Brooklyn–Manhattan Transit Corporation

[2] Like its predecessor it controlled subsidiaries which operated the great majority of the rapid transit and streetcar lines in Brooklyn with extensions into Queens and Manhattan.

In 1923, their president, Gerhard Melvin Dahl, published a document called "Transit Truths" to explain the issues the company faced.

In it he complained that the company had "met with the bitter, personal and unfair opposition of Mayor Hylan."

The late 1950s and early 1960s saw the biggest project of that era with the building of the Chrystie Street Connection, and the IND Sixth Avenue express tracks.

Both connections opened in November 1967 and created the largest re-routing of train services in the history of the NYCTA.

The BMT West End and Brighton Lines became served primarily by IND services as a result.

[8] From 1967, some IND Sixth Avenue trains called KK and later K, used the Chrystie Street Connection to the BMT Jamaica Line over the Williamsburg Bridge.

Unlike the Interborough Rapid Transit Company (IRT), the other private operator of subways in New York City, the BMT remained solvent throughout the Great Depression and showed a profit, albeit small in its last year, until the very end of its transit operations.

A 1914 map showing what was at the time the proposed expansion for the BRT. The only major differences from what was built is that a new 60th Street Tunnel was used rather than the Queensboro Bridge, the Manhattan-side Brooklyn Bridge connection was never built, and several lines ended up with fewer tracks than shown.
A 1914 map showing what was at the time the proposed expansion for the BRT. The only major differences from what was built is that a new 60th Street Tunnel was used rather than the Queensboro Bridge , the Manhattan-side Brooklyn Bridge connection was never built, and several lines ended up with fewer tracks than shown.
The Brooklyn streetcar network
The Coney Island station entrance