archive-url=https://web.archive.org/web/20210707225820/https://timesmachine.nytimes.com/timesmachine/1913/03/19/104910612.pdf |url-status=live}}</ref> The Broadway–Seventh Avenue Line would split into two branches south of [[Chambers Street station (IRT Broadway–Seventh Avenue Line)|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.<ref name="HSystem">{{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 |archive-date=December 12, 2019 |archive-url=https://web.archive.org/web/20191212141413/https://timesmachine.nytimes.com/timesmachine/1918/03/10/118138743.pdf |url-status=live}}</ref><ref>{{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 |archive-date=July 13, 2021 |archive-url=https://web.archive.org/web/20210713163206/https://timesmachine.nytimes.com/timesmachine/1918/05/19/98265513.pdf |url-status=live}}</ref> The IRT was authorized to construct a station at Borough Hall.<ref name="p575088610">{{cite news |date=May 4, 1913 |title=Dual Subway Stations: Protesting Owners Should File Petitions for Changes |page=C8 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|575088610}}}}</ref><ref name="nyt-1912-08-15">{{Cite news |date=August 15, 1912 |title=Pick Out Stations for Dual Subway; Sept. 12 and 13 Set for Public Hearings on Locations Favored by Service Board. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1912/08/15/archives/pick-out-stations-for-dual-subway-sept-12-and-13-set-for-public.html |access-date=May 19, 2023 |issn=0362-4331 |archive-date=May 7, 2023 |archive-url=https://web.archive.org/web/20230507082222/https://www.nytimes.com/1912/08/15/archives/pick-out-stations-for-dual-subway-sept-12-and-13-set-for-public.html |url-status=live}}</ref> The line's Borough Hall station was a two-level station, with a connection to the existing Eastern Parkway Line station;<ref name="p129808946">{{cite news |date=April 11, 1919 |title=Clark St. Tube to Brooklyn to Open Tuesday: After Midnight First West Side Train Will Leave Wall Street and East Side Cars Atlantic Avenue for New York—Brooklyn Heights Station |page=19 |work=The Wall Street Journal |issn=0099-9660 |id={{ProQuest|129808946}}}}</ref> the double-deck arrangement was required because the eastbound track had to pass under the existing line.<ref name="n124968909" /><ref name="n124972123">{{Cite news |date=March 13, 1919 |title=Clark St. Tunnel Opens This Month |pages=1 |work=The Brooklyn Daily Eagle |via=newspapers.com |url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-clark-st-tunne/124972299/ |access-date=May 19, 2023 |archive-date=May 19, 2023 |archive-url=https://web.archive.org/web/20230519195011/https://www.newspapers.com/article/the-brooklyn-daily-eagle-clark-st-tunne/124972299/ |url-status=live}}</ref> To minimize disruption at street level, the line was excavated using cast-iron tunneling shields, typically used for underwater tunnels, rather than via the cut-and-cover method used elsewhere in the system.<ref name="n124968571">{{Cite news |date=August 22, 1915 |title=3 Subways Soon at Borough Hall |pages=68 |work=The Brooklyn Daily Eagle |via=newspapers.com |url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-3-subways-soon/124968571/ |access-date=May 19, 2023 |archive-date=May 19, 2023 |archive-url=https://web.archive.org/web/20230519203606/https://www.newspapers.com/article/the-brooklyn-daily-eagle-3-subways-soon/124968571/ |url-status=live}}</ref> Entrances were planned along Fulton Street (now Cadman Plaza West<ref name=NYCL-2587>{{cite report |url=http://s-media.nyc.gov/agencies/lpc/lp/2587.pdf |title=National Trust Guaranty Company Building |date=January 24, 2017 |website= |publisher=[[New York City Landmarks Preservation Commission]] |archive-url= |archive-date= |pages=8–9}}</ref>{{efn|Fulton Street formerly extended north from the intersection of Court Street and Montague Street. In 1959, the section north of Montague Street was renamed Cadman Plaza West.<ref name=NYCL-2587/>}}) at Montague Street and at Myrtle Avenue.<ref name="n124968909" />
Construction of the Clark Street Tunnel began in 1914,<ref>{{cite news |date=October 11, 1914 |title=Work Begins on New Tubes Under River — Engineer Tells How Subway Tunnels Will Be Cut Through to Brooklyn — Will Burrow in Shield — Steel Ring Pushed Forward Under Hydraulic Pressure of 6,000,000 Pounds |page=2 |newspaper=The New York Times |url=https://www.nytimes.com/1914/10/11/archives/work-begins-on-new-tubes-under-river-engineer-tells-how-subway.html |access-date=February 28, 2010 |issn=0362-4331 |archive-date=June 12, 2018 |archive-url=https://web.archive.org/web/20180612154714/https://www.nytimes.com/1914/10/11/archives/work-begins-on-new-tubes-under-river-engineer-tells-how-subway.html |url-status=live}}</ref> but the section of the line under Fulton Street was delayed by disputes over the demolition of part of the [[Fulton Street Line (elevated)|Fulton Street elevated line]].<ref>{{Cite news |date=July 7, 1915 |title="L" Plans in Muddle as Officials Dodge Issue Over Subway |pages=16 |work=The Brooklyn Daily Eagle |via=newspapers.com |url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-l-plans-in-mu/125678880/ |access-date=June 1, 2023}}</ref> By January 1919, the tracks for the Broadway–Seventh Avenue Line were completed, but signals and station finishes were still being installed.<ref name="p575952460">{{cite news |date=January 27, 1919 |title=Clark Street Subway To Be Opened April 1: Three New Tunnels Within Year to Lighten Burdens of Tubes, Whitney Says Direct Lines to Brooklyn Montague and 60th Street Projects to Give Better Service to the Beaches |page=16 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|575952460}}}}</ref> The IRT decided to push forward the tunnel's opening after learning that BRT workers might go on strike.<ref name="nyt-1919-04-13">{{Cite news |date=April 13, 1919 |title=Fear B.R.T. Strike; Rush Use of Tunnel; Service Board Aims to Have Clark Street Tube Open to Care for Brooklyn Travel |language=en-US |work=The New York Times |url=https://www.nytimes.com/1919/04/13/archives/fear-brt-strike-rush-use-of-tunnel-service-board-aims-to-have-clark.html |access-date=May 5, 2023 |issn=0362-4331}}</ref> On April 15, 1919, the Clark Street Tunnel opened, and the Broadway–Seventh Avenue Line's Borough Hall station opened with it, extending West Side Line express trains from [[Wall Street station (IRT Broadway–Seventh Avenue Line)|Wall Street]] on the other side of the East River to Atlantic Avenue.<ref name="p576071281">{{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}}}}</ref><ref name="nyt-1919-04-16">{{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}}</ref> The connection doubled the number of IRT trains that could travel between Manhattan and Brooklyn, and it eased congestion in the Joralemon Street Tunnel,<ref name="nyt-1919-04-17">{{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}}</ref> the only other tunnel carrying IRT trains between the two boroughs.<ref name="nyt-1919-03-14">{{Cite news |date=March 14, 1919 |title=Soon to Open New Tunnel; Interborough Hopes to Have Clark Street Line Working in April. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1919/03/14/archives/soon-to-open-new-tunnel-interborough-hopes-to-have-clark-street.html |url-status=live |access-date=May 2, 2023 |archive-url=https://web.archive.org/web/20230502141328/https://www.nytimes.com/1919/03/14/archives/soon-to-open-new-tunnel-interborough-hopes-to-have-clark-street.html |archive-date=May 2, 2023 |issn=0362-4331}}</ref> Direct express service to [[Times Square]] was provided to the inhabitants of Brooklyn for the first time as a result; trains through the Joralemon Street Tunnel made express stops in Manhattan, skipping Times Square.<ref name="nyt-1919-04-16" />
In 1920, a new entrance at the northwestern corner of Joralemon Street and Court Street was completed.<ref>{{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 |access-date=December 21, 2020 |archive-date=May 20, 2021 |archive-url=https://web.archive.org/web/20210520003933/https://babel.hathitrust.org/cgi/pt?id=mdp.39015016416888&view=1up&seq=12 |url-status=live}}</ref> That year, the Eastern Parkway Line was extended east of Atlantic Avenue. The Joralemon Street Tunnel services, which had previously served all stops on the Eastern Parkway Line, became express services, while the Broadway–Seventh Avenue Line services ran local on the Eastern Parkway Line.<ref>{{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 |archive-date=September 24, 2016 |archive-url=https://web.archive.org/web/20160924060454/http://pudl.princeton.edu/sheetreader.php?obj=f304cf40-5610-4c05-9ee0-e56cf06d5599 |url-status=live}}</ref><ref name="BrooklynIRT">{{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 |archive-date=March 25, 2022 |archive-url=https://web.archive.org/web/20220325100156/https://timesmachine.nytimes.com/timesmachine/1920/08/23/96895483.pdf |url-status=live}}</ref> Although the Eastern Parkway Line's express tracks already existed, they previously had been used only for storage.<ref name=n124247685>{{Cite news |date=March 13, 1919 |title=Use Clark St. Subway April 1 |pages=7 |work=The Brooklyn Citizen |via=newspapers.com |url=https://www.newspapers.com/article/the-brooklyn-citizen/124247685/ |access-date=May 19, 2023 |archive-date=May 19, 2023 |archive-url=https://web.archive.org/web/20230519195008/https://www.newspapers.com/article/the-brooklyn-citizen/124247685/ |url-status=live}}</ref><ref name="p575999620">{{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}}}}</ref> The tracks were reconfigured so that Eastern Parkway express trains could no longer stop at the [[Hoyt Street station]], the next stop east.<ref name=n124247685/>
==== BRT line ====
Also planned under the Dual Contracts was the [[BMT Broadway Line|Broadway Line]] and [[BMT Fourth Avenue Line|Fourth Avenue Line]] of the BRT (after 1923, the [[Brooklyn–Manhattan Transit Corporation]] or BMT<ref name="New York (State). Transit Commission 1924 p. 501">{{cite book |title=State of New York Transit Commission Third Annual Report for the Calendar Year 1923 |publisher=New York State Transit Commission |issue=v. 3 |year=1924 |url=https://books.google.com/books?id=lFxLAQAAMAAJ&pg=PA501 |page=501}}</ref>). Under the Dual Contracts, the Whitehall–Montague Street route was to be built, connecting the Broadway Line in Manhattan and the Fourth Avenue subway under the Flatbush Avenue Extension to the west of the [[DeKalb Avenue station (BMT lines)|DeKalb Avenue station]].<ref>{{Cite book |url=https://books.google.com/books?id=XoxBAQAAMAAJ&q=4th+Avenue+line&pg=PA18 |title=Fourth Avenue Subway, Brooklyn's New Transportation Line: A Part of the Dual System of Rapid Transit of the City of New York |date=June 19, 1915 |publisher=New York State Public Service Commission |language=en}}</ref> The BRT was authorized to construct a station on the Whitehall–Montague Street route at the intersection of Montague and Court Streets.<ref name="p575088610" /><ref name="nyt-1912-08-15" /> The Court Street station was to be built at the eastern end of the [[Montague Street Tunnel]], a pair of tubes carrying the BRT line under the [[East River]]. Because of the station's depth, there would be elevators ascending to Clinton Street at its western end.<ref name="n124968571" /> The eastern end was to contain stairs and escalators leading directly to Court Street and to the IRT Broadway–Seventh Avenue Line station.<ref name="n124968571" /><ref name="n124969509">{{Cite news |date=August 19, 1917 |title=Many New Subway Stations |pages=12 |work=The Standard Union |via=newspapers.com |url=https://www.newspapers.com/article/the-standard-union-many-new-subway-stati/124969509/ |access-date=May 19, 2023 |archive-date=May 19, 2023 |archive-url=https://web.archive.org/web/20230519193502/https://www.newspapers.com/article/the-standard-union-many-new-subway-stati/124969509/ |url-status=live}}</ref> A ramp extending west to Henry Street was also proposed but not built.<ref name="n124969509" /> This ramp was proposed as a compromise when the Public Service Commission had rejected plans for a second station in Brooklyn Heights.<ref name="n107003741">{{Cite news |date=September 2, 1917 |title=Brooklyn Heights for Station Name |pages=8 |work=The Standard Union |via=newspapers.com |url=https://www.newspapers.com/article/the-standard-union/107003741/ |access-date=May 19, 2023 |archive-date=May 19, 2023 |archive-url=https://web.archive.org/web/20230519193500/https://www.newspapers.com/article/the-standard-union/107003741/ |url-status=live}}</ref>
Construction of the Montague Street Tunnel's two tubes began in 1914.<ref>{{cite news |date=October 11, 1914 |title=Work Begins on New Tubes Under River |newspaper=The New York Times |url=https://www.nytimes.com/1914/10/11/archives/work-begins-on-new-tubes-under-river-engineer-tells-how-subway.html |access-date=February 28, 2010 |archive-date=June 12, 2018 |archive-url=https://web.archive.org/web/20180612154714/https://www.nytimes.com/1914/10/11/archives/work-begins-on-new-tubes-under-river-engineer-tells-how-subway.html |url-status=live}}</ref> The north tube of the tunnel was holed through on June 2, 1917,<ref>{{Cite news |date=June 2, 1917 |title=New Tube is Bored Through |pages=2 |work=The Brooklyn Citizen |via=newspapers.com |url=https://www.newspapers.com/clip/124063543/new-tube-is-bored-through/ |access-date=May 4, 2023 |archive-date=May 4, 2023 |archive-url=https://web.archive.org/web/20230504225240/https://www.newspapers.com/clip/124063543/new-tube-is-bored-through/ |url-status=live}}</ref> followed by the south tube on June 20, 1917.<ref>{{Cite news |date=June 20, 1917 |title=Last River Tunnel is "Holed Through" |pages=3 |work=The Brooklyn Daily Eagle |via=newspapers.com |url=https://www.newspapers.com/clip/124063592/last-river-tunnel-is-holed-through/ |access-date=May 4, 2023 |archive-date=May 4, 2023 |archive-url=https://web.archive.org/web/20230504225240/https://www.newspapers.com/clip/124063592/last-river-tunnel-is-holed-through/ |url-status=live}}</ref> Service via the Montague Tunnel began on August 1, 1920, with the opening of the Court Street station.<ref name="era-aug-2010">{{Cite journal |date=August 2010 |title=Two River Tunnels Opened 90 Years Ago |url=https://issuu.com/erausa/docs/the_era_bulletin_2010-08 |journal=The Bulletin |publisher=New York Division, Electric Railroaders' Association |volume=53 |issue=8 |access-date=August 26, 2016 |via=Issuu |archive-date=October 17, 2016 |archive-url=https://web.archive.org/web/20161017111847/https://issuu.com/erausa/docs/the_era_bulletin_2010-08 |url-status=live}}</ref><ref>{{Cite book |last=New York (State) Public Service Commission First District |url=https://books.google.com/books?id=pXcBAAAAYAAJ&q=18th+avenue+culver+line&pg=PA387 |title=Annual Report for the Year Ended ... |date=January 1, 1921 |publisher=The Commission |language=en}}</ref> The Court Street station was one of three subway stations to open in Brooklyn Heights; the other two were [[Clark Street station|Clark Street]] on the IRT Broadway–Seventh Avenue Line and [[High Street station (IND Eighth Avenue Line)|High Street]] on the [[Independent Subway System]] (IND)'s [[IND Eighth Avenue Line|Eighth Avenue Line]].<ref name="Furman 2015 p. 354">{{cite book |last=Furman |first=Robert |url=https://books.google.com/books?id=VcPzCQAAQBAJ&pg=PA354 |title=Brooklyn Heights: The Rise, Fall and Rebirth of America's First Suburb |publisher=History Press |year=2015 |isbn=978-1-62619-954-5 |series=Definitive History |page=354}}</ref> The BRT, along with the IRT and the city government, shared control of the Borough Hall/Court Street station.<ref name="New York (State). Legislature 1922 p. 460">{{cite book |author=New York (State). Legislature |url=https://books.google.com/books?id=ioFOAQAAMAAJ&pg=PA460 |title=Legislative Document |publisher=J.B. Lyon Company |year=1922 |issue=v. 18 |pages=460–461 |access-date=May 29, 2023 |archive-date=May 29, 2023 |archive-url=https://web.archive.org/web/20230529032440/https://books.google.com/books?id=ioFOAQAAMAAJ&pg=PA460 |url-status=live}}</ref>
===Later modifications===
==== 1920s to 1960s ====
[[File:Northbound R46 R train leaving Court Street.jpg|thumb|A northbound [[R (New York City Subway service)|R]] train leaving the Court Street BMT station]]
In 1922, the New York State Transit Commission directed its engineers to prepare plans for lengthening the platforms at 23 stations on the BMT's lines to accommodate eight-car trains. As part of the project, platforms would be lengthened to {{Convert|530|feet|meters}}.<ref>{{Cite book |last=New York (State) Legislature|url=https://books.google.com/books?id=-ugaAQAAIAAJ&q=%22union+street%22+LENGTHENING&pg=RA3-PA100 |title=Second Annual Report of the Transit Commission (For the Calendar Year 1922) |date=1923 |publisher=New York State Transit Commission |pages=100 |language=en}}</ref><ref>{{Cite book |url=https://books.google.com/books?id=u5kT80_w6rYC&q=%22union+street%22+%22530+feet%22&pg=PA1277 |title=Proceedings of the Transit Commission, State of New York Volume III From January 1 to December 31, 1923 |date=1923 |publisher=New York State Transit Commission |pages=1277 |language=en}}</ref> Though the Transit Commission ordered the BMT to lengthen these platforms in September 1923,<ref name="n125208361">{{Cite news |date=December 5, 1927 |title=B.M.T. Prepared for Eight-Car Train Service |pages=2 |work=The Standard Union |via=newspapers.com |url=https://www.newspapers.com/article/the-standard-union-bmt-prepared-for-e/125208361/ |url-status=live |access-date=May 23, 2023 |archive-url=https://web.archive.org/web/20230524010137/https://www.newspapers.com/article/the-standard-union-bmt-prepared-for-e/125208361/ |archive-date=May 24, 2023}}</ref> no further progress was made until February 16, 1925, when the [[New York City Board of Transportation]] (BOT) commissioned its engineers to examine platform-lengthening plans for Court Street and eleven other stations along the Fourth Avenue Line. It estimated the project would cost $633,000 ({{inflation|index=US|value=633000|start_year=1925|r=-3|fmt=eq}}).<ref>{{Cite news |date=February 17, 1925 |title=12 B-M. T. Stations To Be Lengthened; Transportation Board Orders Engineers to Prepare Contracts for Brooklyn Work. Cost Put At $633,000 Letter to Commission Urges That Company Be Compelled to Buy New Cars. |work=The New York Times |url=https://www.nytimes.com/1925/02/17/archives/12-bm-t-stations-to-be-lengthehed-transportation-board-orders.html |url-status=live |access-date=May 4, 2017 |archive-url=https://web.archive.org/web/20190821070631/https://www.nytimes.com/1925/02/17/archives/12-bm-t-stations-to-be-lengthehed-transportation-board-orders.html |archive-date=August 21, 2019 |issn=0362-4331}}</ref> The [[New York City Board of Estimate]] appropriated $362,841 for the lengthening of the platforms at Court Street and five other stations in January 1926<ref name="p1112705635">{{cite news |date=January 23, 1926 |title=City to Spend $362,841 On Six B.-M.T. Platforms: Board of Estimate Appropriates Fund to Lengthen Stations in Brooklyn |page=2 |work=The New York Herald, New York Tribune |issn=1941-0646 |id={{ProQuest|1112705635}}}}</ref><ref name="n125208270">{{Cite news |date=January 4, 1926 |title=Brooklyn's Share of Many Millions for Subways Small |pages=10 |work=The Standard Union |via=newspapers.com |url=https://www.newspapers.com/article/the-standard-union-brooklyns-share-of-m/125208270/ |access-date=May 23, 2023}}</ref> and awarded the contract to Charles Meads & Company early the next month.<ref name="New York (N.Y.). Board of Transportation 1926 p. 239">{{cite book |author=New York (N.Y.). Board of Transportation |url=https://books.google.com/books?id=fHQcAQAAMAAJ&pg=PA239 |title=Proceedings |publisher=The Board. |year=1926 |page=239 |access-date=May 23, 2023 |archive-url=https://web.archive.org/web/20230523234210/https://books.google.com/books?id=fHQcAQAAMAAJ&pg=PA239 |archive-date=May 23, 2023 |url-status=live |issue=v. 4}}</ref><ref name="n125208462">{{Cite news |date=February 8, 1926 |title=Snow Holding Up Platform Lengthening on the B-M.T.; Get More Bids February 25 |pages=2 |work=The Standard Union |via=newspapers.com |url=https://www.newspapers.com/article/the-standard-union-snow-holding-up-platf/125208462/ |access-date=May 23, 2023}}</ref> The platform extension at Court Street opened on August 1, 1927.<ref name="SU-Opens-1927">{{cite news |date=August 1, 1927 |title=B.M.T. Stations Ready For Eight-Car Trains |page=1 |work=Brooklyn Standard Union |via=newspapers.com |url=https://www.newspapers.com/clip/49706640/ |access-date=April 9, 2020}}</ref><ref name="p11137040922">{{cite news |date=August 2, 1927 |title=B. M, T. Station Lengthening Is Nearly Finished: 76 Platforms Are Extended 3,186 Feet to Make Room for 126.000 Additional Passengers in Rush Hours City Carried Out Work I.R.T. Changes Planned, but That Company Refuses to Pay Its Share of Costs |page=32 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1113704092}}}}</ref>
The city government took over the BMT's operations on June 1, 1940,<ref>{{Cite news |date=June 2, 1940 |title=B.M.T. Lines Pass to City Ownership; $175,000,000 Deal Completed at City Hall Ceremony-- Mayor 'Motorman No. 1' |language=en-US |work=The New York Times |url=https://www.nytimes.com/1940/06/02/archives/bmt-lines-pass-to-city-ownership-175000000-deal-completed-at-city.html |access-date=May 14, 2022 |issn=0362-4331 |archive-url=https://web.archive.org/web/20210719094900/https://www.nytimes.com/1940/06/02/archives/bmt-lines-pass-to-city-ownership-175000000-deal-completed-at-city.html |archive-date=July 19, 2021 |url-status=live}}</ref><ref name="p1243059209">{{cite news |date=June 2, 1940 |title=City Takes Over B. M. T. System; Mayor Skippers Midnight Train |page=1 |work=New York Herald Tribune |id={{ProQuest|1243059209}}}}</ref> and the IRT's operations on June 12, 1940.<ref>{{Cite news |date=June 13, 1940 |title=City Transit Unity Is Now a Reality; Title to I.R.T. Lines Passes to Municipality, Ending 19-Year Campaign |language=en-US |work=The New York Times |url=https://www.nytimes.com/1940/06/13/archives/city-transit-unity-is-now-a-reality-title-to-irt-lines-passes-to.html |access-date=May 14, 2022 |issn=0362-4331 |archive-date=January 7, 2022 |archive-url=https://web.archive.org/web/20220107193115/https://www.nytimes.com/1940/06/13/archives/city-transit-unity-is-now-a-reality-title-to-irt-lines-passes-to.html |url-status=live}}</ref><ref name="p1248134780">{{cite news |date=June 13, 1940 |title=Transit Unification Completed As City Takes Over I. R. T. Lines: Systems Come Under Single Control After Efforts Begun in 1921; Mayor Is Jubilant at City Hall Ceremony Recalling 1904 Celebration |page=25 |work=New York Herald Tribune |id={{ProQuest|1248134780}}}}</ref> As part of a [[Works Progress Administration]] program, the IRT entrance at Cadman Plaza and Montague Street was integrated into a neighboring park in late 1940.<ref name=nyt-1940-09-26>{{Cite news |date=September 26, 1940 |title=Brooklyn Area Improved; Borough Hall Park to Be Opened to the Public Today |language=en-US |work=The New York Times |url=https://www.nytimes.com/1940/09/26/archives/brooklyn-area-improved-borough-hall-park-to-be-opened-to-the-public.html |access-date=May 19, 2023 |issn=0362-4331 |archive-date=May 19, 2023 |archive-url=https://web.archive.org/web/20230519161406/https://www.nytimes.com/1940/09/26/archives/brooklyn-area-improved-borough-hall-park-to-be-opened-to-the-public.html |url-status=live}}</ref> The [[New York City Board of Transportation]] also renovated the station's bathrooms in 1947 as part of a larger initiative to upgrade bathrooms throughout the subway system.<ref>{{Cite news |date=August 14, 1947 |title=Subway Clean-up Goes on Steadily; 20 Stations Painted, 14 More Due This Year – Washroom Modernization Under Way |language=en-US |work=The New York Times |url=https://www.nytimes.com/1947/08/14/archives/subway-cleanup-goes-on-steadily-20-stations-painted-14-more-due.html |access-date=May 29, 2023 |issn=0362-4331}}</ref> Transfer passageways between the three stations were placed inside [[fare control]] on July 1, 1948.<ref name=higher>{{Cite news |url=https://www.nytimes.com/1948/06/30/archives/transfer-points-under-higher-fare-board-of-transportation-lists.html |title=Transfer Points Under Higher Fare; Board of Transportation Lists Stations and Intersections for Combined Rides |date=June 30, 1948 |work=The New York Times |access-date=April 21, 2020 |language=en-US |issn=0362-4331 |page=19 |archive-date=June 25, 2020 |archive-url=https://web.archive.org/web/20200625074924/https://www.nytimes.com/1948/06/30/archives/transfer-points-under-higher-fare-board-of-transportation-lists.html |url-status=live}}</ref><ref name="p1327387636">{{cite news |date=June 30, 1948 |title=List of Free and Pay Transfer Points |page=12 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1327387636}}}}</ref> During the Cold War, the city government proposed constructing a passageway between the IRT's Borough Hall station and the IND's [[Jay Street–MetroTech station (IND Culver Line)|Jay Street–Borough Hall station]] under Myrtle Avenue, which would have doubled as an air-raid shelter.<ref name="nyt-1951-05-23">{{Cite news |date=May 23, 1951 |title=Air Raid Shelter Plan for Subways Includes 'Walk' in 42d St. Shuttle |language=en-US |work=The New York Times |url=https://www.nytimes.com/1951/05/23/archives/air-raid-shelter-plan-for-subways-includes-walk-in-42d-st-shuttle.html |access-date=May 29, 2023 |issn=0362-4331 |archive-date=July 15, 2022 |archive-url=https://web.archive.org/web/20220715235238/https://www.nytimes.com/1951/05/23/archives/air-raid-shelter-plan-for-subways-includes-walk-in-42d-st-shuttle.html |url-status=live}}</ref> The passageway and other shelters in the New York City Subway system would have cost $15 million; the federal government would have paid half, and the city and state government would have paid the other half.<ref name="nyt-1952-01-30">{{Cite news |date=January 30, 1952 |title=Defense Officials Inspect Subways; City Plans to Improve Several Stations for Use as Shelters if Funds Are Appropriated |language=en-US |work=The New York Times |url=https://www.nytimes.com/1952/01/30/archives/defense-officials-inspect-subways-city-plans-to-improve-several.html |access-date=May 29, 2023 |issn=0362-4331}}</ref>
The Board of Transportation announced plans in November 1949 to extend platforms at several IRT stations, including the Eastern Parkway/Lexington Avenue Line platforms at Borough Hall, 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 due to the short platforms.<ref name="nyt-1949-11-20">{{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 |archive-date=April 29, 2018 |archive-url=https://web.archive.org/web/20180429223307/https://www.nytimes.com/1949/11/20/archives/transit-platforms-on-lines-in-queens-to-be-lengthened-3850000.html |url-status=live}}</ref><ref name="p1325174459">{{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}}}}</ref> Funding for the platform extensions was included in the city's 1950 capital budget.<ref name="nyt-1949-09-15">{{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 |archive-date=September 14, 2021 |archive-url=https://web.archive.org/web/20210914024353/https://www.nytimes.com/1949/09/15/archives/platforms-added-at-32-irt-stations-city-pays-out-13327000-in.html |url-status=live}}</ref> During the 1964–1965 fiscal year, the IRT platforms at Borough Hall were lengthened to {{convert|525|ft|m}} to accommodate a ten-car train of {{convert|51|ft|m|adj=on}} IRT cars.<ref>{{Cite book |title=Annual Report 1964–1965 |publisher=New York City Transit Authority |year=1965}}</ref><ref name="New York City Transit Authority 1964 p.">{{cite book |author=New York City Transit Authority |url=https://books.google.com/books?id=HXbJw6Q3GBMC |title=Proceedings of the New York City Transit Authority Relating to Matters Other Than Operation |publisher=The Authority |year=1964 |page=86 |issue=v. 13}}</ref> The work was undertaken by the Arthur A. Johnson Corporation.<ref name="New York City Transit Authority 1964 p." /> In the late 1960s, New York City Transit extended the Fourth Avenue Line platform about {{convert|85|ft}} to the west, allowing it to accommodate ten {{convert|60|ft|m|adj=on}} cars.<ref name="Rogoff 1969">{{Cite journal |last=Rogoff |first=Dave |date=February 1969 |title=BMT Broadway Subway Platform Extensions |url=https://erausa.org/pdf/bulletin/1969/1969-01-bulletin.pdf |url-status=dead |journal=New York Division Bulletin |publisher=Electric Railroaders' Association |volume=12 |issue=1 |pages=3–4 |archive-url=https://web.archive.org/web/20200915034916/https://erausa.org/pdf/bulletin/1969/1969-01-bulletin.pdf |archive-date=September 15, 2020 |access-date=December 27, 2020}}</ref>
==== 1970s to 1990s ====
{{stack|float=right|
[[File:IRT Broadway-Seventh Borough Hall Mosaic Name Tablet.jpg|thumb|250px|Mosaic name tablet]]
}}
The [[Metropolitan Transportation Authority]] (MTA) had proposed renovating the Borough Hall station as early as its 1975–1979 capital plan.<ref name="nyt-1975-03-24">{{Cite news |last=Burks |first=Edward C. |date=March 24, 1975 |title=Plans Outlined to Upgrade Subway and Bus Systems |language=en-US |work=The New York Times |url=https://www.nytimes.com/1975/03/24/archives/plans-outlined-to-upgrade-subway-and-bus-systems.html |access-date=June 1, 2023 |issn=0362-4331}}</ref> In 1976, with funding from the [[ExxonMobil|Exxon Corporation]], the Broadway–Seventh Avenue Line station, as well as three others citywide, received new "artfully humorous graffiti" murals and artwork.<ref name="Burks 1976">{{cite web |last=Burks |first=Edward C. |date=November 18, 1976 |title=A Subway Elongatomus? Why, It's Preposterous! |url=https://www.nytimes.com/1976/11/18/archives/a-subway-elongatomus-why-its-preposterous.html |url-status=live |archive-url=https://web.archive.org/web/20200324134338/https://www.nytimes.com/1976/11/18/archives/a-subway-elongatomus-why-its-preposterous.html |archive-date=March 24, 2020 |access-date=September 21, 2016 |website=The New York Times}}</ref> Local designer Samuel Lebowitz received $5,000 to "improve the level of lighting in an exciting and light hearted way." Some "multicolored animated neon signs" were placed underneath transparent plastic screens; such signs included "an abstract eye that winks every five seconds" and another that looked to be "blow[ing] smoke rings."<ref name="Burks 1976" /> The agency closed one of the station's token booths in 1977 to save money, although the booth was reopened shortly afterward.<ref>{{Cite news |date=April 24, 1977 |title=21 Shut Subway Facilities May Open |language=en-US |work=The New York Times |url=https://www.nytimes.com/1977/04/24/archives/21-shut-subway-facilities-may-open-special-meeting-scheduled-token.html |access-date=May 31, 2023 |issn=0362-4331}}</ref> In 1979, the [[New York City Landmarks Preservation Commission]] designated the space within the boundaries of the original Eastern Parkway Line station, excluding expansions made after 1904, as a city landmark.<ref name="NYCL-1096" /> The station was designated along with eleven others on the original IRT.<ref name="NYCL-1096" /><ref name="The New York Times 1979" />
A renovation of the Eastern Parkway Line station took place in the early 1980s as part of the MTA's Adopt-a-Station program.<ref name="U.S. Department of Transportation, Urban Mass Transportation Administration 1984 p. 5">{{cite book |url=https://books.google.com/books?id=TW9I_4gw60cC&pg=PA5 |title=Public Private Cooperation for Better Transportation |publisher=U.S. Department of Transportation, Urban Mass Transportation Administration |year=1984 |page=5}}</ref><ref name="n125679791">{{Cite news |date=June 21, 1983 |title=Face-lift to start at Hoyt St. IRT subway station |pages=78 |work=New York Daily News |issn=2692-1251 |via=newspapers.com |url=https://www.newspapers.com/article/daily-news-face-lift-to-start-at-hoyt-st/125679791/ |access-date=June 1, 2023}}</ref> MTA chairman [[Richard Ravitch]] announced in October 1981 that these platforms would be renovated with funding from the Subway Committee for the Brooklyn Downtown Commercial Crescent, a local civic group.<ref name="n123957797">{{Cite news |last=Kappstatter |first=Bob |date=October 29, 1981 |title=Boro Hall station on track of renovations |pages=153 |work=New York Daily News |issn=2692-1251 |via=newspapers.com |url=https://www.newspapers.com/clip/123957797/boro-hall-station-on-track-of/ |access-date=May 3, 2023 |archive-date=May 3, 2023 |archive-url=https://web.archive.org/web/20230503015351/https://www.newspapers.com/clip/123957797/boro-hall-station-on-track-of/ |url-status=live}}</ref> The [[KeySpan|Brooklyn Union Gas Company]] raised $25,000, while other businesses raised another $25,000; the [[Urban Mass Transportation Administration]] (UMTA) provided a matching grant of $50,000.<ref name="U.S. Department of Transportation, Urban Mass Transportation Administration 1984 p. 5" /> The MTA also provided $3.5 million for the project<ref name="U.S. Department of Transportation, Urban Mass Transportation Administration 1984 p. 5" /> as part of its 1980–1984 capital program.<ref name="U.S. Department of Transportation, Urban Mass Transportation Administration 1984 p. 5" /><ref name="nyt-1983-04-28">{{Cite news |last=Goldman |first=Ari L. |date=April 28, 1983 |title=M.T.A. Making Major Addition to Capital Plan |language=en-US |work=The New York Times |url=https://www.nytimes.com/1983/04/28/world/mta-making-major-addition-to-capital-plan.html |url-status=live |access-date=May 4, 2023 |archive-url=https://web.archive.org/web/20220425151916/https://www.nytimes.com/1983/04/28/world/mta-making-major-addition-to-capital-plan.html |archive-date=April 25, 2022 |issn=0362-4331}}</ref> In 1982, the UMTA gave a $66 million grant to the New York City Transit Authority, part of which was allocated for the renovation of several subway stations, including Borough Hall's IRT platforms.<ref>{{Cite news |date=September 5, 1982 |title=Federal Funds Awarded To Fix Subway Stations |language=en-US |work=The New York Times |url=https://www.nytimes.com/1982/09/05/nyregion/federal-funds-awarded-to-fix-subway-stations.html |access-date=July 7, 2022 |issn=0362-4331 |archive-date=July 7, 2022 |archive-url=https://web.archive.org/web/20220707052209/https://www.nytimes.com/1982/09/05/nyregion/federal-funds-awarded-to-fix-subway-stations.html |url-status=live}}</ref>
Work on the project had begun by 1983<ref name="n125679791" /> but had fallen behind schedule two years later.<ref name="nyt-1985-03-08">{{Cite news |last=Daley |first=Suzanne |date=March 8, 1985 |title=Year of Delays Plague Renovation of a Brooklyn IRT Station |language=en-US |work=The New York Times |url=https://www.nytimes.com/1985/03/08/nyregion/year-of-elays-plague-renovation-of-a-brooklyn-irt-station.html |access-date=May 3, 2023 |issn=0362-4331 |archive-date=January 5, 2017 |archive-url=https://web.archive.org/web/20170105212922/http://www.nytimes.com/1985/03/08/nyregion/year-of-elays-plague-renovation-of-a-brooklyn-irt-station.html |url-status=live}}</ref> One of the issues was that the MTA had wanted to save the original tiles in the Eastern Parkway Line station, a designated New York City landmark, but the agency could not get the tiles to stick to the wall.<ref name="nyt-1985-10-18">{{Cite news |last=Carmody |first=Deirdre |date=October 18, 1985 |title=After 2 Years and Little Progress, Work on Brooklyn IRT Stop is Halted |language=en-US |work=The New York Times |url=https://www.nytimes.com/1985/10/18/nyregion/after-2-years-and-little-progress-work-on-brooklyn-irt-stop-is-halted.html |access-date=May 4, 2023 |issn=0362-4331 |archive-date=March 24, 2022 |archive-url=https://web.archive.org/web/20220324201652/https://www.nytimes.com/1985/10/18/nyregion/after-2-years-and-little-progress-work-on-brooklyn-irt-stop-is-halted.html |url-status=live}}</ref> New tiles had to be imported from [[Czechoslovakia]], and some tiles were stolen before they could be installed.<ref name="n72302361">{{Cite news |last=Seaton |first=Charles |date=May 13, 1987 |title=Many factors caused delay at Boro Hall |pages=121 |work=New York Daily News |issn=2692-1251 |via=newspapers.com |url=https://www.newspapers.com/article/daily-news/72302361/ |access-date=June 1, 2023}}</ref> Some newly-renovated parts of the station were already deteriorating by 1987, such as tiled floors that had come loose.<ref name="n72302361" /><ref name="nyt-1987-05-11" /> Other parts of the renovation had been conducted haphazardly, such as the uneven installation of gray wall tiles,<ref name="nyt-1987-05-11" /><ref name="n125680003">{{Cite news |last=Gordy |first=Margaret |date=January 29, 1986 |title=TA Improvement Plan 'A Mess': Chief Engineer |pages=9, [https://www.newspapers.com/article/newsday-improvement/125680145/ 32] |work=Newsday |issn=2574-5298 |via=newspapers.com |url=https://www.newspapers.com/article/newsday-ta-improvement-plan-a-mess-ch/125680003/ |access-date=June 1, 2023}}</ref> as well as a ceiling that had been repainted above the platforms but not the tracks.<ref name="nyt-1987-05-11">{{Cite news |last=Levine |first=Richard |date=May 11, 1987 |title=Updating 50 Subway Stations: Costly and Late |language=en-US |work=The New York Times |url=https://www.nytimes.com/1987/05/11/nyregion/updating-50-subway-stations-costly-and-late.html |access-date=May 3, 2023 |issn=0362-4331 |archive-date=November 10, 2017 |archive-url=https://web.archive.org/web/20171110145013/http://www.nytimes.com/1987/05/11/nyregion/updating-50-subway-stations-costly-and-late.html |url-status=live}}</ref> At that point, it had taken nearly as long to renovate the station as to construct the original line.<ref name="nyt-1987-03-30">{{Cite news |last=Levine |first=Richard |date=March 30, 1987 |title=Saving the Subway's Last Mosaics |language=en-US |work=The New York Times |url=https://www.nytimes.com/1987/03/30/nyregion/saving-the-subway-s-last-mosaics.html |access-date=May 3, 2023 |issn=0362-4331 |archive-date=March 27, 2020 |archive-url=https://web.archive.org/web/20200327134550/https://www.nytimes.com/1987/03/30/nyregion/saving-the-subway-s-last-mosaics.html |url-status=live}}</ref> The [[New York City Transit Authority]] eventually filed a lawsuit to compel the renovation contractor to complete the project.<ref name=nyt-1992-03-16>{{Cite news |last=Finder |first=Alan |date=March 16, 1992 |title=Transit Authority Switches Tracks |language=en-US |work=The New York Times |url=https://www.nytimes.com/1992/03/16/nyregion/transit-authority-switches-tracks.html |access-date=May 5, 2023 |issn=0362-4331 |archive-date=August 12, 2016 |archive-url=https://web.archive.org/web/20160812111148/http://www.nytimes.com/1992/03/16/nyregion/transit-authority-switches-tracks.html |url-status=live}}</ref> The rest of the complex was also slated to be renovated, but the improvements were temporarily delayed in 1987 because of the poor quality of the Eastern Parkway Line station's renovation.<ref name="n1256801">{{Cite news |last=Seaton |first=Charles |date=May 15, 1987 |title=Goldin hits poor job in fixing subway stations |pages=112 |work=New York Daily News |issn=2692-1251 |via=newspapers.com |url=https://www.newspapers.com/article/daily-news-goldin-hits-poor-job-in-fixin/125680183/ |access-date=June 1, 2023}}</ref> MTA officials diverted funding for the other platforms' renovations in December 1989 to cover a budget shortfall.<ref name="n125188665">{{Cite news |last=Seaton |first=Charles |date=December 3, 1989 |title=Subway Work Derailed |pages=391, [https://www.newspapers.com/article/daily-news-subway/125188665/ 393] |work=New York Daily News |issn=2692-1251 |via=newspapers.com |url=https://www.newspapers.com/article/daily-news-subway-work-derailedcharles/125188622/ |access-date=May 23, 2023}}</ref>
In the early 1990s, the BMT station's columns were repainted "Newport green" to match the mosaic tiles as part of a systemwide repainting program.<ref name="nyt-1993-09-19">{{Cite news |last=Grimes |first=William |date=September 19, 1993 |title=Making It Work; Artists of the Underground |language=en-US |work=The New York Times |url=https://www.nytimes.com/1993/09/19/nyregion/making-it-work-artists-of-the-underground.html |access-date=June 3, 2023 |issn=0362-4331}}</ref> Workers were installing elevators at the Borough Hall IRT stations by 1992,<ref name="n125804105">{{Cite news |last1=Wright |first1=Chapin |last2=Ben-Ali |first2=Russell |date=October 15, 1992 |title=TA Cop Kills Homeless Man |pages=6, [https://www.newspapers.com/article/newsday-he-carried-a-big-stick/125804105/ 133] |work=Newsday |issn=2574-5298 |via=newspapers.com |url=https://www.newspapers.com/article/newsday-ta-cop-kills-homeless-manchapin/125804053/ |access-date=June 3, 2023}}</ref> as part of the MTA's [[Accessibility of the Metropolitan Transportation Authority#1990s and 2000s|plan to make dozens of "key stations" accessible to passengers with disabilities]].<ref name="OSCAudit">{{cite web |date=January 8, 2004 |title=Rapid Transit Services For Persons With Disabilities 2001-S-69 |url=https://web.osc.state.ny.us/audits/allaudits/093004/01s69.pdf |url-status=live |archive-url=https://web.archive.org/web/20210110100335/https://web.osc.state.ny.us/audits/allaudits/093004/01s69.pdf |archive-date=January 10, 2021 |access-date=September 16, 2020 |website=osc.state.ny.us |publisher=Office of the New York State Comptroller}}</ref>{{rp|2}} The work was finished by the next year.<ref name="p278657263">{{cite news |last=Sachar |first=Emily |date=July 16, 1993 |title=Long Wait For Access |page=2 |work=Newsday |issn=2574-5298 |id={{ProQuest|278657263}}}}</ref> Most of the IRT portion of the complex became wheelchair-accessible, except for the eastbound Eastern Parkway Line platform.<ref name="n125803823">{{Cite news |last=Allen |first=Michael O. |date=November 30, 1997 |title=Road Blocks |pages=14 |work=New York Daily News |issn=2692-1251 |via=newspapers.com |url=https://www.newspapers.com/article/daily-news-road-blocksmichael-o-allen/125803823/ |access-date=June 3, 2023}}</ref> The subway entrance at Clinton Street was converted into a part-time entrance in 1994, after the removal of high entry-exit turnstiles at the entrance.<ref name="n79054403">{{Cite news |last=Sachar |first=Emily |date=April 11, 1994 |title=TA Set to Tinker |pages=6 |work=Newsday |issn=2574-5298 |via=newspapers.com |url=https://www.newspapers.com/article/newsday/79054403/ |access-date=June 3, 2023}}</ref> The escalators to the BMT station were replaced in 1997; the repair project was delayed by two months after several dozen escalator steps were stolen.<ref name="n125804182">{{Cite news |last=Rutenberg |first=James |date=August 12, 1997 |title=Subway station outta steps |pages=629 |work=New York Daily News |issn=2692-1251 |via=newspapers.com |url=https://www.newspapers.com/article/daily-news-subway-station-outta-stepsja/125804182/ |access-date=June 3, 2023}}</ref> Even after the repairs were completed, the escalators continued to experience periodic outages.<ref name="p305669892">{{cite news |last=Fellner |first=Mimi |date=April 18, 2001 |title=Subway Escalator is Down – Again |page=1 |work=New York Daily News |issn=2692-1251 |id={{ProQuest|305669892}}}}</ref>
==== 2000s to present<span class="anchor" id="21st century"></span> ====
The original Eastern Parkway Line station's interiors were listed on the [[National Register of Historic Places]] in 2004.<ref name="focus" /> In June 2018, part of the Eastern Parkway Line station's ceiling collapsed, injuring a passenger.<ref name="Berger 2018">{{cite web |last=Berger |first=Paul |date=June 20, 2018 |title=Ceiling at Borough Hall Subway Platform Collapses, Injuring One |url=https://www.wsj.com/articles/ceiling-at-borough-hall-subway-platform-collapses-injuring-one-1529535455 |access-date=May 4, 2023 |work=The Wall Street Journal |issn=0099-9660 |archive-date=May 4, 2023 |archive-url=https://web.archive.org/web/20230504233201/https://www.wsj.com/articles/ceiling-at-borough-hall-subway-platform-collapses-injuring-one-1529535455 |url-status=live}}</ref><ref name="Colon 2018">{{cite web |last=Colon |first=Dave |date=June 20, 2018 |title=The Borough Hall subway station is literally collapsing |url=https://ny.curbed.com/2018/6/20/17485564/nyc-subway-brooklyn-ceiling-collapse-mta |access-date=May 4, 2023 |website=Curbed NY |archive-date=May 4, 2023 |archive-url=https://web.archive.org/web/20230504233202/https://ny.curbed.com/2018/6/20/17485564/nyc-subway-brooklyn-ceiling-collapse-mta |url-status=live}}</ref> The collapse of the 100-year-old ceiling necessitated $8.3 million in emergency repairs.<ref name="Chung 2019">{{cite web |last=Chung |first=Jen |date=November 19, 2019 |title=MTA Inspector General: Brooklyn Borough Hall Ceiling Collapse Could Have Been Avoided |url=https://gothamist.com/news/mta-inspector-general-brooklyn-borough-hall-ceiling-collapse-could-have-been-avoided |url-status=live |archive-url=https://web.archive.org/web/20191120151218/https://gothamist.com/news/mta-inspector-general-brooklyn-borough-hall-ceiling-collapse-could-have-been-avoided |archive-date=November 20, 2019 |access-date=May 4, 2023 |website=Gothamist}}</ref> Prior to the ceiling collapse, neither the MTA nor the [[New York City Department of Transportation]] had identified the Borough Hall station as a "priority" station requiring renovation.<ref name="Gordon 2018">{{cite web |last=Gordon |first=Aaron |date=June 20, 2018 |title=Borough Hall Ceiling Collapse Shows How Badly Subway Is Deteriorating |url=https://www.villagevoice.com/2018/06/20/borough-hall-ceiling-collapse-shows-how-badly-subway-is-deteriorating/ |access-date=May 19, 2023 |website=The Village Voice |archive-date=May 19, 2023 |archive-url=https://web.archive.org/web/20230519161416/https://www.villagevoice.com/2018/06/20/borough-hall-ceiling-collapse-shows-how-badly-subway-is-deteriorating/ |url-status=live}}</ref> An internal report, released in late 2019, found that the staff sent to inspect the station verified the defect existed in 2017, but underestimated its severity due to a lack of expertise in [[terracotta]] ceilings, nor was the issue escalated to engineers who were familiar with terracotta.  The MTA report suggested that special care be taken in the inspection of the thirteen subway stations that have terracotta ceilings due to the different properties when compared to concrete or steel.<ref name="Chung 2019" /><ref name="Barone 2019">{{cite web |last=Barone |first=Vincent |date=November 20, 2019 |title=MTA negligence, inspection flaws led to Brooklyn Borough Hall ceiling collapse: Audit |url=https://www.brooklynpaper.com/dtg-borough-hall-station-collapse-2019-11-22-bk/ |access-date=May 4, 2023 |website=Brooklyn Paper |archive-date=May 4, 2023 |archive-url=https://web.archive.org/web/20230504233202/https://www.brooklynpaper.com/dtg-borough-hall-station-collapse-2019-11-22-bk/ |url-status=live}}</ref>
The IRT station's existing elevators were closed for replacement for several months starting in July 2020.<ref>{{cite web |last=Duggan |first=Kevin |title=MTA starts repairs on Borough Hall elevators, Clark Street schedule remains unknown |website=Brooklyn Paper |date=July 13, 2020 |url=https://www.brooklynpaper.com/mta-starts-repairs-on-borough-hall-elevators-clarke-street-schedule-remains-unknown/ |access-date=May 14, 2023 |archive-date=May 14, 2023 |archive-url=https://web.archive.org/web/20230514171803/https://www.brooklynpaper.com/mta-starts-repairs-on-borough-hall-elevators-clarke-street-schedule-remains-unknown/ |url-status=live}}</ref><ref name="Singer 2020">{{cite web |last=Singer |first=Noah |date=July 10, 2020 |title=MTA will begin elevator replacement at Borough Hall |url=https://brooklyneagle.com/articles/2020/07/10/mta-will-begin-elevator-replacement-at-borough-hall/ |access-date=June 2, 2023 |website=Brooklyn Eagle}}</ref> The two elevators at the western end of the BMT's Court Street station were also replaced starting in 2022, requiring the closure of the exit at Clinton Street;<ref name="Brooklyn Heights Association">{{cite web |title=New Elevators Coming to Court Street "R" |website=Brooklyn Heights Association |url=https://thebha.org/civicrm/?page=CiviCRM&q=civicrm%2Fmailing%2Fview&id=387&reset=1 |access-date=May 14, 2023 |archive-date=May 14, 2023 |archive-url=https://web.archive.org/web/20230514171801/https://thebha.org/civicrm/?page=CiviCRM&q=civicrm/mailing/view&id=387&reset=1 |url-status=live}}</ref> this was part of a program to replace elevators across the subway system.<ref name="Martinez 2023">{{cite web |last=Martinez |first=Jose |title=Going Down: Entrapments Plague MTA's Expensive New Elevators |website=The City |date=January 19, 2023 |url=https://www.thecity.nyc/2023/1/19/23562850/entrapments-plague-expensive-new-subway-elevators |access-date=May 14, 2023 |archive-date=February 28, 2023 |archive-url=https://web.archive.org/web/20230228005144/https://www.thecity.nyc/2023/1/19/23562850/entrapments-plague-expensive-new-subway-elevators |url-status=live}}</ref> In November 2022, the MTA announced that it would award a $106 million contract for the installation of additional elevators at the Borough Hall station complex. The project would make the Eastern Parkway Line platforms fully accessible.<ref name="Brachfeld 2022">{{cite web |last=Brachfeld |first=Ben |title=MTA to spend $1 billion on subway, commuter rail accessibility upgrades |website=amNewYork |date=November 29, 2022 |url=https://www.amny.com/transit/mta-billion-subway-commuter-rail-accessibility/ |access-date=December 1, 2022 |archive-date=December 1, 2022 |archive-url=https://web.archive.org/web/20221201083003/https://www.amny.com/transit/mta-billion-subway-commuter-rail-accessibility/ |url-status=live}}</ref><ref name="Nessen 2022">{{cite web |last=Nessen |first=Stephen |date=November 28, 2022 |title=MTA to spend more than $1B on accessibility upgrades |url=https://gothamist.com/news/mta-to-spend-more-than-1b-on-accessibility-upgrades |access-date=May 4, 2023 |website=Gothamist |archive-date=February 4, 2023 |archive-url=https://web.archive.org/web/20230204064933/https://gothamist.com/news/mta-to-spend-more-than-1b-on-accessibility-upgrades |url-status=live}}</ref> The contract included one elevator from the mezzanine to either of the Eastern Parkway Line platforms, as well as one elevator from the mezzanine to the street.<ref name="mta100281">{{Cite web |date=November 29, 2022 |title=Capital Program Oversight Committee Meeting November 2022 |url=https://new.mta.info/document/100281 |access-date=July 14, 2022 |website=mta.info |publisher=Metropolitan Transportation Authority |page=87 |archive-date=November 26, 2022 |archive-url=https://web.archive.org/web/20221126044025/https://new.mta.info/document/100281 |url-status=live}}</ref> {{As of|2023|03}}, work was scheduled to begin in the middle of that year and be completed in 2025.<ref name="Cerro 2023">{{cite web |last=Cerro |first=Ximena Del |date=March 20, 2023 |title=Construction begins to renovate and add elevators at Borough Hall station for fully {{as written|acce|sible [sic]}} 4, 5, 2 and 3 trains |url=https://www.brooklynpaper.com/borough-hall-station-mta-subway-2-3-4-5-6/ |access-date=May 4, 2023 |website=Brooklyn Paper |archive-date=May 4, 2023 |archive-url=https://web.archive.org/web/20230504233201/https://www.brooklynpaper.com/borough-hall-station-mta-subway-2-3-4-5-6/ |url-status=live}}</ref> New York City councilmember [[Lincoln Restler]] founded a volunteer group, the Friends of MTA Station Group, in early 2023 to advocate for improvements to the Borough Hall station and four other subway stations in Brooklyn.<ref name="Brendlen 2023">{{cite web |last=Brendlen |first=Kirstyn |date=February 24, 2023 |title=Restler launches new 'Friends of MTA Station' initiative to care for 5 local subway stops |url=https://www.brooklynpaper.com/restler-friends-of-mta-subway-stations/ |access-date=May 6, 2023 |website=Brooklyn Paper |archive-date=May 6, 2023 |archive-url=https://web.archive.org/web/20230506002943/https://www.brooklynpaper.com/restler-friends-of-mta-subway-stations/ |url-status=live}}</ref><ref name="Nessen 2023">{{cite web |last=Nessen |first=Stephen |date=March 5, 2023 |title=Want to be 'friends' with a subway station? A Brooklyn councilmember seeks volunteers. |url=https://gothamist.com/news/want-to-be-friends-with-a-subway-station-a-brooklyn-councilmember-seeks-volunteers |access-date=May 6, 2023 |website=Gothamist |archive-date=May 6, 2023 |archive-url=https://web.archive.org/web/20230506002944/https://gothamist.com/news/want-to-be-friends-with-a-subway-station-a-brooklyn-councilmember-seeks-volunteers |url-status=live}}</ref> The BMT elevators at Clinton Street reopened in June 2023.<ref name="Camille 2023 r278">{{cite web | last=Camille | first=Jada | title=Moving on up! MTA opens Court Street station after making accessibility upgrades | website=Brooklyn Paper | date=June 22, 2023 | url=https://www.brooklynpaper.com/mta-court-street-r-station-elevator/ | access-date=June 27, 2023}}</ref> The BMT platform also received structural and visual upgrades, which were completed in January 2024.<ref name="Napack 2024 v671">{{cite web | last=Napack | first=Ella | title=MTA finishes structural, aesthetic renovations in Downtown Brooklyn's Court Street station | website=Brooklyn Eagle | date=January 5, 2024 | url=https://brooklyneagle.com/articles/2024/01/05/mta-finishes-structural-aesthetic-renovations-in-downtown-brooklyns-court-street-station/ | access-date=January 7, 2024}}</ref><ref name="Brendlen 2024 j221">{{cite web | last=Brendlen | first=Kirstyn | title=Order on Court Street as MTA completes subway station renovation | website=Brooklyn Paper | date=January 5, 2024 | url=https://www.brooklynpaper.com/mta-court-street-subway-renovation/ | access-date=January 7, 2024}}</ref>
=== Service history ===
==== IRT stations ====
Initially, the Eastern Parkway Line station was served by express trains along both the West Side (now the [[IRT Broadway–Seventh Avenue Line|Broadway–Seventh Avenue Line]] to [[Van Cortlandt Park–242nd Street station|Van Cortlandt Park–242nd Street]]) and East Side (now the [[IRT Lenox Avenue Line|Lenox Avenue Line]]). The express trains, running to Atlantic Avenue, had their northern terminus at [[Van Cortlandt Park–242nd Street station|242nd Street]] or [[West Farms, Bronx|West Farms]] ([[180th Street–Bronx Park (IRT White Plains Road Line)|180th Street]]).<ref>{{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}}</ref> Lenox local trains to [[145th Street station (IRT Lenox Avenue Line)|145th Street]] served the station during late nights.<ref>{{Cite news |date=January 4, 1908 |title=Tunnel to Brooklyn to Open Next Week; Subway Extension Under East River May Begin Carrying Passengers on Thursday |language=en-US |page=1 |work=The New York Times |url=https://timesmachine.nytimes.com/timesmachine/1908/01/04/104713795.pdf |access-date=January 5, 2021 |issn=0362-4331}}</ref> The Lexington Avenue Line north of [[Grand Central–42nd Street station (IRT Lexington Avenue Line)|Grand Central–42nd Street]] opened on August 1, 1918, and all Eastern Parkway Line services were sent via the Lexington Avenue Line.<ref>{{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 |url-status=live |access-date=November 6, 2016 |archive-url=https://web.archive.org/web/20210221065215/https://timesmachine.nytimes.com/timesmachine/1918/08/02/97011929.pdf |archive-date=February 21, 2021}}</ref> The Broadway–Seventh Avenue Line's Brooklyn branch carried the express services to 242nd Street or via the Lenox Avenue Line when the Clark Street Tunnel opened in 1919<ref name="p576071281" /><ref name="nyt-1919-04-16" />  (express service to 242nd Street was eliminated in 1959<ref>{{cite news |date=February 7, 1959 |title=Wagner Praises Modernized IRT — Mayor and Transit Authority Are Hailed as West Side Changes Take Effect |page=21 |newspaper=The New York Times |url=https://www.nytimes.com/1959/02/07/archives/wagner-praises-modernized-irt-mayor-and-transit-authority-are.html?_r=0 |url-status=live |access-date=November 6, 2016 |archive-url=https://web.archive.org/web/20180101082503/http://www.nytimes.com/1959/02/07/archives/wagner-praises-modernized-irt-mayor-and-transit-authority-are.html?_r=0 |archive-date=January 1, 2018 |issn=0362-4331}}</ref>). To the south, trains ran to [[Flatbush Avenue–Brooklyn College station|Flatbush Avenue]] or [[Crown Heights–Utica Avenue station|Utica Avenue]] starting in 1920 and to [[New Lots Avenue station (IRT New Lots Line)|New Lots Avenue]] starting in 1924.<ref>{{Cite journal |date=September 2010 |title=IRT Brooklyn Line Opened 90 Years Ago |url=https://issuu.com/erausa/docs/the_era_bulletin_2010-09 |journal=New York Division Bulletin |publisher=New York Division, Electric Railroaders' Association |volume=53 |issue=9 |access-date=August 31, 2016 |via=Issuu}}</ref>
The IRT routes were given numbered designations in 1948 with the introduction of [[List of New York City Subway R-type contracts|"R-type" rolling stock]], which contained [[rollsign]]s with numbered designations for each service.<ref>{{cite web |last=Brown |first=Nicole |date=May 17, 2019 |title=How did the MTA subway lines get their letter or number? NYCurious |url=https://www.amny.com/transit/nyc-subway-name-1-31116195/ |url-status=live |archive-url=https://web.archive.org/web/20210302020704/https://www.amny.com/transit/nyc-subway-name-1-31116195/ |archive-date=March 2, 2021 |access-date=January 27, 2021 |website=amNewYork}}</ref> The 2, 3, 4, and 5 trains were given their present designations at that time. The Broadway–Seventh Avenue Line services became the 2 and 3, and the Lexington Avenue/Eastern Parkway Line services became the 4 and 5.<ref>{{Cite journal |last1=Friedlander |first1=Alex |last2=Lonto |first2=Arthur |last3=Raudenbush |first3=Henry |date=April 1960 |title=A Summary of Services on the IRT Division, NYCTA |url=https://erausa.org/pdf/bulletin/1960/1960-01-bulletin.pdf |url-status=live |journal=New York Division Bulletin |publisher=Electric Railroaders' Association |volume=3 |issue=1 |pages=2–3 |archive-url=https://web.archive.org/web/20200914232631/https://erausa.org/pdf/bulletin/1960/1960-01-bulletin.pdf |archive-date=September 14, 2020 |access-date=January 27, 2021}}</ref>
==== BMT station ====
The Court Street BMT station opened when the Montague Street Tunnel opened on August 1, 1920,<ref name="nyt-1920-08-01">{{Cite news |date=August 1, 1920 |title=New Subway Link Opens; Service Started Through Queens and Montague Street Tubes. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1920/08/01/archives/new-subway-link-opens-service-started-through-queens-and-montague.html |url-status=live |access-date=October 18, 2022 |archive-url=https://web.archive.org/web/20221018165643/https://www.nytimes.com/1920/08/01/archives/new-subway-link-opens-service-started-through-queens-and-montague.html |archive-date=October 18, 2022 |issn=0362-4331}}</ref> Broadway Line trains to Brooklyn could either use the tunnel, stopping at Court Street and five other stations in [[Lower Manhattan]] and [[Downtown Brooklyn]], or use the [[Manhattan Bridge]], which skipped all of these stations.<ref name="nyt-2013-08-05">{{Cite news |last=Flegenheimer |first=Matt |date=August 5, 2013 |title=On R Train, Unwelcome Reminder of Storm's Impact |language=en-US |work=The New York Times |url=https://www.nytimes.com/2013/08/05/nyregion/subway-riders-grudgingly-accept-more-storm-repairs.html |url-status=live |access-date=October 18, 2022 |archive-url=https://web.archive.org/web/20200530080124/https://www.nytimes.com/2013/08/05/nyregion/subway-riders-grudgingly-accept-more-storm-repairs.html |archive-date=May 30, 2020 |issn=0362-4331}}</ref> Initially, Court Street was served by [[BMT Fourth Avenue Line|Fourth Avenue Line]] local trains (labeled as the [[BMT 2]]), [[BMT Brighton Line|Brighton Beach Line]] express trains (the [[BMT 1]]), and some rush-hour [[BMT West End Line|West End Line]] trains (the [[BMT 3]]).<ref name="nyt-1920-08-01" /><ref name="n46704533">{{Cite news |date=July 30, 1920 |title=New B.R.T. Tunnel Schedule is Given |pages=16 |work=New York Herald |via=newspapers.com |url=https://www.newspapers.com/clip/46704533/new-york-herald/ |url-status=live |access-date=October 18, 2022 |archive-url=https://web.archive.org/web/20221018165637/https://www.newspapers.com/clip/46704533/new-york-herald/ |archive-date=October 18, 2022}}</ref> Brighton express trains were later rerouted to the Manhattan Bridge, while Brighton locals started using the tunnel.<ref name="nyt-1931-05-21">{{Cite news |date=May 21, 1931 |title=Nassau St. Service Outlined by B.M.T.; Loop to Be Used for Direct Connection From Brooklyn and Jamaica to Manhattan |language=en-US |work=The New York Times |url=https://www.nytimes.com/1931/05/21/archives/nassau-st-service-outlined-by-bmt-loop-to-be-used-for-direct.html |url-status=live |access-date=October 18, 2022 |archive-url=https://web.archive.org/web/20180614021439/https://www.nytimes.com/1931/05/21/archives/nassau-st-service-outlined-by-bmt-loop-to-be-used-for-direct.html |archive-date=June 14, 2018 |issn=0362-4331}}</ref> After the [[BMT Nassau Street Line]] was completed in 1931, West End trains via the Montague Street Tunnel started using the Nassau Street Line instead of the Broadway Line in Manhattan.<ref name="nyt-1931-05-21" /><!--With some modifications, these services remained the same through the 1950s.-->
The opening of the [[Chrystie Street Connection]] in 1967 resulted in drastic changes to the services that stopped at the Court Street station. The RR (later the [[R (New York City Subway service)|R]]<ref>{{Cite web |date=1985 |title=Hey, What's a "K" train? 1985 Brochure |url=https://www.flickr.com/photos/127872292@N06/27733842265/ |access-date=June 17, 2016 |publisher=New York City Transit Authority |via=Flickr |archive-date=September 15, 2016 |archive-url=https://web.archive.org/web/20160915071759/https://www.flickr.com/photos/127872292%40N06/27733842265/ |url-status=live}}</ref>) and the [[QJ (New York City Subway service)|QJ]] began using the Montague Street Tunnel, running via Court Street;<ref name="NYTimes-ChrystieStChanges-1967">{{cite news |last1=Perlmutter |first1=Emanuel |date=November 16, 1967 |title=Subway Changes to Speed Service: Major Alterations in Maps, Routes and Signs Will Take Effect Nov. 26 |page=1 |work=[[The New York Times]] |url=https://timesmachine.nytimes.com/timesmachine/1967/11/16/90418352.pdf |url-status=live |access-date=July 7, 2015 |archive-url=https://web.archive.org/web/20211030145628/https://timesmachine.nytimes.com/timesmachine/1967/11/16/90418352.html?pdf_redirect=true&site=false |archive-date=October 30, 2021}}</ref> the QJ was replaced by the [[M (New York City Subway service)|M]] in 1973.<ref>{{Cite web |date=1972 |title=To serve you better... On The Brighton Line in Brooklyn |url=https://www.flickr.com/photos/unionturnpike/51339412780/in/datetaken/ |access-date=July 27, 2021 |website=Flickr |publisher=New York City Transit Authority}}</ref> After the [[Manhattan Bridge]] was closed for repairs in 1986, all off-peak N trains began running through the Montague Street Tunnel and serving Court Street.<ref name="nyt-1986-04-26">{{Cite news |date=April 26, 1986 |title=Subway Track Work To Divert BMT Lines |language=en-US |work=The New York Times |url=https://www.nytimes.com/1986/04/26/nyregion/subway-track-work-to-divert-bmt-lines.html |url-status=live |access-date=October 18, 2022 |archive-url=https://web.archive.org/web/20221018165643/https://www.nytimes.com/1986/04/26/nyregion/subway-track-work-to-divert-bmt-lines.html |archive-date=October 18, 2022 |issn=0362-4331}}</ref> Starting in December 1988, N and R trains ran through the tunnel and the Whitehall Street station at all times.<ref name="nyt-1988-12-09">{{Cite news |last=Johnson |first=Kirk |date=December 9, 1988 |title=Big Changes For Subways Are to Begin |language=en-US |work=The New York Times |url=https://www.nytimes.com/1988/12/09/nyregion/big-changes-for-subways-are-to-begin.html |url-status=live |access-date=October 18, 2022 |archive-url=https://web.archive.org/web/20210308122331/https://www.nytimes.com/1988/12/09/nyregion/big-changes-for-subways-are-to-begin.html |archive-date=March 8, 2021 |issn=0362-4331}}</ref> When the Manhattan Bridge reopened in February 2004, the R train began serving the station at all times except late nights, while the N train only served the station at night.<ref name="nyt-2004-02-20">{{Cite news |last=Luo |first=Michael |date=February 20, 2004 |title=A Subway Map Remade, in Hopes of Matching Routes and Riders |language=en-US |work=The New York Times |url=https://www.nytimes.com/2004/02/20/nyregion/a-subway-map-remade-in-hopes-of-matching-routes-and-riders.html |url-status=live |access-date=October 18, 2022 |archive-url=https://web.archive.org/web/20221018171028/https://www.nytimes.com/2004/02/20/nyregion/a-subway-map-remade-in-hopes-of-matching-routes-and-riders.html |archive-date=October 18, 2022 |issn=0362-4331}}</ref><ref name="nydn20040215">{{Cite web |last=Son |first=Hugh |date=February 15, 2004 |title=ABC's of subway swap Manhattan Bridge fix changes 7 lines |url=http://www.nydailynews.com/archives/boroughs/abc-subway-swap-manhattan-bridge-fix-7-lines-article-1.599336 |url-status=live |archive-url=https://web.archive.org/web/20180226092000/http://www.nydailynews.com/archives/boroughs/abc-subway-swap-manhattan-bridge-fix-7-lines-article-1.599336 |archive-date=February 26, 2018 |access-date=February 25, 2018 |work=New York Daily News |issn=2692-1251}}</ref> The [[M (New York City Subway service)|M]] train stopped serving the station when it was rerouted to [[Midtown Manhattan]] in 2010.<ref name="mta.info 2011">{{Cite web |date=September 23, 2011 |title=Evaluation of 2010 Service Reductions |url=http://web.mta.info/mta/news/books/docs/NYCT_2010_Service_Reduction_Evaluation.pdf |url-status=live |archive-url=https://web.archive.org/web/20151208101254/http://web.mta.info/mta/news/books/docs/NYCT_2010_Service_Reduction_Evaluation.pdf |archive-date=December 8, 2015 |access-date=October 20, 2016 |website=mta.info |publisher=Metropolitan Transportation Authority}}</ref><ref>{{Cite web |date=June 24, 2010 |title=Major Subway Changes Set for Monday |url=http://www.mta.info/press-release/nyc-transit/major-subway-changes-set-monday |url-status=live |archive-url=https://web.archive.org/web/20151228091809/http://www.mta.info/press-release/nyc-transit/major-subway-changes-set-monday |archive-date=December 28, 2015 |access-date=October 20, 2016 |website=mta.info |publisher=Metropolitan Transportation Authority}}</ref> When the Montague Street Tunnel closed for repairs in August 2013, weekday R service was divided into two segments; the Court Street station was the northern terminus of the Brooklyn segment.<ref name="nyt-2013-08-05" /> The R train did not serve the station on weekends, and the N train did not stop there at all, until regular service resumed in September 2014.<ref>{{Cite news |last=McGeehan |first=Patrick |date=September 12, 2014 |title=Subway Tunnel to Open, Storm Repairs Finished |language=en-US |work=The New York Times |url=https://www.nytimes.com/2014/09/13/nyregion/east-river-subway-tunnel-is-to-reopen-with-storm-repairs-done.html |url-status=live |access-date=October 18, 2022 |archive-url=https://web.archive.org/web/20221018173938/https://www.nytimes.com/2014/09/13/nyregion/east-river-subway-tunnel-is-to-reopen-with-storm-repairs-done.html |archive-date=October 18, 2022 |issn=0362-4331}}</ref>
== Station layout ==
{|table border=0 cellspacing=0 cellpadding=3
|style="border-top:solid 1px gray;" width=75|'''Ground'''
|style="border-top:solid 1px gray;" width=150|Street level
|style="border-top:solid 1px gray;" width=675|Exit/entrance
|-
|style="border-top:solid 1px gray;" colspan=2|'''Mezzanine'''
|style="border-top:solid 1px gray;"|Fare control, station agent<br>{{NYCS Platform Layout access}}
|-
|style="border-top:solid 1px gray;border-bottom:solid 1px gray;vertical-align:top;" rowspan=6 |'''Basement&nbsp;2<br />Upper IRT platforms'''
|style="border-top:solid 1px gray;"|<span style="color:#{{rcr|NYCS|red}}">'''Northbound local'''</span>
|style="border-top:solid 1px gray;"|← {{rint|newyork|2}} toward {{stl|NYCS|Wakefield–241st Street}} <small>({{stl|NYCS|Clark Street}})</small><br> ← {{rint|newyork|3}} toward {{stl|NYCS|Harlem–148th Street}} <small>(Clark Street)</small>
|-
|style="border-top:solid 2px black;border-right:solid 2px black;border-left:solid 2px black;border-bottom:solid 1px gray;text-align:center;" colspan=2|{{small|[[Side platform]] {{access icon}}}}
|-
|style="border-right:solid 2px black;border-left:solid 2px black;border-bottom:solid 2px black;text-align:center;" colspan=2|{{small|[[Side platform]] {{access icon}}}}
|-
|style="border-bottom:solid 1px gray;"|<span style="color:#{{rcr|NYCS|green}}">'''Northbound express'''</span>
|style="border-bottom:solid 1px gray;"|← {{rint|newyork|4}} toward {{stl|NYCS|Woodlawn}} <small>({{stl|NYCS|Bowling Green}})</small><br>← {{rint|newyork|5}} weekdays toward {{stl|NYCS|Eastchester–Dyre Avenue}} or {{stl|NYCS|Nereid Avenue}} <small>(Bowling Green)</small>
|-
|<span style="color:#{{rcr|NYCS|green}}">'''Southbound express'''</span>
|{{0|→}} {{rint|newyork|4}} toward {{stl|NYCS|Crown Heights–Utica Avenue}} ({{stl|NYCS|New Lots Avenue|New Lots}} late nights) <small>({{stl|NYCS|Nevins Street}})</small> →<br>{{0|→}} {{rint|newyork|5}} weekdays toward {{stl|NYCS|Flatbush Avenue–Brooklyn College}} <small>(Nevins Street)</small> →
|-
|style="border-top:solid 2px black;border-right:solid 2px black;border-left:solid 2px black;border-bottom:solid 1px gray;text-align:center;" colspan=2|{{small|[[Side platform]]}}
|-
|style="border-bottom:solid 1px gray;vertical-align:top;" rowspan=2 |'''Basement&nbsp;3<br />Lower IRT<br />platform'''
|<span style="color:#{{rcr|NYCS|red}}">'''Southbound local'''</span>
|{{0|→}} {{rint|newyork|2}} toward Flatbush Avenue–Brooklyn College <small>({{stl|NYCS|Hoyt Street}})</small> →<br>{{0|→}} {{rint|newyork|3}} toward New Lots Avenue <small>(Hoyt Street)</small> →
|-
|style="border-top:solid 2px black;border-right:solid 2px black;border-left:solid 2px black;border-bottom:solid 1px gray;text-align:center;" colspan=2|{{small|[[Side platform]] {{access icon}}}}
|-
|style="border-bottom:solid 1px gray;vertical-align:top;" rowspan=3 |'''Basement&nbsp;4<br />BMT platform'''
|<span style="background-color:#{{rcr|NYCS|yellow}}">'''Northbound'''</span>
|← {{rint|newyork|R}} toward {{stl|NYCS|Forest Hills–71st Avenue}} ({{stl|NYCS|Whitehall Street–South Ferry}} late nights) <small>(Whitehall Street–South Ferry)</small><br>← {{rint|newyork|N}} toward {{stl|NYCS|Astoria–Ditmars Boulevard}} late nights <small>(Whitehall Street–South Ferry)</small><br>← {{rint|newyork|W}} toward Astoria–Ditmars Boulevard (select weekday trips) <small>(Whitehall Street–South Ferry)</small>
|-
|style="border-top:solid 2px black;border-right:solid 2px black;border-left:solid 2px black;border-bottom:solid 2px black;text-align:center;" colspan=2|{{small|[[Island platform]]}}
|-
|style="border-bottom:solid 1px gray;"|<span style="background-color:#{{rcr|NYCS|yellow}}">'''Southbound'''</span>
|style="border-bottom:solid 1px gray;"|{{0|→}} {{rint|newyork|R}} toward {{stl|NYCS|Bay Ridge–95th Street}} <small>({{stl|NYCS|Jay Street–MetroTech|Fourth}})</small> →<br>{{0|→}} {{rint|newyork|N}} toward {{stl|NYCS|Coney Island–Stillwell Avenue}} late nights <small>(Jay Street–MetroTech)</small> →<br>{{0|→}} {{rint|newyork|W}} toward {{stl|NYCS|86th Street|Sea Beach}} (select weekday trips) <small>(Jay Street–MetroTech)</small> →
|}
[[File:Borough Hall & Court St (NYC subway stations).png|thumb|upright=1.2|Metrically accurate station map showing tracks, platforms, mezzanines, stairs, elevators, escalators, exits, ticket machines, gates, benches, and trashcans.]]
The complex is composed of three stations that are all connected within a single [[fare control]] area. The IRT Eastern Parkway Line station has two tracks and two side platforms and runs east–west under Joralemon Street. The IRT Broadway–Seventh Avenue Line station has two tracks and two side platforms that are stacked above each other, and it runs roughly northwest to southeast under Cadman Plaza and Borough Hall. The BMT Fourth Avenue Line station has two tracks and one island platform running east–west under Montague Street.<ref name="Brooklyn Bridge Park Environmental Impact Statement 2005">{{cite book |chapter-url=https://www.brooklynbridgepark.org/wp-content/uploads/2020/10/FEIS_Chapter-15.-Transit-and-Pedestrians.pdf |title=Brooklyn Bridge Park Final Environmental Impact Statement |date=2005 |publisher=Brooklyn Bridge Park Development Corporation |chapter=15: Transit and Pedestrians |access-date=May 27, 2023 |archive-date=May 27, 2023 |archive-url=https://web.archive.org/web/20230527230327/https://www.brooklynbridgepark.org/wp-content/uploads/2020/10/FEIS_Chapter-15.-Transit-and-Pedestrians.pdf |url-status=live}}</ref>{{Rp|page=4}} Both Broadway–Seventh Avenue Line platforms are fully accessible under the [[Americans with Disabilities Act of 1990]] (ADA). The northbound Eastern Parkway Line platform is ADA-accessible via the passageway connecting with the northbound Broadway–Seventh Avenue Line platform. However, the southbound Eastern Parkway Line platform and the Fourth Avenue Line platform are not ADA-accessible.<ref>{{Cite web |title=Accessibility |url=http://web.mta.info/accessibility/stations.htm#brooklyn |access-date=August 6, 2017 |website=web.mta.info |publisher=Metropolitan Transportation Authority |language=en |archive-date=April 5, 2020 |archive-url=https://web.archive.org/web/20200405201419/http://web.mta.info/accessibility/stations.htm#brooklyn |url-status=live}}</ref> Accessibility for the southbound Eastern Parkway Line platform was proposed in February 2019 as part of the MTA's "Fast Forward" program.<ref name="mta 20190206">{{Cite AV media |url=https://www.youtube.com/watch?v=CvHkh1_8Lcs&t=1700s |title=NYCT Public Event – Discussion About the Next Accessible Subway Stations – 02/06/2019 |date=February 6, 2019 |author=mtainfo |medium=video |archive-url=https://ghostarchive.org/varchive/youtube/20211212/CvHkh1_8Lcs |archive-date=December 12, 2021 |url-status=live |via=YouTube}}{{cbignore}}</ref>
At the [[mezzanine]] level are three overpasses above the center of the Eastern Parkway Line platforms.<ref name="focus" />{{rp|4–5}}<ref name="Brooklyn Bridge Park Environmental Impact Statement 2005" />{{Rp|page=|pages=4–5}}  The outer two overpasses have two [[fare control]] areas, one each on the north and south sides. The middle overpass is a passageway connecting the unpaid areas on the north and south sides, and has no access to the platforms. The central mezzanine has two bronze plaques commemorating the subway's arrival in Brooklyn: a plaque to the PSC on the west and a plaque celebrating the station's opening on the east.<ref name="focus" />{{rp|4–5}} These plaques, measuring {{convert|6|by|2|ft|adj=off}}, were designed by Partridge and originally placed on the southbound platform.<ref name="n124967843" /> The plaques are installed within mosaic tablets with swag and floral designs.<ref name="focus" />{{rp|4–5}} A fourth overpass is at the extreme west end of the Eastern Parkway Line platforms.<ref name="focus" />{{rp|16}} The eastern end of the northbound Eastern Parkway Line platform has a passageway leading to the southern end of the northbound Broadway–Seventh Avenue Line platform.<ref name="Brooklyn Bridge Park Environmental Impact Statement 2005" />{{Rp|page=4}}<ref name="focus" />{{rp|16}}<ref>{{Cite web |url=http://www.subwaynut.com/ct/borough_halln4/borough_halln43.jpg |title=Looking down the passageway between the Manhattan-bound 2,3 and 4,5 platforms at Borough Hall. |last=Cox |first=Jeremiah |date=May 12, 2007 |website=subwaynut.com |access-date=August 6, 2017 |archive-date=March 9, 2016 |archive-url=https://web.archive.org/web/20160309001642/http://www.subwaynut.com/ct/borough_halln4/borough_halln43.jpg |url-status=unfit}}{{cbignore}}</ref><ref>{{Cite web |last=Cox |first=Jeremiah |date=June 18, 2009 |title=The back of the Manhattan-bound platform at Borough Hall, the passageway to the East Side 4,5 Line is visible up-ahead, one of the two staircases down to the Flatbush & New Lots 2,3 platform is down below. |url=http://www.subwaynut.com/ct/borough_halln2/borough_halln22.jpg |access-date=August 6, 2017 |website=subwaynut.com |archive-date=March 8, 2016 |archive-url=https://web.archive.org/web/20160308181004/http://www.subwaynut.com/ct/borough_halln2/borough_halln22.jpg |url-status=unfit}}{{cbignore}}</ref>
At the northern end of the Broadway–Seventh Avenue Line station is another mezzanine above the upper platform level, leading to exits on Court Street as well as to the Fourth Avenue Line platform.<ref name="Brooklyn Bridge Park Environmental Impact Statement 2005" />{{Rp|page=4}} An escalator leads from the lower platform level to the mezzanine. The unpaid areas are on the southeastern side of this mezzanine.<ref name="Brooklyn, Pierrepont Street Office Development: Environmental Impact Statement 1985 p. 2-PA131">{{cite book |url=https://books.google.com/books?id=-eA3AQAAMAAJ&pg=SA2-PA131 |title=Brooklyn, Pierrepont Street Office Development: Environmental Impact Statement |year=1985 |access-date=May 27, 2023 |archive-date=May 27, 2023 |archive-url=https://web.archive.org/web/20230527230325/https://books.google.com/books?id=-eA3AQAAMAAJ&pg=SA2-PA131 |url-status=live}}</ref>{{Rp|page=130}}
[[File:Borough Hall stairway signs.jpg|thumb|Staircases throughout the station have signs instructing passengers to keep to one side when going up or down.]]
The Fourth Avenue Line platform is the deepest in the complex, under both sets of IRT platforms.<ref name="n124098870" /> Two stairs rise from the eastern end of the Fourth Avenue Line station to an intermediate mezzanine, where escalators and stairs lead to a mezzanine above the Broadway–Seventh Avenue Line platforms.<ref name="Brooklyn, Pierrepont Street Office Development: Environmental Impact Statement 1985 p. 2-PA131" />{{Rp|page=130}}<ref name="Stantec">{{Cite report |title=Station ADA Accessibility Analysis 2017; Transfer Complex; MR No. Station Line: 024 Court Street BMT-Broadway (Subway); 335 Borough Hall IRT-Clark Street (Subway); 415 Borough Hall IRT-Lexington (Subway) |date=December 31, 2019 |publisher=[[Stantec]] |page=2}}</ref> There is another exit at the extreme western end.<ref name=n124098870>{{Cite news |date=December 23, 1917 |title=Trains Running in New Brooklyn Subways in a Year |pages=20 |work=The Brooklyn Daily Eagle |via=newspapers.com |url=https://www.newspapers.com/clip/124098870/trains-running-in-new-brooklyn-subways/ |access-date=May 5, 2023 |archive-date=May 5, 2023 |archive-url=https://web.archive.org/web/20230505170530/https://www.newspapers.com/clip/124098870/trains-running-in-new-brooklyn-subways/ |url-status=live}}</ref> A stair rises to a landing above the platform, where two elevators go up to the western BMT mezzanine. The mezzanine has a part-time turnstile bank and customer assistance booth. Full height turnstiles provide entrance/exit from the mezzanine at all times.<ref name="Stantec" />
=== Exits ===
The main fare control for the IRT Broadway–Seventh Avenue Line and BMT Fourth Avenue Line platforms is at the west end of the platforms.<ref name="Brooklyn, Pierrepont Street Office Development: Environmental Impact Statement 1985 p. 2-PA131" />{{Rp|page=130}} Outside fare control, two staircases ascend to the southeast corner of Court and Montague Streets, and a staircase and elevator ascend to [[Columbus Park (Brooklyn)|Columbus Park]], the entrance plaza of [[Brooklyn Borough Hall]], on the east side of Court Street.<ref name="maps">{{cite web |date=2015 |title=MTA Neighborhood Maps: Downtown Brooklyn and Borough Hall |url=http://web.mta.info/maps/neighborhoods/bkn/B1_downtown_brooklyn_2015.pdf |access-date=August 2, 2015 |website=[[Metropolitan Transportation Authority|mta.info]] |publisher=[[Metropolitan Transportation Authority]] |archive-date=July 24, 2015 |archive-url=https://web.archive.org/web/20150724175453/http://web.mta.info/maps/neighborhoods/bkn/B1_downtown_brooklyn_2015.pdf |url-status=live}}</ref> The design of the elevator resembles that of the ornate entrance kiosks in the original IRT subway.<ref name="Singer 2020" /> These entrances also serve the U.S. Bankruptcy Court within the [[Federal Building and Post Office (Brooklyn)|Federal Building and Post Office]] to the north, as well as a [[New York Supreme Court]] courthouse to the east.<ref name="MTAMaps-CourtSt"/> Historically, there was also an exit to a bank on the northern side of Montague Street.<ref name="Brooklyn, Pierrepont Street Office Development: Environmental Impact Statement 1985 p. 2-PA131" />{{Rp|page=130}}
The main fare control for the IRT Eastern Parkway Line platforms is at the center of the station and is staffed.<ref name="Stantec" /> On the northbound side, the overpasses have [[HEET turnstile|full height turnstiles]] leading to two staircases, one each flanking Brooklyn Borough Hall's main entrance on the northeast corner of Court and Joralemon Streets.<ref name="maps" /> The stairs flanking Borough Hall retain cast-iron hoods atop granite bases, which are part of the original design. The Borough Hall station is one of two stations to retain such hoods, the other being the [[Wall Street station (IRT Lexington Avenue Line)|Wall Street station]] in Manhattan.<ref name="focus" />{{Rp|6}} On the southbound side, the overpasses have small turnstile banks, leading to a token booth and two staircases, going up to the southeast corner of Court and Joralemon Streets.<ref name="Brooklyn Bridge Park Environmental Impact Statement 2005" />{{Rp|page=4}}<ref name="focus" />{{rp|4}}<ref name="maps" />  The banisters on these staircases are made of concrete since they are outside the [[Brooklyn Municipal Building]]. The mezzanine has a large set of doors leading into the Municipal Building (this entrance was closed in February 1996 due to security concerns), and a now-defunct [[bank teller]] window. On the northwest corner of the mezzanine, a passage led to Borough Hall.<ref name="focus" />{{rp|4}}
The secondary fare control area for the IRT Eastern Parkway Line is at the extreme west end and is unstaffed.<ref name="Stantec" /> Outside fare control, there is a token booth. Past the booth, one stair each goes up to the northwest and southwest corners of Court and Joralemon Streets.<ref name="focus" />{{Rp|16}}<ref name="maps" /><ref name="Brooklyn Bridge Park Environmental Impact Statement 2005" />{{Rp|page=5}} Prior to 1961, there were two additional entrances to the southwest corner of the intersection.<ref>See:
* {{Cite news |date=May 9, 1961 |title=Fulton St. Lanes Open Tomorrow |work=New York World-Telegram and The Sun |url=https://fultonhistory.com/Newspaper%2024/New%20York%20NY%20The%20World%20Telegram%20and%20Sun/New%20York%20NY%20The%20World%20Telegram%20and%20Sun%201961/New%20York%20NY%20The%20World%20Telegram%20and%20Sun%201961%20-%200927.pdf |access-date=May 16, 2022}}
* {{Cite news |date=April 5, 1961 |title=Last Fulton St. Lanes Due by Month's End |work=New York World-Telegram and The Sun |url=https://fultonhistory.com/Newspaper%2024/New%20York%20NY%20The%20World%20Telegram%20and%20Sun/New%20York%20NY%20The%20World%20Telegram%20and%20Sun%201961/New%20York%20NY%20The%20World%20Telegram%20and%20Sun%201961%20-%200686.pdf |access-date=May 16, 2022}}</ref> These entrances are within one block of the [[Generoso Pope Athletic Complex]] of [[St. Francis College]].<ref name="MTAMaps-CourtSt"/><ref name="ZoLa"/>
The unstaffed fare control area for the BMT Fourth Avenue Line is at the extreme west end.<ref name="Stantec" /> Outside fare control, one stair each goes to the northwest and southwest corners of Livingston and Court Streets.<ref name="maps" /><ref name="Brooklyn Bridge Park Environmental Impact Statement 2005" />{{Rp|page=5}} The northwest staircase has an antique "SUBWAY" white and green globe sign since it is in the front yard of St. Ann's and Holy Trinity Church (the mezzanine has a mosaic sign with the church's name on it).<ref>{{Cite web |last=Cox |first=Jeremiah |date=July 6, 2009 |title=One of the entrance staircases to Court Street, it is extremely unusual, in front of St. Ann's and the Holy Trinity Church. |url=http://www.subwaynut.com/ct/courtm/courtm6.jpg |access-date=August 6, 2017 |website=subwaynut.com |archive-date=March 10, 2016 |archive-url=https://web.archive.org/web/20160310131715/http://www.subwaynut.com/ct/courtm/courtm6.jpg |url-status=unfit}}{{cbignore}}</ref> The southwest staircase is next to the basement entrance of a daycare.<ref name="maps" /><ref>{{Cite web |last=Cox |first=Jeremiah |date=July 6, 2009 |title=Another unusual entrance staircase to the Clinton Street exit at Court Street. |url=http://www.subwaynut.com/ct/courtm/courtm7.jpg |access-date=August 6, 2017 |website=subwaynut.com |archive-date=March 10, 2016 |archive-url=https://web.archive.org/web/20160310133439/http://www.subwaynut.com/ct/courtm/courtm7.jpg |url-status=unfit}}{{cbignore}}</ref> The First Unitarian Church of Brooklyn, [[Brooklyn Historical Society]], [[Brooklyn Trust Company Building]], and [[Saint Ann's School (Brooklyn)|Saint Ann's School]] are located within one block of these entrances.<ref name="MTAMaps-CourtSt">{{cite web|title=MTA Neighborhood Maps: Court St (R)|url=https://new.mta.info/document/2946|publisher=[[Metropolitan Transportation Authority]]|access-date=August 4, 2023|date=}}</ref><ref name="ZoLa">{{Cite web |title=ZoLa: NYC's Zoning & Land Use Map |url=https://zola.planning.nyc.gov/#16.79/40.693197/-73.990444 |access-date=January 1, 2021 |publisher=[[New York City Department of City Planning]] }}</ref>
{{Multiple image
|align=center
|direction=horizontal
|total_width=600
|image1=Borough Hall elevator.jpg
|caption1=Elevator kiosk, serving the [[Borough Hall/Court Street station#IRT Broadway–Seventh Avenue Line platforms|IRT Broadway–Seventh Avenue Line]] and the northbound platform of the [[Borough Hall/Court Street station#IRT Eastern Parkway Line platforms|IRT Eastern Parkway Line]].
|image2=Bklyn Boro Hall td (2018-07-07) 15 - IRT.jpg
|caption2=Entrance in front of [[Brooklyn Borough Hall]]
|image3=Court St–Boro Hall td (2018-07-07) 03 - IRT Lex Mezzanine, Municipal Building.jpg
|caption3=Former entrance to the Brooklyn Municipal Building
}}
== IRT Broadway–Seventh Avenue Line platforms ==
{{Infobox NYCS
| name = Borough Hall
| image = IRT Broadway-Seventh Borough Hall Northbound Platform.jpg
| image_caption = Northbound [[R62 (New York City Subway car)|R62]] 3 train arriving
| accessible = yes
| acc_note =
| division = IRT
| line = [[IRT Broadway–Seventh Avenue Line]]
| service = Broadway-Seventh Brooklyn
| platforms = 2 [[side platform]]s (1 on each level)
| tracks = 2 (1 on each level)
| levels = 2
| structure = Underground
| open_date = {{start date and age|1919|04|15}}
| hide_traffic = yes
| adjacent_stations = {{Adjacent stations|system=New York City Subway
|line=Broadway-Seventh via Eastern|left=Clark Street|right=Hoyt Street|note-left={{NYCS Broadway-Seventh Brooklyn|time=1}}|note-right={{NYCS Broadway-Seventh Brooklyn|time=1}}}}
| legend = {{NYCS infobox legend|allexceptnights}}{{NYCS infobox legend|alltimes}}{{NYCS infobox legend|weekdaysonly}}{{NYCS infobox legend|weekdaysnights}}
| layout = {{Routemap|inline=y
|legend=track
|map=
utSTR!~MFADEg\SEP!~MFADEg\uSTR!~MFADEg ~~ ~~ ~~ to {{stl|NYCS|Clark Street}}
\utSTRf\SEP\uSTRg\numN045
utPSTR(R)\SEP\uPSTR(R) ~~ ~~ ~~ Superimposed tracks
utPSTR(R)\SEP\uPSTR(R) ~~ ~~ ~~ (right track above left)
utPSTR(R)\SEP\uPSTR(R)
utPSTR(R)\SEP\uPSTR(R)
utSTRf\SEP\uSTRg
utSTR!~MFADEf\SEP!~MFADEf\uSTR!~MFADEf ~~ ~~ ~~ to {{stl|NYCS|Hoyt Street}}
}}
}}
The '''Borough Hall station''' on the [[IRT Broadway–Seventh Avenue Line]] is a double-level station with two tracks in a [[split platform]] configuration. Southwest of each track is a [[side platform]]; northbound trains use the upper level while southbound trains use the lower one.<ref name="Brooklyn, Pierrepont Street Office Development: Environmental Impact Statement 1985 p. 2-PA131" />{{Rp|page=128}}<ref name="Brooklyn Bridge Park Environmental Impact Statement 2005" />{{Rp|page=4}}<ref name="p576043129">{{cite news |date=March 14, 1919 |title=Clark Street Tube To Brooklyn To Be Ready Next Month: Commissioner Whitney Announces Only Stations and Crossover To Be Finished; Urges Study of Plans |page=9 |work=New-York Tribune |issn=1941-0646 |id={{ProQuest|576043129}}}}</ref> The [[2 (New York City Subway service)|2]] train stops here at all times,<ref>{{NYCS const|timetable|2}}</ref> while the [[3 (New York City Subway service)|3]] train stops here at all times except late nights.<ref>{{NYCS const|timetable|3}}</ref> On both routes, the Borough Hall station is located between the [[Clark Street station]] to the north and  the [[Hoyt Street station]] to the south.<ref name="submap">{{NYCS const|map}}</ref>
At the eastern end of both platforms, a staircase from the lower level goes up to the upper level, near the passageway to the northbound IRT Eastern Parkway Line platform. At the western end of both platforms, a staircase from the lower level goes up to the upper level before another staircase goes up to a mezzanine.<ref name="n124968909">{{Cite news |date=April 10, 1919 |title=Clark Street Tunnel Opens Next Tuesday |pages=1 |work=Brooklyn Times Union |via=newspapers.com |url=https://www.newspapers.com/article/times-union-clark-street-tunnel-opens-ne/124968909/ |access-date=May 19, 2023 |archive-date=May 19, 2023 |archive-url=https://web.archive.org/web/20230519202102/https://www.newspapers.com/article/times-union-clark-street-tunnel-opens-ne/124968909/ |url-status=live}}</ref> The lower level also has an up-only escalator that bypasses the upper level, leading directly to the mezzanine.<ref name="Brooklyn, Pierrepont Street Office Development: Environmental Impact Statement 1985 p. 2-PA131" />{{Rp|page=130}} An elevator connects both platforms to the upper mezzanine.<ref name="Singer 2020" />
East of the platforms, the southbound Broadway–Seventh Avenue Line track crosses diagonally about {{convert|18|ft}} below both of the Eastern Parkway tracks, then curves eastward and slopes up to the level of the Eastern Parkway Line near Smith Street.<ref name="n125023191" /> Both become the local tracks for the line.<ref name="tracks2">{{NYCS const|trackref|trackbook3}}</ref> The Broadway–Seventh Avenue Line's connection to the Eastern Parkway Line was built as part of the original subway line<ref name="n125023191" /> but was not used until the opening of the Clark Street Tunnel.<ref name="n124972123" /> The local tracks of the line were originally planned to travel north under what is now Cadman Plaza West to the Brooklyn Bridge.<ref name="n124972123" /><ref name="n125023191" /><ref name="n66899917">{{Cite news |date=January 9, 1908 |title=Construction of the Tunnel Presented Difficult Problems |pages=26 |work=The Brooklyn Daily Eagle |via=newspapers.com |url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-construction-of/66899917/ |access-date=May 19, 2023 |archive-date=May 19, 2023 |archive-url=https://web.archive.org/web/20230519183455/https://www.newspapers.com/article/the-brooklyn-daily-eagle-construction-of/66899917/ |url-status=live}}</ref>
Both platforms have their original IRT trim line and name tablets reading "BOROUGH HALL" in a serif lettering style.<ref>{{Cite web |url=http://www.subwaynut.com/ct/borough_halln2/borough_halln23.jpg |title=A Borough Hall name tablet, it has a fairly colorful border. |last=Cox |first=Jeremiah |date=June 18, 2009 |website=subwaynut.com |access-date=August 6, 2017 |archive-date=March 8, 2016 |archive-url=https://web.archive.org/web/20160308083707/http://www.subwaynut.com/ct/borough_halln2/borough_halln23.jpg |url-status=unfit}}{{cbignore}}</ref> Tablets showing images of [[Brooklyn Borough Hall|Borough Hall]] are located at regular intervals on the trim line.<ref>{{Cite web |url=http://www.subwaynut.com/ct/borough_halln2/borough_halln21.jpg |title=A close-up of an intricate Vickers dual-contracts era representation of a Brooklyn Building that is the trimline for the platform trim line at Borough Hall. |last=Cox |first=Jeremiah |date=June 28, 2008 |website=subwaynut.com |access-date=August 6, 2017 |archive-date=March 9, 2016 |archive-url=https://web.archive.org/web/20160309185303/http://www.subwaynut.com/ct/borough_halln2/borough_halln21.jpg |url-status=unfit}}{{cbignore}}</ref> Dark blue I-beam columns line both platforms at regular intervals with alternating ones having the standard black station name plate in white lettering.<ref>{{Cite web |url=http://www.subwaynut.com/ct/borough_halln2/borough_halln213.jpg |title=Looking down the Manhattan-bound platform at Borough Hall, by a name tablet. |last=Cox |first=Jeremiah |date=June 18, 2009 |website=subwaynut.com |access-date=August 6, 2017 |archive-date=March 8, 2016 |archive-url=https://web.archive.org/web/20160308183010/http://www.subwaynut.com/ct/borough_halln2/borough_halln213.jpg |url-status=unfit}}{{cbignore}}</ref>
{{Clear}}
== IRT Eastern Parkway Line platforms ==
{{Infobox NYCS
| name = Borough Hall
| image = IRT Eastern Parkway Borough Hall Northbound Platform.jpg
| image_caption = View from northbound platform
| division = IRT
| line = [[IRT Eastern Parkway Line]]
| accessible = pc
| acc_note = northbound only; southbound accessibility under construction
| service = Lexington far south
| platforms = 2 [[side platform]]s
| tracks = 2
| structure = Underground
| open_date = {{start date and age|1908|01|09}}
| hide_traffic = yes
| adjacent_stations = {{Adjacent stations|system=New York City Subway
|line=Eastern express|left=Bowling Green|right=Nevins Street|note-left={{NYCS Joralemon|time=1}}|note-right={{NYCS Joralemon|time=1}}}}
| legend = {{NYCS infobox legend|allexceptnights}}{{NYCS infobox legend|alltimes}}{{NYCS infobox legend|weekdaysonly}}
| embedded = <hr>{{Infobox NRHP
| embed = yes
| name = Borough Hall Subway Station (IRT)
| added = September 17, 2004
| mpsub = New York City Subway System MPS
| refnum = 04001022<ref name="focus"/>
| designated_other2 = NYC Landmark
| designated_other2_date = October 23, 1979<ref name="NYCL-1096"/>
| designated_other2_number = 1096
| designated_other2_abbr = NYCL
| designated_other2_color = #FFE978
}}
| layout = {{NYCS 2-tracked side platform station
|1 = Bowling Green
|2 = Nevins Street
|inline = y
|deg = 075
|extra1 = uvÜST
}}
}}
The '''Borough Hall station''' on the [[IRT Eastern Parkway Line]] has two tracks and two [[side platform]]s on the same level.<ref name="Brooklyn Bridge Park Environmental Impact Statement 2005" />{{Rp|page=4}}  The [[4 (New York City Subway service)|4]] train stops here at all times,<ref>{{NYCS const|timetable|4}}</ref> while the [[5 (New York City Subway service)|5]] train stops here at all times except late nights and weekends.<ref>{{NYCS const|timetable|5}}</ref> On both routes, the Borough Hall station is located between the [[Bowling Green station]] to the north and the [[Nevins Street station]] to the south.<ref name="submap" />
The platforms were originally {{convert|350|ft}} long, like at other Contract 2 stations,<ref name="NYCL-1096" />{{Rp|4}}<ref name="focus" />{{Rp|3}} but were lengthened to {{convert|520|ft}} by 1964.<ref name="New York City Transit Authority 1964 p." /> Two staircases from each platform lead to each of the two overpasses at the center of the station, while one staircase from each platform leads to the overpass at the extreme west end.<ref name="focus" />{{Rp|6}}<ref name="Stantec" /> The eastern end of the northbound platform connects with the passageway leading from the northbound Broadway-Seventh Avenue Line platform.<ref name="n124968909" /> The original portion of the station is a New York City designated landmark<ref name="NYCL-1096" /><ref name="The New York Times 1979">{{Cite news |date=October 27, 1979 |title=12 IRT Subway Stops Get Landmark Status |language=en-US |work=The New York Times |url=https://www.nytimes.com/1979/10/27/archives/12-irt-subway-stops-get-landmark-status.html |access-date=December 26, 2020 |issn=0362-4331 |archive-date=March 9, 2018 |archive-url=https://web.archive.org/web/20180309164713/https://www.nytimes.com/1979/10/27/archives/12-irt-subway-stops-get-landmark-status.html |url-status=live}}</ref> and is listed on the National Register of Historic Places.<ref name="focus" />
East of this station, the two tracks become the express tracks of the IRT Eastern Parkway Line and the two tracks of the IRT Broadway–Seventh Avenue Line become the local tracks.<ref name="tracks2" /> Originally, a set of switches between Borough Hall and Hoyt Street connected the express tracks to the local tracks. The roof of the tunnel above the switches was supported by girders weighing {{convert|18|ST|LT t}} and measuring {{convert|52|ft}} wide.<ref name="n125023191" /> The switches have since been removed.<ref name="tracks2" />
===Design===
As with other stations built as part of the original IRT, the station was constructed using a [[cut-and-cover]] method.<ref name="HAER CE"/>{{rp|237}} The tunnel is covered by a U-shaped trough that contains utility pipes and wires. The bottom of this trough contains a [[Foundation (engineering)|foundation]] of [[concrete]] no less than {{Convert|4|in||abbr=}} thick.<ref name="focus" />{{Rp|3–4}}<ref name="HAER Designs"/>{{rp|9}} Each platform consists of {{Convert|3|in|cm|-thick|abbr=|adj=mid}} concrete slabs, beneath which are drainage basins.<ref name="focus" />{{Rp|3–4}}<ref name="NYCL-1096" />{{Rp|4}} The platforms contain green [[I-beam]] columns,<ref>{{Cite web |url=http://www.subwaynut.com/ct/borough_halln4/borough_halln47.jpg |title=Another view down the Manhattan-bound side platform at Borough Hall with its green columns and a Woodlawn-bound R142 4 train stopped in the station. |last=Cox |first=Jeremiah |date=June 18, 2009 |website=subwaynut.com |access-date=August 6, 2017 |archive-date=March 9, 2016 |archive-url=https://web.archive.org/web/20160309060135/http://www.subwaynut.com/ct/borough_halln4/borough_halln47.jpg |url-status=unfit}}{{cbignore}}</ref> spaced every {{Convert|15|ft||abbr=}}. Additional columns between the tracks, spaced every {{convert|5|ft}}, support the [[Jack arch|jack-arched]] concrete station roofs.<ref name="focus" />{{Rp|3–4}}<ref name="NYCL-1096" />{{Rp|4}}<ref name="HAER Designs">{{cite web |last=Framberger |first=David J. |date=1978 |title=Architectural Designs for New York's First Subway |url=https://tile.loc.gov/storage-services/master/pnp/habshaer/ny/ny0300/ny0387/data/ny0387data.pdf |access-date=December 20, 2020 |publisher=Historic American Engineering Record |pages=1–46 (PDF pp. 367–412) |archive-date=January 17, 2021 |archive-url=https://web.archive.org/web/20210117001227/https://tile.loc.gov/storage-services/master/pnp/habshaer/ny/ny0300/ny0387/data/ny0387data.pdf |url-status=live }} {{PD-notice}}</ref>{{rp|9}} The ceiling height varies based on whether there are utilities in the ceiling.<ref name="focus"/>{{rp|5–6}} There is a {{Convert|1|in||abbr=|adj=on}} gap between the trough wall and the platform walls, which are made of {{Convert|4|in||abbr=|adj=on}}-thick brick covered over by a tiled finish.<ref name="focus" />{{Rp|3–4}}<ref name="HAER Designs"/>{{rp|9}}
The walls along the platforms consist of a pink marble [[wainscot]]ing on the lowest part of the wall, with bronze air vents along the wainscoting, and white glass tiles above. The platform walls are divided at {{convert|15|ft|adj=on}} intervals by green and rose [[pilaster]]s, or vertical bands, with brown and buff-colored swags. In the original portion of the station, each pilaster is topped by blue, green, and yellow faience plaques with the letters "BH". White-on-green tile plaques with the words "Borough Hall", containing red, green, blue, buff, violet, and pink mosaic borders, are also placed on the walls.<ref name="focus">{{Cite archive |collection=Records of the National Park Service, 1785 – 2006 |institution=National Archives |item-url=https://catalog.archives.gov/id/75313349 |series=National Register of Historic Places and National Historic Landmarks Program Records, 2013 – 2017 |item=New York MPS Borough Hall Subway Station (IRT) |item-id=75313349 |box=National Register of Historic Places and National Historic Landmarks Program Records: New York}}</ref>{{rp|5–6}}<ref name="NYCL-1096"/>{{rp|6–7}}<ref>{{Cite web |url=http://www.subwaynut.com/ct/borough_halln4/borough_halln41.jpg |title=A mosaic Borough Hall name tablet, there is a decorative terra-cotta wall reliefs above it. |last=Cox |first=Jeremiah |date=May 12, 2007 |website=subwaynut.com |access-date=August 6, 2017 |archive-date=March 9, 2016 |archive-url=https://web.archive.org/web/20160309054633/http://www.subwaynut.com/ct/borough_halln4/borough_halln41.jpg |url-status=unfit}}{{cbignore}}</ref> The platform extensions contain similar decorative elements.<ref name="focus"/>{{rp|5}} The ceilings contain plaster molding.<ref name="focus" />{{rp|5}}<ref name="HAER Designs"/>{{rp|10}} At the extreme east end of the platforms, where the platforms were extended, the walls have a brown trim line on beige tiles with "BOROUGH HALL" in white sans serif lettering.<ref>{{Cite web |url=http://www.subwaynut.com/ct/borough_halln4/borough_halln46.jpg |title=Painted on Borough Hall text in the 1950s tiled portion of the extreme eastern (southern) end of the station at Borough Hall. |last=Cox |first=Jeremiah |date=June 9, 2008 |website=subwaynut.com |access-date=August 6, 2017 |archive-date=March 9, 2016 |archive-url=https://web.archive.org/web/20160309054724/http://www.subwaynut.com/ct/borough_halln4/borough_halln46.jpg |url-status=unfit}}{{cbignore}}</ref>
{{clear}}
== BMT Fourth Avenue Line platform ==
{{Infobox NYCS
| name = Court Street
| image = Court Street (15994847642).jpg
| image_caption = Platform view
| division = BMT
| line = [[BMT Fourth Avenue Line]]
| service = Montague
| service_header = Fourth Montague header
| platforms = 1 [[island platform]]
| tracks = 2
| structure = Underground
| open_date = {{start date and age|1920|08|01}}
| accessible = mezzanine
| hide_traffic = yes
| adjacent_stations = {{Adjacent stations|system=New York City Subway
|line=Fourth local|left=Whitehall Street–South Ferry|right=Jay Street–MetroTech|note-left={{NYCS Fourth Montague|time=1}}|note-right={{NYCS Fourth Montague|time=1}}}}
| unused_adjacent_stations = {{Adjacent stations|system=New York City Subway
|line=none|left=Broad Street|right=blank|note-left=''Nassau St''}}
| legend = {{NYCS infobox legend|alltimes}}{{NYCS infobox legend|nightsonly}}{{NYCS infobox legend|rushonly}}{{NYCS infobox legend|rushpeak}}
| layout = {{NYCS 2-tracked island platform station|inline=y
|1=Whitehall Street–South Ferry
|l1=Whitehall St–South Ferry
|2=Jay Street–MetroTech
|code=BMT Broadway Line
|code2=BMT Fourth Avenue Line
|deg=045
}}
}}
The '''Court Street station''' on the [[BMT Fourth Avenue Line]] has two tracks and one [[island platform]].<ref name="Brooklyn Bridge Park Environmental Impact Statement 2005" />{{Rp|page=4}}<ref name="tracks2" /> [[R (New York City Subway service)|R]] trains serve the station at all times;<ref name="ttr">{{NYCS const|timetable|r}}</ref> some rush-hour [[W (New York City Subway service)|W]] trains stop here;<ref name="ttw">{{NYCS const|timetable|w}}</ref> and [[N (New York City Subway service)|N]] train stops here during late nights.<ref name="ttn">{{NYCS const|timetable|n}}</ref> The next station to the north is [[Whitehall Street (BMT Broadway Line station)|Whitehall Street]] in Manhattan, while the next station to the south is [[Jay Street–MetroTech station (BMT Fourth Avenue Line)|Jay Street–MetroTech]].<ref name="submap" />
A single staircase from the western end of the platform goes up to the elevators to the western BMT mezzanine. Two staircases from the eastern end of the platform go up to the escalators and stairs to the IRT passageway.<ref name="Brooklyn Bridge Park Environmental Impact Statement 2005" />{{Rp|pages=4–5}}
West of the station, the line goes through the [[Montague Street Tunnel]] under the East River to connect to the [[BMT Broadway Line]] and the [[BMT Nassau Street Line]].<ref name="tracks2" /> All trains use the Broadway Line connection, which goes to Whitehall Street.<ref name="submap" /><ref name="tracks2" /> The latter connection, to the [[Broad Street station (BMT Nassau Street Line)|Broad Street station]],<ref name="tracks2" /> was last used by the [[M (New York City Subway service)|M]] train in June 2010 before it was rerouted.<ref name="mta.info 2011" />
Since the tunnel descends to go underneath the East River, it was constructed with a deep-bore tunnel, making both track walls curved.<ref>{{Cite web |url=http://www.subwaynut.com/ct/courtm/courtm1.jpg |title=Looking out along one of the tracks at Court Street, at a name tablet on the track walls, there is also a sign on a platform column saying that special J trains stop at this platform that are replacing 4 train service between Brooklyn Bridge and Brooklyn. |last=Cox |first=Jeremiah |date=January 15, 2005 |website=subwaynut.com |access-date=August 6, 2017 |archive-date=October 16, 2012 |archive-url=https://web.archive.org/web/20121016033802/http://www.subwaynut.com/ct/courtm/courtm1.jpg |url-status=unfit}}{{cbignore}}</ref> The walls also still have their original [[Dual Contracts]] mosaic tablets and trim line. The name tablets have "COURT ST." in serif lettering, and tablets showing scenes of Borough Hall are located along the trim line at regular intervals.<ref>{{Cite web |url=http://www.subwaynut.com/ct/courtm/courtm15.jpg |title=The tiling of the platform walls at Court Street are extremely decorative and colorful, with rainbow colored borders around the name tablets and trim-lines. |last=Cox |first=Jeremiah |date=July 6, 2009 |website=subwaynut.com |access-date=August 6, 2017 |archive-date=March 10, 2016 |archive-url=https://web.archive.org/web/20160310124315/http://www.subwaynut.com/ct/courtm/courtm15.jpg |url-status=unfit}}{{cbignore}}</ref> The western end ([[Railroad directions|railroad north]]) of the walls is plain white.<ref>{{Cite web |url=http://www.subwaynut.com/ct/courtm/courtm13.jpg |title=Approaching the northern (western) end of the platform at Court Street, the walls become single white tiles with simple station name signs. |last=Cox |first=Jeremiah |date=July 6, 2009 |website=subwaynut.com |access-date=August 6, 2017 |archive-date=August 7, 2017 |archive-url=https://web.archive.org/web/20170807021924/http://www.subwaynut.com/ct/courtm/courtm13.jpg |url-status=unfit}}{{cbignore}}</ref> Yellow I-beam columns line both sides of the island platform at regular intervals with alternating ones having the standard black station name plate in white lettering.<ref>{{Cite web |url=http://www.subwaynut.com/ct/courtm/courtm4.jpg |title=Looking down the single island platform at Court Street towards a staircase up to the small lower-mezzanine landing that leads up to the escalators and the IRT transfer. |last=Cox |first=Jeremiah |date=April 2, 2006 |website=subwaynut.com |access-date=August 6, 2017 |archive-date=March 10, 2016 |archive-url=https://web.archive.org/web/20160310071513/http://www.subwaynut.com/ct/courtm/courtm4.jpg |url-status=unfit}}{{cbignore}}</ref>
{{Clear}}
== Surface connections ==
When the original IRT station opened in 1908, there was a transfer to the [[Putnam Avenue and Halsey Street Line|Putnam Avenue and Halsey Street]] trolley line.<ref name="nyt-1908-01-09" /> Since 1898, a trolley loop had run in front of Borough Hall and along Fulton Street (Cadman Plaza West) and Court Street,<ref name=n125677757>{{Cite news |date=July 28, 1915 |title=The Trolley Loop at Borough Hall |pages=2 |work=The Standard Union |via=newspapers.com |url=https://www.newspapers.com/article/the-standard-union-the-trolley-loop-at-b/125677757/ |access-date=June 1, 2023}}</ref> but BRT officials expected that the loop would become congested with the construction of the Dual Contracts subway stations.<ref name=n125677666>{{Cite news |date=February 22, 1914 |title=Will Reopen the Johnson St. Loop |pages=5 |work=The Standard Union |via=newspapers.com |url=https://www.newspapers.com/article/the-standard-union-will-reopen-the-johns/125677666/ |access-date=June 1, 2023}}</ref> In May 1914, a second loop on nearby Johnson Street opened.<ref name=n125677566>{{Cite news |date=May 20, 1914 |title=Chain of Car Loops to Avoid New Court |pages=18 |work=The Brooklyn Daily Eagle |via=newspapers.com |url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-chain-of-car-lo/125677566/ |access-date=June 1, 2023}}</ref><ref name=n125677859>{{Cite news |date=May 22, 1914 |title=New Johnson St. Loop Open This Afternoon |pages=17 |work=The Standard Union |via=newspapers.com |url=https://www.newspapers.com/article/the-standard-union-new-johnson-st-loop/125677859/ |access-date=June 1, 2023}}</ref> Passengers on lines that used the Borough Hall loop, Court Street, or Fulton Street could transfer to the entrance of this station complex bounded by those two streets and the loop, north of Borough Hall.<ref name="almanac1916">{{cite book |publisher=The Brooklyn Daily Eagle |url=https://books.google.com/books?id=070JAAAAIAAJ |title=Brooklyn Daily Eagle Almanac |date=1916}}</ref>
On April 7, 1930, the BMT eliminated the loop to relieve congestion.<ref name=nyt-1930-04-08>{{Cite news |date=April 8, 1930 |title=Brooklyn Accepts New Traffic Rules; Civic Leaders and Merchants Hail Improvement After the First Day's Trial |page=24 |language=en-US |work=The New York Times |url=https://www.nytimes.com/1930/04/08/archives/brooklyn-accepts-new-traffic-rules-civic-leaders-and-merchants-hail.html |access-date=May 20, 2023 |issn=0362-4331 |archive-date=July 22, 2018 |archive-url=https://web.archive.org/web/20180722214733/https://www.nytimes.com/1930/04/08/archives/brooklyn-accepts-new-traffic-rules-civic-leaders-and-merchants-hail.html |url-status=live}}</ref><ref name="n125409965">{{Cite news |last=Dater |first=Lucille |date=April 7, 1930 |title=New Kings Trolley Routes Are Put to Test |pages=411 |work=New York Daily News |issn=2692-1251 |via=newspapers.com |url=https://www.newspapers.com/article/daily-news-new-kings-trolley-routes-are/125409965/ |access-date=May 27, 2023 |archive-date=May 27, 2023 |archive-url=https://web.archive.org/web/20230527203254/https://www.newspapers.com/article/daily-news-new-kings-trolley-routes-are/125409965/ |url-status=live}}</ref> Several lines were moved to a loop that traveled north along Adams Street, west along Myrtle Avenue, and southeast along Fulton Street (Cadman Plaza West). Other routes continued west along Livingston Street, north on Court Street, east on Joralemon and Fulton Street, and south on Boerum Place before turning back east along Livingston Street.<ref name="nyt-1930-04-01">{{Cite news |date=April 1, 1930 |title=Reroute Cars to Aid Brooklyn Traffic; Whalen and B.M.T. Agree to After 18 Lines and End Borough Hall Loop |language=en-US |page=14 |work=The New York Times |url=https://www.nytimes.com/1930/04/01/archives/reroute-cars-to-aid-brooklyn-traffic-whalen-and-bmt-agree-to-after.html |access-date=May 20, 2023 |issn=0362-4331 |archive-date=July 22, 2018 |archive-url=https://web.archive.org/web/20180722214436/https://www.nytimes.com/1930/04/01/archives/reroute-cars-to-aid-brooklyn-traffic-whalen-and-bmt-agree-to-after.html |url-status=live}}</ref><ref name="n125409582">{{Cite news |date=April 1, 1930 |title=Whalen Reroutes Traffic in Borough Hall Sector |pages=415 |work=New York Daily News |issn=2692-1251 |via=newspapers.com |url=https://www.newspapers.com/article/daily-news-whalen-reroutes-traffic-in-bo/125409582/ |access-date=May 27, 2023 |archive-date=May 27, 2023 |archive-url=https://web.archive.org/web/20230527203255/https://www.newspapers.com/article/daily-news-whalen-reroutes-traffic-in-bo/125409582/ |url-status=live}}</ref> All [[List of streetcar lines in Brooklyn|streetcar lines in Brooklyn]] were ultimately discontinued by 1956.<ref name="enc-nyc">{{Cite enc-nyc|page=1250}}</ref> Numerous bus lines serve the station {{as of|2023|lc=y}}, namely the {{NYC bus link|B25|B26|B38|B41|B45|B52|B57|B61|B63|B103|prose=y}}.<ref name="bklnbus">{{Cite NYC bus map|B}}</ref>
==Notes==
{{Notelist}}
== References ==
{{Reflist}}
== Further reading ==
* Lee Stokey. ''Subway Ceramics: A History and Iconography''. 1994. {{ISBN|978-0-9635486-1-0}}.
== External links ==
{{commons category|Court Street – Borough Hall (New York City Subway)}}
* {{NYCS ref|http://www.nycsubway.org/perl/stations?215:698|Brooklyn IRT|Borough Hall (West Side Branch)}}
* {{NYCS ref|http://www.nycsubway.org/perl/stations?215:3408|Brooklyn IRT|Borough Hall (East Side Branch)}}
* {{NYCS ref|http://www.nycsubway.org/perl/stations?202:1068|BMT Broadway Subway|Court Street}}
* {{NYCS ref|http://www.nycsubway.org/lines/irt-brooklyn-map1.html|Brooklyn IRT Contract 2 map|Map 1}} (includes current and former track configurations, and provisions for future connections)
{{Downtown Brooklyn}}
{{NYCS stations navbox by service|l2=y||l3=y|l4=y|l5=y|lr=y}}
{{NYCS stations navbox by line|eastern=yes|7ave=yes|4ave=yes}}
{{National Register of Historic Places in New York}}
{{DEFAULTSORT:Court Street - Borough Hall (New York City Subway)}}
[[Category:1920 establishments in New York City]]
[[Category:BMT Fourth Avenue Line stations]]
[[Category:Brooklyn Heights]]
[[Category:Downtown Brooklyn]]
[[Category:IRT Broadway–Seventh Avenue Line stations]]
[[Category:IRT Eastern Parkway Line stations]]
[[Category:National Register of Historic Places in Brooklyn]]
[[Category:New York City Subway stations in Brooklyn]]
[[Category:New York City Subway transfer stations]]
[[Category:Railway and subway stations on the National Register of Historic Places in New York City]]
[[Category:Railway stations in the United States opened in 1920]]