180th Street in April 1940 for $1,800,000 and rehabilitated the line. The line was converted to accommodate IRT cars, and the 11,000 Volt AC power supply and the catenary were replaced by 600 Volt DC power supply via the third rails. Signals from the BMT Fulton Street Line were installed on the line. The Board of Transportation decided to rehabilitated twenty old surplus gate cars, numbered 1580–1587, 1589–1600, and 107, that were operating on the Third Avenue Elevated to use on the line. On March 19, 1941, a trailing point was built in from the existing White Plains Road Line to the former Track 3 of the NYW&B just north of the East 180th Street station, near the original IRT tower, and under the present Bronx River Parkway bridge. This granted access to the newly BOT-owned line for construction purposes, specifically re-electrification and signaling. The first train, an official train consisting of four cars with the Mayor and City officials, departed from East 180th Street at 11:21 AM on May 15, 1941. Trains on the line were shuttles, with a paper transfer to the IRT White Plains Road Line at East 180th Street. When the city began operating the line it was considered as part of the IND Division internally, with IND crews operating the line, because the city takeover of the IRT and BMT required that new lines be part of the city-operated IND system. The line was known as the IND Dyre Avenue–East 174th Street Line. However, to the riding public the line was advertised as an IRT line. Shuttle trains consisting of two cars operated on the line and there was no late night service when the line opened in 1941. The fares were collected in the stations during rush hours, and by conductors on the trains when ridership was light. The signs for stations on the Dyre Avenue Line used IND signs, with white letters on a green background. During its first year as a subway line, 637,148 riders used it. Plans for restoring the old line north into Westchester County failed. For a few years, the line retained the 11,000-volt catenary on the express tracks in case service to Westchester was resumed. After the Dyre Avenue line was opened using the outer tracks (tracks Y1 and Y2), and once it was certain that service to Westchester would not be revived, the superfluous trackage from NYW&B