Borough Hall/Court Street  ​​​​​​
New York City Subwaystation complex
Station statistics
Address	Court Street between Joralemon Street & Montague Street Brooklyn, New York
Borough	Brooklyn
Locale	Downtown Brooklyn,Brooklyn Heights
Coordinates	40°41′37″N73°59′25″W / 40.69361°N 73.99028°W /40.69361; -73.99028
Division	A (IRT),B (BMT)[1]
Line	BMT Fourth Avenue Line IRT Broadway–Seventh Avenue Line IRT Eastern Parkway Line
Services	2  (all times) ​  3  (all except late nights)​   4  (all times) ​  5  (weekdays only)​   N  (late nights)   R  (all times) ​  W  (limited rush hour service only)
Transit	NYCT Bus:B25,B26,B38,B41,B45,B52,B57,B61,B63 MTA Bus:B103[2]
Levels	3
Other information
Opened	July 1, 1948 (transfer)[3]
Accessible	PartiallyADA-accessible (IRT local platforms andIRT express platforms only)
Traffic
2024	6,188,561[4]  2%
Rank	36 out of 423[4]
Location Show map of New York City Subway Show map of New York City Show map of New York
Street map
Station service legend Symbol Description Stops all times except late nights Stops all times Stops weekdays during the day Stops late nights only Stops rush hours only Stops rush hours in the peak direction only

TheBorough Hall/Court Street station is an undergroundNew York City Subwaystation complex inBrooklyn shared by theBMT Fourth Avenue Line, theIRT Broadway–Seventh Avenue Line and theIRT Eastern Parkway Line. The complex comprises three stations:Borough Hall on the IRT lines andCourt Street on the BMT line. The stations are located under Court, Joralemon, and Montague Streets, next toBrooklyn Borough Hall, in theDowntown Brooklyn andBrooklyn Heights neighborhoods of Brooklyn. It is served by the2,4, andR trains at all times; the3 train all times except late nights; the5 train on weekdays; theN train during late nights; and limited rush-hourW trains.

The Borough Hall station of the Eastern Parkway Line was built for theInterborough Rapid Transit Company (IRT) as part of thecity'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 theDual Contracts. The Court Street station of the Fourth Avenue Line was built for theBrooklyn Rapid Transit Company (BRT; later theBrooklyn–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 singlefare control area in 1948.

The Eastern Parkway Line station under Joralemon Street has twoside platforms and two tracks on the same level. The Broadway–Seventh Avenue Line station underBrooklyn Borough Hall also has two side platforms and two tracks on different levels. The Fourth Avenue Line station has oneisland platform and two tracks. Part of the complex is compliant with theAmericans with Disabilities Act of 1990. The original portion of the Eastern Parkway Line station's interior is aNew York City designated landmark and listed on theNational Register of Historic Places.

Planning for asubway line in New York City dates to 1864.^[5]: 21 However, development of what would become thecity's first subway line did not start until 1894, when theNew York State Legislature passed the Rapid Transit Act.^{[5]: 139–161} The subway plans were drawn up by a team of engineers led byWilliam Barclay Parsons, the Rapid Transit Commission's chief engineer.^[6]: 3 The Rapid Transit Construction Company, organized byJohn B. McDonald and funded byAugust Belmont Jr., signed the initial Contract 1 with the Rapid Transit Commission in February 1900,^[7] in which it would construct the subway and maintain a 50-year operating lease from the opening of the line.^[5]: 165 In 1901, the firm ofHeins & LaFarge was hired to design the underground stations.^[6]: 4 Belmont incorporated theInterborough Rapid Transit Company (IRT) in April 1902 to operate the subway.^{[5]: 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 toSouth Ferry, and then toBrooklyn. On January 24, 1901, the Board adopted a route that would extend the subway from City Hall to theLong Island Rail Road (LIRR)'sFlatbush Avenue terminal station (now known as Atlantic Terminal) in Brooklyn, via theJoralemon Street Tunnel under theEast River.^{[8]: 83–84 [9]: 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 atState Street in Manhattan on November 8, 1902.^{[5]: 162–191} and work on the Joralemon Street Tunnel began in 1903.^[10] By July 1907, the Borough Hall station was nearly completed except for the entrances.^[11]

The Borough Hall station opened on January 9, 1908, as the terminal for the extension of theIRT Lexington Avenue Line from Lower Manhattan.^[12][13] Borough Hall was the first underground subway station inBrooklyn;^[14] people waved flags throughout the borough to celebrate the station's opening, and officials celebrated the occasion with a parade and a banquet.^[15][16] Prior to the Borough Hall station's opening, the only rapid transit in Brooklyn had been theBrooklyn Rapid Transit Company (BRT)'s elevated lines, which operated only as far as the Manhattan ends of theBrooklyn Bridge.^[17] The opening of the station thus also alleviated congestion on lines that used the Brooklyn Bridge.^[18][19] A temporary switch was installed just west of the station, allowing trains to terminate on the southbound track until the line could be extended.^[20] An extension toAtlantic Avenue opened on May 1, 1908, completing the Contract 2 IRT line.^{[21]: 194 [22]} Bronze bas-reliefs byWilliam 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.^[14][23]

To address overcrowding, in 1909, theNew York Public Service Commission proposed lengthening the platforms at stations along the original IRT subway.^[24]: 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 $50.6 million in 2024) spent on platform lengthening, $500,000 (equivalent to $16.9 million in 2024) was spent on building additional entrances and exits. It was anticipated that these improvements would increase capacity by 25 percent.^[25]: 15 The northbound platform at the Borough Hall station was extended 125 feet (38 m) to the east, while the southbound platform was extended 140 feet (43 m) to the east.^[25]: 116 During the construction of the platform extensions, the facade ofBrooklyn Borough Hall began to crack because of vibrations from construction equipment.^[26] 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.^{[24]: 168 [27]}

After the original IRT opened, the city began planning new lines. One of these, theCentre Street Loop in Manhattan, was to connect theBrooklyn Bridge,Manhattan Bridge, andWilliamsburg Bridge with a new tunnel under the East River.^[28][29] By 1910, the IRT's Borough Hall station was so crowded that residents ofBrooklyn Heights, a residential neighborhood west of Borough Hall, wanted a stop to be added on the proposed Centre Street Loop within Brooklyn Heights.^[30] 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.^[31]

As part of theDual 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–westshuttle under 42nd Street. This would form a roughly H-shaped system.^[32] The Broadway–Seventh Avenue Line would split into two branches south ofChambers Street, one of which would turn eastward through Lower Manhattan, run under the East River via a newClark Street Tunnel, and connect with the existing Contract 2 IRT Brooklyn Line at Borough Hall.^[33][34] The IRT was authorized to construct a station at Borough Hall.^[35][36] The line's Borough Hall station was a two-level station, with a connection to the existing Eastern Parkway Line station;^[37] the double-deck arrangement was required because the eastbound track had to pass under the existing line.^[38][39] 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.^[40] Entrances were planned along Fulton Street (now Cadman Plaza West^[41][a]) at Montague Street and at Myrtle Avenue.^[38]

Construction of the Clark Street Tunnel began in 1914,^[42] but the section of the line under Fulton Street was delayed by disputes over the demolition of part of theFulton Street elevated line.^[43] By January 1919, the tracks for the Broadway–Seventh Avenue Line were completed, but signals and station finishes were still being installed.^[44] The IRT decided to push forward the tunnel's opening after learning that BRT workers might go on strike.^[45] 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 fromWall Street on the other side of the East River to Atlantic Avenue.^[46][47] The connection doubled the number of IRT trains that could travel between Manhattan and Brooklyn, and it eased congestion in the Joralemon Street Tunnel,^[48] the only other tunnel carrying IRT trains between the two boroughs.^[49] Direct express service toTimes 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.^[47]

In 1920, a new entrance at the northwestern corner of Joralemon Street and Court Street was completed.^[50] 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.^[51][52] Although the Eastern Parkway Line's express tracks already existed, they previously had been used only for storage.^[53][54] The tracks were reconfigured so that Eastern Parkway express trains could no longer stop at theHoyt Street station, the next stop east.^[53]

Also planned under the Dual Contracts was theBroadway Line andFourth Avenue Line of the BRT (after 1923, theBrooklyn–Manhattan Transit Corporation or BMT^[55]). 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 theDeKalb Avenue station.^[56] The BRT was authorized to construct a station on the Whitehall–Montague Street route at the intersection of Montague and Court Streets.^[35][36] The Court Street station was to be built at the eastern end of theMontague Street Tunnel, a pair of tubes carrying the BRT line under theEast River. Because of the station's depth, there would be elevators ascending to Clinton Street at its western end.^[40] The eastern end was to contain stairs and escalators leading directly to Court Street and to the IRT Broadway–Seventh Avenue Line station.^[40][57] A ramp extending west to Henry Street was also proposed but not built.^[57] This ramp was proposed as a compromise when the Public Service Commission had rejected plans for a second station in Brooklyn Heights.^[58]

Construction of the Montague Street Tunnel's two tubes began in 1914.^[59] The north tube of the tunnel was holed through on June 2, 1917,^[60] followed by the south tube on June 20, 1917.^[61] Service via the Montague Tunnel began on August 1, 1920, with the opening of the Court Street station.^[62][63] The Court Street station was one of three subway stations to open in Brooklyn Heights; the other two wereClark Street on the IRT Broadway–Seventh Avenue Line andHigh Street on theIndependent Subway System (IND)'sEighth Avenue Line.^[64] The BRT, along with the IRT and the city government, shared control of the Borough Hall/Court Street station.^[65]

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 530 feet (160 m).^[66][67] Though the Transit Commission ordered the BMT to lengthen these platforms in September 1923,^[68] no further progress was made until February 16, 1925, when theNew 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 (equivalent to $11,350,000 in 2024).^[69] TheNew York City Board of Estimate appropriated $362,841 for the lengthening of the platforms at Court Street and five other stations in January 1926^[70][71] and awarded the contract to Charles Meads & Company early the next month.^[72][73] The platform extension at Court Street opened on August 1, 1927.^[74][75]

The city government took over the BMT's operations on June 1, 1940,^[76][77] and the IRT's operations on June 12, 1940.^[78][79] As part of aWorks Progress Administration program, the IRT entrance at Cadman Plaza and Montague Street was integrated into a neighboring park in late 1940.^[80] TheNew 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.^[81] Transfer passageways between the three stations were placed insidefare control on July 1, 1948.^[3][82] During the Cold War, the city government proposed constructing a passageway between the IRT's Borough Hall station and the IND'sJay Street–Borough Hall station under Myrtle Avenue, which would have doubled as an air-raid shelter.^[83] 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.^[84]

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.^[85][86] Funding for the platform extensions was included in the city's 1950 capital budget.^[87] During the 1964–1965 fiscal year, the IRT platforms at Borough Hall were lengthened to 525 feet (160 m) to accommodate a ten-car train of 51-foot (16 m) IRT cars.^[88][89] The work was undertaken by the Arthur A. Johnson Corporation.^[89] In the late 1960s, New York City Transit extended the Fourth Avenue Line platform about 85 feet (26 m) to the west, allowing it to accommodate ten 60-foot (18 m) cars.^[90]

TheMetropolitan Transportation Authority (MTA) had proposed renovating the Borough Hall station as early as its 1975–1979 capital plan.^[91] In 1976, with funding from theExxon Corporation, the Broadway–Seventh Avenue Line station, as well as three others citywide, received new "artfully humorous graffiti" murals and artwork.^[92] 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."^[92] The agency closed one of the station's token booths in 1977 to save money, although the booth was reopened shortly afterward.^[93] In 1979, theNew 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.^[6] The station was designated along with eleven others on the original IRT.^[6][94]

In 1981, theMetropolitan Transportation Authority (MTA) listed the Borough Hall/Court Street station complex among the 69 most deteriorated stations in the subway system.^[95] A renovation of the Eastern Parkway Line station took place in the early 1980s as part of the MTA's Adopt-a-Station program.^[96][97] MTA chairmanRichard 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.^[98] TheBrooklyn Union Gas Company raised $25,000, while other businesses raised another $25,000; theUrban Mass Transportation Administration (UMTA) provided a matching grant of $50,000.^[96] The MTA also provided $3.5 million for the project^[96] as part of its 1980–1984 capital program.^[96][99] 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.^[100]

Work on the project had begun by 1983^[97] but had fallen behind schedule two years later.^[101] 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.^[102] New tiles had to be imported fromCzechoslovakia, and some tiles were stolen before they could be installed.^[103] Some newly-renovated parts of the station were already deteriorating by 1987, such as tiled floors that had come loose.^[103][104] Other parts of the renovation had been conducted haphazardly, such as the uneven installation of gray wall tiles,^[104][105] as well as a ceiling that had been repainted above the platforms but not the tracks.^[104] At that point, it had taken nearly as long to renovate the station as to construct the original line.^[106] TheNew York City Transit Authority eventually filed a lawsuit to compel the renovation contractor to complete the project.^[107] 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.^[108] MTA officials diverted funding for the other platforms' renovations in December 1989 to cover a budget shortfall.^[109]

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.^[110] Workers were installing elevators at the Borough Hall IRT stations by 1992,^[111] as part of the MTA'splan to make dozens of "key stations" accessible to passengers with disabilities.^[112]: 2 The work was finished by the next year.^[113] Most of the IRT portion of the complex became wheelchair-accessible, except for the eastbound Eastern Parkway Line platform.^[114] 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.^[115] 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.^[116] Even after the repairs were completed, the escalators continued to experience periodic outages.^[117]

The original Eastern Parkway Line station's interiors were listed on theNational Register of Historic Places in 2004.^[118] In June 2018, part of the Eastern Parkway Line station's ceiling collapsed, injuring a passenger.^[119][120] The collapse of the 100-year-old ceiling necessitated $8.3 million in emergency repairs.^[121] Prior to the ceiling collapse, neither the MTA nor theNew York City Department of Transportation had identified the Borough Hall station as a "priority" station requiring renovation.^[122] 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 interracotta 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.^[121][123]

The IRT station's existing elevators were closed for replacement for several months starting in July 2020.^[124][125] 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;^[126] this was part of a program to replace elevators across the subway system.^[127] The BMT elevators at Clinton Street reopened in June 2023.^[128] The BMT platform also received structural and visual upgrades, which were completed in January 2024.^[129][130] 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.^[131][132] The contract included one elevator from the mezzanine to each of the Eastern Parkway Line platforms, as well as one elevator from the mezzanine to the street.^[133] As of March 2023^[update], work was scheduled to begin in the middle of that year and be completed in 2025;^[134] the elevators ultimately opened in December 2025.^[135] New York City councilmemberLincoln 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.^[136][137]

Initially, the Eastern Parkway Line station was served by express trains along both the West Side (now theBroadway–Seventh Avenue Line toVan Cortlandt Park–242nd Street) and East Side (now theLenox Avenue Line). The express trains, running to Atlantic Avenue, had their northern terminus at242nd Street orWest Farms (180th Street).^[138] Lenox local trains to145th Street served the station during late nights.^[139] The Lexington Avenue Line north ofGrand Central–42nd Street opened on August 1, 1918, and all Eastern Parkway Line services were sent via the Lexington Avenue Line.^[140] 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^[46][47] (express service to 242nd Street was eliminated in 1959^[141]). To the south, trains ran toFlatbush Avenue orUtica Avenue starting in 1920 and toNew Lots Avenue starting in 1924.^[142]

The IRT routes were given numbered designations in 1948 with the introduction of"R-type" rolling stock, which containedrollsigns with numbered designations for each service.^[143] 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.^[144]

The Court Street BMT station opened when the Montague Street Tunnel opened on August 1, 1920,^[145] Broadway Line trains to Brooklyn could either use the tunnel, stopping at Court Street and five other stations inLower Manhattan andDowntown Brooklyn, or use theManhattan Bridge, which skipped all of these stations.^[146] Initially, Court Street was served byFourth Avenue Line local trains (labeled as theBMT 2),Brighton Beach Line express trains (theBMT 1), and some rush-hourWest End Line trains (theBMT 3).^[145][147] Brighton express trains were later rerouted to the Manhattan Bridge, while Brighton locals started using the tunnel.^[148] After theBMT 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.^[148]

The opening of theChrystie Street Connection in 1967 resulted in drastic changes to the services that stopped at the Court Street station. The RR (later theR^[149]) and theQJ began using the Montague Street Tunnel, running via Court Street;^[150] the QJ was replaced by theM in 1973.^[151] After theManhattan Bridge was closed for repairs in 1986, all off-peak N trains began running through the Montague Street Tunnel and serving Court Street.^[152] Starting in December 1988, N and R trains ran through the tunnel and the Whitehall Street station at all times.^[153] 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.^[154][155] TheM train stopped serving the station when it was rerouted toMidtown Manhattan in 2010.^[156][157] 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.^[146] 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.^[158]

Ground	Street level	Exit/entrance
Mezzanine		Fare control, station agent Elevators located: In front of Supreme Court Building at Court Street and Montague Street for In front of Brooklyn Borough Hall at Court Street and Joralemon Street for
Basement 2 Upper IRT platforms	Northbound local	← towardWakefield–241st Street(Clark Street) ← towardHarlem–148th Street(Clark Street)
	Side platform
	Side platform
	Northbound express	← towardWoodlawn(Bowling Green) ← weekdays towardEastchester–Dyre Avenue orNereid Avenue(Bowling Green)
	Southbound express	→ towardCrown Heights–Utica Avenue (New Lots Avenue late nights)(Nevins Street) → → weekdays towardFlatbush Avenue–Brooklyn College(Nevins Street) →
	Side platform
Basement 3 Lower IRT platform	Southbound local	→ toward Flatbush Avenue–Brooklyn College(Hoyt Street) → → toward New Lots Avenue(Hoyt Street) →
	Side platform
Basement 4 BMT platform	Northbound	← towardForest Hills–71st Avenue (Whitehall Street–South Ferry late nights)(Whitehall Street–South Ferry) ← towardAstoria–Ditmars Boulevard late nights(Whitehall Street–South Ferry) ← toward Astoria–Ditmars Boulevard (select weekday trips)(Whitehall Street–South Ferry)
	Island platform
	Southbound	→ towardBay Ridge–95th Street(Jay Street–MetroTech) → → towardConey Island–Stillwell Avenue late nights(Jay Street–MetroTech) → → toward86th Street (select weekday trips)(Jay Street–MetroTech) →

The complex is composed of three stations that are all connected within a singlefare 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.^[159]: 4 The Broadway–Seventh Avenue Line platforms and Eastern Parkway Line platforms are fully accessible under theAmericans with Disabilities Act of 1990 (ADA), with an ADA-accessible passageway connecting the northbound Eastern Parkway Line platform the northbound Broadway–Seventh Avenue Line platform. However, the Fourth Avenue Line platform is not ADA-accessible.

At themezzanine level are three overpasses above the center of the Eastern Parkway Line platforms.^{[118]: 4–5 [159]: 4–5} The outer two overpasses have twofare 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.^{[118]: 4–5} These plaques, measuring 6 by 2 feet (1.83 by 0.61 m), were designed by Partridge and originally placed on the southbound platform.^[23] The plaques are installed within mosaic tablets with swag and floral designs.^{[118]: 4–5} A fourth overpass is at the extreme west end of the Eastern Parkway Line platforms.^[118]: 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.^{[159]: 4 [118]: 16 [160][161]}

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.^[159]: 4 An escalator leads from the lower platform level to the mezzanine. The unpaid areas are on the southeastern side of this mezzanine.^[162]: 130

The Fourth Avenue Line platform is the deepest in the complex, under both sets of IRT platforms.^[163] 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.^{[162]: 130 [164]} There is another exit at the extreme western end.^[163] 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.^[164]

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.^[162]: 130 Outside fare control, two staircases ascend to the southeast corner of Court and Montague Streets, and a staircase and elevator ascend toColumbus Park, the entrance plaza ofBrooklyn Borough Hall, on the east side of Court Street.^[165] The design of the elevator resembles that of the ornate entrance kiosks in the original IRT subway.^[125] These entrances also serve the U.S. Bankruptcy Court within theFederal Building and Post Office to the north, as well as aNew York Supreme Court courthouse to the east.^[166] Historically, there was also an exit to a bank on the northern side of Montague Street.^[162]: 130

The main fare control for the IRT Eastern Parkway Line platforms is at the center of the station and is staffed.^[164] On the northbound side, the overpasses havefull height turnstiles leading to two staircases, one each flanking Brooklyn Borough Hall's main entrance on the northeast corner of Court and Joralemon Streets.^[165] 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 theWall Street station in Manhattan.^[118]: 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.^{[159]: 4 [118]: 4 [165]} The banisters on these staircases are made of concrete since they are outside theBrooklyn 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-defunctbank teller window. On the northwest corner of the mezzanine, a passage led to Borough Hall.^[118]: 4

The secondary fare control area for the IRT Eastern Parkway Line is at the extreme west end and is unstaffed.^[164] 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.^{[118]: 16 [165][159]: 5} Prior to 1961, there were two additional entrances to the southwest corner of the intersection.^[167] These entrances are within one block of theGeneroso Pope Athletic Complex ofSt. Francis College.^[166][168]

The unstaffed fare control area for the BMT Fourth Avenue Line leads from the extreme west end of that platform.^[164] Outside fare control, one stair each goes to the northwest and southwest corners of Montague and Clinton Streets.^{[165][159]: 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).^[169] The southwest staircase is next to the basement entrance of a daycare.^[165][170] The First Unitarian Church of Brooklyn,Brooklyn Historical Society,Brooklyn Trust Company Building, andSaint Ann's School are located within one block of these entrances.^[166][168]

Elevator kiosk, serving theIRT Broadway–Seventh Avenue Line and the northbound platform of theIRT Eastern Parkway Line.

Entrance in front ofBrooklyn Borough Hall

Former entrance to the Brooklyn Municipal Building

Borough Hall  ​
NorthboundR62 3 train arriving
Station statistics
Division	A (IRT)[1]
Line	IRT Broadway–Seventh Avenue Line
Services	2  (all times) ​  3  (all except late nights)
Structure	Underground
Levels	2
Platforms	2splitside platforms (1 on each level)
Tracks	2 (1 on each level)
Other information
Opened	April 15, 1919; 106 years ago (1919-04-15)
Accessible	ADA-accessible
Services Preceding station New York City Subway Following station Clark Street 2  ​3  via135th Street Hoyt Street 2  ​3  viaFranklin Avenue–Medgar Evers College
Track layout Legend toClark Street Superimposed tracks (right track above left) toHoyt Street
Station service legend Symbol Description Stops all times except late nights Stops all times Stops weekdays during the day Stops weekdays and weekday late nights

TheBorough Hall station on theIRT Broadway–Seventh Avenue Line is a double-level station with two tracks in asplit platform configuration. Southwest of each track is aside platform; northbound trains use the upper level while southbound trains use the lower one.^{[162]: 128 [159]: 4 [171]} The2 train stops here at all times,^[172] while the3 train stops here at all times except late nights.^[173] On both routes, the Borough Hall station is located between theClark Street station to the north and theHoyt Street station to the south.^[174]

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.^[38] The lower level also has an up-only escalator that bypasses the upper level, leading directly to the mezzanine.^[162]: 130 An elevator connects both platforms to the upper mezzanine.^[125]

East of the platforms, the southbound Broadway–Seventh Avenue Line track crosses diagonally about 18 feet (5.5 m) below both of the Eastern Parkway tracks, then curves eastward and slopes up to the level of the Eastern Parkway Line near Smith Street.^[11] Both become the local tracks for the line.^[175] The Broadway–Seventh Avenue Line's connection to the Eastern Parkway Line was built as part of the original subway line^[11] but was not used until the opening of the Clark Street Tunnel.^[39] The local tracks of the line were originally planned to travel north under what is now Cadman Plaza West to the Brooklyn Bridge.^{[39][11][176]}

Both platforms have their original IRT trim line and name tablets reading "BOROUGH HALL" in a serif lettering style.^[177] Tablets showing images ofBorough Hall are located at regular intervals on the trim line.^[178] Dark blue I-beam columns line both platforms at regular intervals with alternating ones having the standard black station name plate in white lettering.^[179]

Borough Hall  ​
NorthboundR142A 4 train leaving the station
Station statistics
Division	A (IRT)[1]
Line	IRT Eastern Parkway Line
Services	4  (all times) ​  5  (weekdays only)
Structure	Underground
Platforms	2side platforms
Tracks	2
Other information
Opened	January 9, 1908; 118 years ago (1908-01-09)
Accessible	ADA-accessible
Services Preceding station New York City Subway Following station Bowling Green 4  ​5  via138th Street–Grand Concourse Express Nevins Street 4  ​5  viaFranklin Avenue–Medgar Evers College
Track layout Legend toBowling Green toNevins Street
Station service legend Symbol Description Stops all times except late nights Stops all times Stops weekdays during the day
Borough Hall Subway Station (IRT)
U.S. National Register of Historic Places
New York City Landmark No. 1096
MPS	New York City Subway System MPS
NRHP reference No.	04001022[118]
NYCL No.	1096
Significant dates
Added to NRHP	September 17, 2004
Designated NYCL	October 23, 1979[6]

TheBorough Hall station on theIRT Eastern Parkway Line is an express station, and has two tracks and twoside platforms on the same level.^[159]: 4 The4 train stops here at all times,^[180] while the5 train stops here on weekdays during the day.^[181] On both routes, the Borough Hall station is located between theBowling Green station to the north and theNevins Street station to the south.^[174]

The platforms were originally 350 feet (110 m) long, like at other Contract 2 stations,^{[6]: 4 [118]: 3} but were lengthened to 520 feet (160 m) by 1964.^[89] 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.^{[118]: 6 [164]} The eastern end of the northbound platform connects with the passageway leading from the northbound Broadway-Seventh Avenue Line platform.^[38] The original portion of the station is a New York City designated landmark^[6][94] and is listed on the National Register of Historic Places.^[118]

East of this station, the two tracks become the express tracks of the IRT Eastern Parkway Line; the line's local tracks are connected to the two tracks of the IRT Broadway–Seventh Avenue Line.^[175] 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 18 short tons (16 long tons; 16 t) and measuring 52 feet (16 m) wide.^[11] The switches have since been removed.^[175]

As with other stations built as part of the original IRT, the station was constructed using acut-and-cover method.^[9]: 237 The tunnel is covered by a U-shaped trough that contains utility pipes and wires. This trough contains afoundation ofconcrete no less than 4 inches (100 mm) thick.^{[118]: 3–4 [182]: 9} Each platform consists of 3-inch-thick (7.6 cm) concrete slabs, beneath which are drainage basins.^{[118]: 3–4 [6]: 4} The platforms contain greenI-beam columns,^[183] spaced every 15 feet (4.6 m). Additional columns between the tracks, spaced every 5 feet (1.5 m), support thejack-arched concrete station roofs.^{[118]: 3–4 [6]: 4 [182]: 9} The ceiling height varies based on whether there are utilities in the ceiling.^{[118]: 5–6} There is a 1-inch (25 mm) gap between the trough wall and the platform walls, which are made of 4-inch (100 mm)-thick brick covered over by a tiled finish.^{[118]: 3–4 [182]: 9}

The walls along the platforms consist of a pink marblewainscoting 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 15-foot (4.6 m) intervals by green and rosepilasters, 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.^{[118]: 5–6 [6]: 6–7 [184]} The platform extensions contain similar decorative elements.^[118]: 5 The ceilings contain plaster molding.^{[118]: 5 [182]: 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.^[185]

Court Street
Platform view
Station statistics
Division	B (BMT)[1]
Line	BMT Fourth Avenue Line
Services	N  (late nights)   R  (all times) ​  W  (limited rush hour service only)
Structure	Underground
Platforms	1island platform
Tracks	2
Other information
Opened	August 1, 1920; 105 years ago (1920-08-01)
Accessible	ADA-accessible to mezzanine only; platforms are not ADA-accessible
Services Preceding station New York City Subway Following station Whitehall Street–South Ferry N  R  ​W  towardForest Hills–71st Avenue Local Jay Street–MetroTech N  R  ​W  towardBay Ridge–95th Street
Non-revenue services and lines Preceding station New York City Subway Following station Broad Street Nassau St no service
Track layout Legend toWhitehall St–South Ferry toJay Street–MetroTech
Station service legend Symbol Description Stops all times Stops late nights only Stops rush hours only Stops rush hours in the peak direction only

TheCourt Street station on theBMT Fourth Avenue Line is a local station, and has two tracks and oneisland platform.^{[159]: 4 [175]}R trains serve the station at all times;^[186] some rush-hourW trains stop here;^[187] andN train stops here during late nights.^[188] The next station to the north isWhitehall Street in Manhattan, while the next station to the south isJay Street–MetroTech.^[174]

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.^{[159]: 4–5}

West of the station, the line goes through theMontague Street Tunnel under the East River to connect to theBMT Broadway Line and theBMT Nassau Street Line.^[175] All trains use the Broadway Line connection, which goes to Whitehall Street.^[174][175] The latter connection, to theBroad Street station,^[175] was last used by theM train in June 2010 before it was rerouted.^[156]

Since the tunnel descends to go underneath the East River, it was constructed with a deep-bore tunnel, making both track walls curved.^[189] The walls also still have their originalDual 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.^[190] The western end (railroad north) of the walls is plain white.^[191] 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.^[192]

When the original IRT station opened in 1908, there was a transfer to thePutnam Avenue and Halsey Street trolley line.^[16] Since 1898, a trolley loop had run in front of Borough Hall and along Fulton Street (Cadman Plaza West) and Court Street,^[193] but BRT officials expected that the loop would become congested with the construction of the Dual Contracts subway stations.^[194] In May 1914, a second loop on nearby Johnson Street opened.^[195][196] 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.^[197]

On April 7, 1930, the BMT eliminated the loop to relieve congestion.^[198][199] 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.^[200][201] Allstreetcar lines in Brooklyn were ultimately discontinued by 1956.^[202] Numerous bus lines serve the station as of 2023^[update], namely theB25,B26,B38,B41,B45,B52,B57,B61,B63 andB103.^[2]

• Lee Stokey.Subway Ceramics: A History and Iconography. 1994.ISBN 978-0-9635486-1-0.

Wikimedia Commons has media related toCourt Street – Borough Hall (New York City Subway).

• nycsubway.org –Brooklyn IRT: Borough Hall (West Side Branch)
• nycsubway.org –Brooklyn IRT: Borough Hall (East Side Branch)
• nycsubway.org –BMT Broadway Subway: Court Street
• nycsubway.org –Brooklyn IRT Contract 2 map: Map 1 (includes current and former track configurations, and provisions for future connections)

• Accessible New York City Subway stations
• 1920 establishments in New York City
• BMT Fourth Avenue Line stations
• Brooklyn Heights
• Downtown Brooklyn
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• IRT Eastern Parkway Line stations
• National Register of Historic Places in Brooklyn
• New York City Subway stations in Brooklyn
• New York City Subway transfer stations
• Railway and subway stations on the National Register of Historic Places in New York City
• Railway stations in the United States opened in 1920

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