New York City Board of Transportation

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Not to be confused with New York City Department of Transportation.

New York City Board of Transportation
385 Flatbush Avenue Extension, Brooklyn, New York
370 Jay Street, Downtown Brooklyn
, New York
Operation
Began operationJune 1, 1924
Ended operationJune 15, 1953

The New York City Board of Transportation or the Board of Transportation of the City of New York (NYCBOT or BOT) was a city transit commission and operator in

public transportation service within the New York City Transit System. The agency oversaw the construction and operation of the municipal Independent Subway System (IND), which was constructed shortly after the Board was chartered. The BOT later presided over the major transfers of public transit from private control to municipal control that took place in the 1940s, including the unification of the New York City Subway in 1940. In 1953, the Board was dissolved and replaced by the state-operated New York City Transit Authority, now part of the Metropolitan Transportation Authority
(MTA).

History

See also: History of the New York City Subway and New York City Transit Authority

Background

In 1874, the

Essex Street opened in 1908 − were privately operated by the Interborough Rapid Transit Company (IRT) and the Brooklyn Rapid Transit Company (BRT) respectively.[1][2][6][7][8] The initial 1890s transit board was replaced in 1907 by the state-run New York Public Service Commission (PSC). This agency would oversee the Dual Contracts subway expansion, which led to the construction of new lines for the IRT and BRT.[1][2][9]

Creation and subway unification

Until 1924, municipal public transportation actions originated primarily from state-controlled agencies, including the 1891 and 1894 rapid transit boards, the PSC, and most recently the New York State Transit Commission which was created in March 1921.[1][2][6] Following the creating of the State Transit Commission and the reelection of Al Smith as Governor of New York in 1922, then-mayor John Francis Hylan and future mayors Jimmy Walker (then a state senator) and John P. O'Brien (the city's corporation counsel) sought to establish a city-controlled transit commission.[6] Hylan had been both an opponent of private transit operation, particularly that of the Brooklyn–Manhattan Transit Corporation (BMT; the successor to the BRT), and a political opponent of Smith. Hylan also had his own plans for a city-operated subway system.[6][10]

In 1924, the New York City Board of Transportation was created by the

IND Second System, and would go largely unbuilt due to the Great Depression and World War II.[1][6][7]

Beginning on June 1, 1940 under the mayoral administration of

Fiorello H. La Guardia, the Board of Transportation took over the assets of the IRT and BMT for municipal operations in an event referred to as unification. The event placed the three rapid transit systems − IRT, BMT, IND − under a single operator. The BOT also inherited the BMT's extensive surface transit network in Brooklyn and Queens, which consisted primarily of streetcar lines along with a few electric trolley coach and diesel-powered bus routes.[1][2][6][7][11][12][23] The BOT proceeded to close the IRT-operated Second and Ninth Avenue elevated lines in Manhattan, and the BMT-operated Third and Fifth Avenue elevateds in Brooklyn.[2][7][24] On December 15, 1940, the IND's second Manhattan trunk line − the IND Sixth Avenue Line − was completed.[2][7][25] In 1941, the BOT began motorizing the former BMT streetcar lines in Brooklyn and Queens into diesel bus routes or trolley coach routes.[1][7][11] The further motorization of surface lines, and the completion of the IND system, however, was delayed due to World War II.[1][6][7][11][26][27][28] Unification made the Board of Transportation the largest public transit operator in North America, in addition to being one of the few systems under public ownership at the time.[7]

Following the end of World War II, the BOT resumed subway construction.[1][6][7][11][26][27] On February 23, 1947, the Board of Transportation assumed the bus routes of Isle Transportation in Staten Island. On March 30, 1947, the BOT took over the North Shore Bus Company in Queens. Both companies could not operate on the mandated five-cent fare and went bankrupt. This gave the city control of the majority of surface transit in Brooklyn, Queens, and Staten Island. It also created three distinct surface transit divisions: the Brooklyn Bus and Trolley Division, the Staten Island Bus Division, and the Queens Bus Division.[2][7][11][12][29][30][31][32][33][34] On September 24, 1948, the BOT took over the East Side Omnibus Corporation and Comprehensive Omnibus Corporation in Manhattan.[2][35] At this time, the BOT resumed motorizing trolley lines, and proceeded to construct new storage and repair facilities. It also purchased new buses, to either replace streetcars or the dilapidated buses inherited from private operators.[1][7][11]

Decline

A GM "old-look" transit bus bearing the original green and white color scheme of the Board of Transportation, and a white circular BOT logo. The color scheme would be inherited by the Transit Authority.

Following an artificial operating surplus during World War II, brought on by gas and rubber rations leading to increased mass transit usage,[7][8] the Board of Transportation had its first operational deficit in 1947, amounting to $18 million.[8][11] On March 30, 1948, Governor Thomas E. Dewey signed legislation to allow the BOT to increase fares with the approval of the New York City mayor.[8] On July 1, 1948, the Board of Transportation raised the fare for its rapid transit system from five cents to ten cents, with the approval of Mayor William O'Dwyer. The nickel fare had been in place in the subway system since October 27, 1904, a period of 45 years, and was one of the main provisions of the Dual Contracts. New York City was the last major city to have a five-cent fare.[6][7][8][11] The BOT also created 14 new free transfers between the formerly-separate subway divisions.[7][11] The fare increase was put forward due to increasing debt, inflation in the post-war period, expenditure on new subway routes, equipment and facilities, and maintenance of the existing system which was in disrepair.[6][7][11] In addition, city planner Robert Moses pushed for the fare increase to allow more city funding to go towards highway development, while Transport Workers Union of America leader Michael J. Quill supported the fare hike in order to give transit workers a 30-cent per hour wage increase.[8] In 1950, the fare of BOT surface transit was also raised to ten cents.[7] Upon the initial 1948 increases, a twelve-cent fare had been put in place for a combined trip on the subway and either bus or trolley, but this was eliminated on July 1, 1952.[7][8]

The fare hikes did not effectively increase revenue for the Board of Transportation to offset increasing operation costs, while system ridership plateaued due to the

public authority without direct control from a political office, with members appointed by both the Governor and Mayor. Governor Dewey signed the bill approving the creation of the TA into law on March 20, 1953.[7][8] On June 15, 1953, operation of the New York City Transit System was turned over to the Transit Authority, with the Board of Estimate leasing the system to the TA for a period of ten years. The Board of Transportation, meanwhile, was dissolved.[2][7][8][36][37] The new Transit Authority was modeled after the existing Port Authority of New York and New Jersey and Triborough Bridge and Tunnel Authority, the latter of which is also now part of the MTA.[7][8][38]


Headquarters

Main article: 370 Jay Street
Jay Street–MetroTech subway complex is adjacent to 370 Jay Street
, the former Board of Transportation Headquarters.

The Board of Transportation's final headquarters was located at

casement windows.[43][44][45][46]

The building was intended to serve as the central headquarters of the BOT. The building housed 2,500 employees from several divisions of the board including its executive, legal, and engineering staff. The remainder of the building not used by the BOT would be rented out.

Paramount Theatre in Downtown Brooklyn.[11][42][47][50]

Following the dissolution of the BOT, the building was used by the Transit Authority as its headquarters, and later used by the MTA with some space rented out to other organizations including the New York City Police Department.[39][40][48] In 1990, the Transit Authority moved its primary headquarters out of 370 Jay Street, to its current location on Livingston Street. Other MTA operations were moved to 2 Broadway (now the headquarters of MTA Bridges and Tunnels) in Manhattan in 1998.[39][43][48] In January 2006, the money train operations ended, after which the MTA largely vacated the site.[41][48][51][52] The building is currently being converted for use as part of the Brooklyn Campus of New York University.[39][44][48][53]

References

  1. ^ a b c d e f g h i j k l m n o Report including analysis of operations of the New York City transit system for five years, ended June 30, 1945. New York City: Board of Transportation of the City of New York. 1945.
  2. ^ a b c d e f g h i j k l m n o p "New York City Transit Facts & Figures: 1979" (PDF). La Guardia and Wagner Archives. Metropolitan Transportation Authority, New York City Transit Authority. 1979. Retrieved October 24, 2016.
  3. ^ "The State Senate And Rapid Transit" (PDF). The New York Times. April 29, 1874. Retrieved November 1, 2016.
  4. ^ "Board of Transportation : William Reid". WNYC (AM). September 3, 1948. Retrieved October 13, 2016.
  5. ^ "The Rapid Transit Act. 1891". New York State Legislature. 1891. Retrieved October 13, 2016.
  6. ^
    ISBN 978-0-82325-369-2
    .
  7. ^
    ISBN 978-0-8232-6190-1
    .
  8. ^
    ISBN 978-3-642-30484-2
    .
  9. ISBN 9780814719541
    .
  10. ^ "Mayor Explains His Plan:Gives Details of Proposal to Spend $600,000,000 for Transit" (PDF). The New York Times. August 28, 1922. Retrieved October 13, 2016.
  11. ^
    hdl:2027/mdp.39015023094926
    .
  12. ^
    ISBN 978-0-300-18257-6
    .
  13. ^ a b "Republicans Offer Transit Home Rule; City to Pick Board" (PDF). The New York Times. February 7, 1924. Retrieved October 13, 2016.
  14. ^ "Another Rapid Transit Bill" (PDF). The New York Times. February 20, 1924. Retrieved October 13, 2016.
  15. ^ a b "City Transit Bill Passed by Assembly; Senate Will Concur" (PDF). The New York Times. Albany, New York. April 11, 1924. Retrieved October 13, 2016.
  16. ^ a b "City Has $85,000,000 Available to Start Subway Work July 1" (PDF). The New York Times. April 13, 1924. Retrieved October 13, 2016.
  17. New York Times
    . December 10, 1924. p. 1.
  18. New York Times
    . March 14, 1925. p. 15.
  19. New York Times
    . September 10, 1932. p. 1.
  20. ^ Duffus, R.L. (September 22, 1929). "OUR GREAT SUBWAY NETWORK SPREADS WIDER; New Plans of Board of Transportation Involve the Building of More Than One Hundred Miles of Additional Rapid Transit Routes for New York". The New York Times. Retrieved August 19, 2015.
  21. ^ Board of Transportation of the City of New York Engineering Department, Proposed Additional Rapid Transit Lines And Proposed Vehicular Tunnel, dated August 23, 1929
  22. ^ Project for Expanded Rapid Transit Facilities, New York City Transit System, dated July 5, 1939
  23. New York Times
    . June 2, 1940. p. 1.
  24. New York Times
    . June 12, 1940. p. 27.
  25. ^ "New Subway Line on 6th Ave. Opens at Midnight Fete". The New York Times. December 15, 1940. p. 1. Retrieved October 7, 2011.
  26. ^
    Newspapers.com
    .
  27. ^ a b Linder, Bernard (February 2006). "Fulton Street Subway". New York Division Bulletin. 49 (2). Electric Railroader's Association: 2. Retrieved August 27, 2016.
  28. Newspapers.com
    .
  29. ^ Conklin, William R. (March 28, 1947). "City to Take Over Bus Line That Failed on 5-Cent Fare: Will Begin Operation on 27 Routes of the North Shore Company Tomorrow to Assure Uninterrupted Service" (PDF). The New York Times. Retrieved September 6, 2016.
  30. Newspapers.com
    .
  31. ^ "CITY TAKES OVER BUS LINE: O'Connor Selected to Operate North Shore System" (PDF). The New York Times. March 30, 1947. Retrieved March 27, 2016.
  32. ^ "120-Passenger Vehicles Added For Next Week: 10 City Lines Will Have All New Equipment by Wednesday". Fultonhistory.com. Long Island Star-Journal. December 31, 1948. p. 2. Retrieved January 9, 2016.
  33. ^ "Major Improvements Ordered in Zone D". Long Island Star-Journal. Fultonhistory.com. April 10, 1947. p. 2. Retrieved February 19, 2016.
  34. New York Times, Queens Bus Routes Taken Over by City
    , September 19, 1926, page 24
  35. ^ Crowell, Paul (September 24, 1948). "2 BUS COMPANIES OPERATING 6 LINES ARE BOUGHT BY CITY; Transportation Board Begins Operation at 12:01 A.M. Today on 7-Cent Fare" (PDF). The New York Times. p. 1. Retrieved March 27, 2016.
  36. ^ Egan, Leo (June 2, 1953). "Authority Leases City Transit Lines; Fare Rise In Sight" (PDF). The New York Times. pp. 1, 33. Retrieved October 14, 2016.
  37. ^ "Digest of Lease Agreement Between the City of New York and the Transit Authority" (PDF). The New York Times. June 2, 1953. Retrieved July 1, 2015.
  38. ISBN 978-0-19-983204-0
    . Retrieved October 14, 2016.
  39. ^ a b c d e "370 Jay Street". New York University. Archived from the original on November 1, 2014. Retrieved October 14, 2016.
  40. ^ a b c "A Preservationist's List of 35 Modern Landmarks-in-Waiting". The New York Times. November 17, 1996.
  41. ^ a b c Zimmerman, Alex (November 30, 2015). "Inside the Brooklyn Building that Held the Subway's Secrets". Atlas Obscura. Retrieved October 14, 2016.
  42. ^ a b c d e "City Board Rushes Move to New Site: Transportation Unit Receives U.S. Order to Vacate and Speeds to Brooklyn" (PDF). The New York Times. March 31, 1951. Retrieved October 14, 2016.
  43. ^ a b c d e f Spellen, Suzanne (January 16, 2013). "Building of the Day: 370 Jay Street". Brownstoner. Retrieved October 14, 2016.
  44. ^ a b c d Alberts, Hana R. (June 26, 2014). "How NYU Will Transform 'The Ugliest Building in Brooklyn'". Curbed New York. Retrieved October 14, 2016.
  45. ^ McEnery, Thorton (June 26, 2014). "NYU revamps its plan for old MTA HQ: In a bow to cost and environmental factors, the school has opted to restore rather than makeover the 500,000-square-foot property at 370 Jay St. on the edge of downtown Brooklyn. Work is expected to begin in 2015". Crain Communications. Retrieved October 14, 2016.
  46. ^ "'The Secret Life of 370 Jay Street' to be revealed in Downtown Brooklyn". Brooklyn Eagle. October 21, 2015. Retrieved October 14, 2016.
  47. ^ a b c d "Transit Board Now In Its New Building" (PDF). The New York Times. April 3, 1951. Retrieved October 14, 2016.
  48. ^ a b c d e "Saying Farewell to an Old Friend". Metropolitan Transportation Authority. April 26, 2012. Retrieved October 14, 2016.
  49. ^ Young, Michelle (February 12, 2016). "The MTA's Special Armored Money Train that Ran from 1951 to 2006 in NYC". Untapped cities. Retrieved October 14, 2016.
  50. ^ a b c d "New Home Ready for Transit Board" (PDF). The New York Times. March 25, 1951. Retrieved October 14, 2016.
  51. ^ Olshan, Jeremy (January 16, 2006). "END OF THE LINE: SECRET CASH TRAIN RETIRED". New York Post. Archived from the original on January 18, 2006. Retrieved October 14, 2016.
  52. ^ Chung, Jen (January 16, 2006). "Money Train Retires". Gothamist. Archived from the original on December 4, 2015. Retrieved October 14, 2016.
  53. ^ "Capital Budget". New York University.
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