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New York’s famous City Hall subway station, one of the most gorgeous gems in the world of mass transit, has been closed for decades. However, thanks to an immediate need to expand the original IRT line with newer, longer cars, the City Hall Station was closed just a few decades later on December 31, 1945.
Although it would spend the next few decades closed to the public, the tracks were still used as the turnaround point for the 6 train after its final Brooklyn Bridge stop.
About a decade ago, New York City began the long and arduous process of restoring the City Hall Station as New York’s transit museum, but security concerns that started before September 11, 2001 fully killed the idea after the twin towers fell. If you have a little extra time, you can stay on the train and view the City Hall Station as the train makes its turnaround. If tourist get off at this stop would they have to wait for another train to make its way around or is there an alternative way out. I have a copy of Lost New York (Google Play, Amazon) which has a bunch of amazing photos of buildings and subway stations in New York. There are also a number of books that credit photos of abandoned stations on Amazon, however I’m not as familiar with their contents.
Our third trip to Manhattan, we went via the Whitestone Bridge and took Interstate 278 south to the Brooklyn Bridge. By our fourth trip to Manhattan, we had a friend living in Brooklyn and we went to visit him in Trump Village. When last we checked in on the F Express Plan at the end of August, we had assumed things were at a standstill. But yesterday, The Gowanus Lounge broke the news that now the MTA has changed its stance on this express service. At The Gowanus Lounge, one of the commenters was dismayed at the lack of express service in the Windsor Terrace and Carroll Gardens areas. But more vital is a quote from MTA spokesperson Jeremy Soffin: “You can’t operate express service while work on the F express is ongoing. Well… I personally doubt they will do it even if the rehab project somehow falls behind.

Also, this means they would have to find the money to fix the signals and then find the money for the extra man power on the V train as well as getting the extra cars to create the train consist. Judging by the condition of the viaduct, would it really be a good idea to start any sort of express service? How do residents of Carroll Gardens feel about the proposed stations considering they are not exactly getting the express at their stop? The lower level of Bergen street… It looks like they would have to do a whole lot of fixing to get that station customer worthy.
The line, opened in 1904, was intended to be a showpiece and crown jewel of the new subway system. The 6 train used to make all passengers leave the train at the Brooklyn Bridge stop, but no longer. In fact there is a bulletin specifically telling us to NOT kick anyone off at Brooklyn Bridge.
To attend, you have to have to be a member of the New York Transit Museum and be ready to act quickly. On the way back we left via Interstate 278 north, and accidentally exited the Verrazano Bridge and it cost us 18 dollars to come back to Brooklyn. The MTA had finally explained the Culver Viaduct rehabilitation project in a way that highlighted exactly why Brooklyn wouldn’t be able to enjoy express service along the Culver line until 2012 at the earliest. According to Andrew Inglesby, assistant director of government and community relations at the MTA, who spoke on Monday the Carroll Gardens Neighborhood Association meeting, the MTA could grant express service to the F line next year if the rehabilitation project falls behind schedule.
So, an F Express could make an appearance for a year or 18 months, if there is a delay in the big repair project. Knowing their track record on major construction projects — Times Square BMT corridor or that Cortlandt St. The F trains running express would probably stop at Jay Street, 7th Avenue and Church Avenue. Simply put, the express trains can stop only where there are express platforms, and those stops listed by Inglesby are the ones on the Culver Line with that option.

While I doubt the MTA would fall an entire year behind on the F train, at least they are dangling this carrot.
He’s been very responsive in dealing with and addressing those of us heading up this grassroots movement.
Now if only we can get a super express to Coney Island (when they rebuild it that is) on the N line. It will slow down those already on the F express to Manhattan, and won’t really serve the residents of Carrol Gardens anyway due to their proximity to Manhattan and the fact that service is local after Bergen anyway. Unlike the rest of the line, City Hall featured tall tile arches, brass fixtures, and skylights that ran along the entire curve of the station — a sort of miniature Grand Central Station. Brooklyn Bridge downtown is treated as a regular stop, and conductors are not supposed to waste any extra time there. 9 by mistake) We took the West Side Highway to 42nd Street, parked, and walked several blocks to Times Square.
That project was due to be completed approximately 10 months before it was finally finished.
Between the V and G trains stopping at Bergen Street, that is plenty of service for those in the area.
In fact, befitting the elegance of the station, it was even the chosen place for hanging the commemorative plaques recognizing the achievement of building the underground train system.
As soon as that service can become a reality, we’ll have express service on the F line.
It might be ok to run train through there on a temp basis, but on would be a permanent weekly basis could raise the danger level for passengers. The other side could argue that the MTA should not need straphangers to complain about such obvious issues.

G scale train tunnels
Ho train track measurements

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