Fort Hamilton Parkway station (IND Culver Line)

The station was originally served by the A train. In 1936, the A was rerouted to the IND Fulton Street Line and was replaced by E trains from the Queens Boulevard Line.[6] In 1937, the connection to the IND Crosstown Line opened and GG (later renamed the G) trains were extended to Church Avenue, complementing the E. In December 1940, after the IND Sixth Avenue Line opened, E trains were replaced by the F, and the GG was cut back to Smith–Ninth Streets.[6] Following the completion of the Culver Ramp in 1954,[8][9] D Concourse Express trains replaced F service to Coney Island.[9][10] In November 1967, the Chrystie Street Connection opened and D trains were rerouted via the Manhattan Bridge and the BMT Brighton Line to Coney Island. F trains were extended once again via the Culver Line.[10][11]

The station acted as a local-only station from 1968 to 1976, when F trains ran express in both directions between Bergen Street and Church Avenue during rush hours.[12] G trains were extended from Smith–Ninth Streets to Church Avenue to provide local service.[13][5] Express service between Bergen and Church ended in 1976 due to budgetary concerns and passenger complaints, and the GG, later renamed the G, was again terminated at the Smith–Ninth Streets station.[13][5][14]

In July 2009, the G was extended from its long-time terminus at Smith–Ninth Streets to a more efficient terminus at Church Avenue to accommodate the rehabilitation of the Culver Viaduct.[13][15] The G extension was made permanent in July 2012.[16] In July 2019, the MTA revealed plans to restore express service on the Culver Line between Jay Street and Church Avenue. Express service started on September 16, 2019.[17][18]

South ramp

The full-time, northern entrance is by Greenwood and Prospect Avenues, with two street staircases. A block-long passageway leads northward to the northeast corner of Prospect Avenue and Reeve Place for one additional street staircase. There is a closed staircase that would have led to a fare control area at platform level at the Manhattan-bound side. This area is gated shut, and about half of the space is taken by station facilities with additional tiles.[23]

At the north end of the station, there is also a sealed entrance at the northwestern corner of Reeve Place and Prospect Avenue, which was never opened. The property owner of 1246 Prospect Avenue filed a suit, claiming that it obstructed access to their property, which was scheduled to be tried on January 20, 1936. Since the New York City Board of Transportation deemed that it would probably not be needed for a considerable period, it ordered that the closure of the stairway, the removal the entrance structure, and the slabbing over of the entrance be done at once. The report stated that the entrance could be reopened at its former location with the consent of the owner, or at the curb line, without their consent, when "traffic warrants reopening".[24]

The south end exit is to Fort Hamilton Parkway and has full-time HEET access and a former booth. The only exit at this end is a ramp (no staircase) that runs along the western side of the Prospect Expressway, up and down a small hill. This exit replaced the original 1933 staircase exit, when Robert Moses built the expressway. From the mezzanine area, one can see the variation in tile colors and styles when the new entrance was added in 1962, coinciding with the opening of the expressway. This can be seen when facing the ramp.[23]