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BROOKLYN EASTERN DISTRICT TERMINAL,
EAST RIVER TERMINAL RAILROAD
& PALMER'S DOCK

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Equipment Rosters, Information, Ownership Histories and Photographs:

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Yes! That is BEDT #16's bell & whistle you are hearing. According to locomotive restoration resources, the whistle manufacturer & model is a Lukenheimer Pealess.

INDEX

The above is an author's rendering of the Frederick Havemeyer,
based on a line drawing of a Baldwin Locomotive Works "Steam Dummy" 0-4-0T by Joshua Moldover.
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While not completely accurate, it does gives the viewer a fairly decent representation of the style of locomotive
utilized by Palmer's Dock and the East River Terminal Railroad at the beginning of operations.

B.E.D.T. Steam Locomotive Movie

This clip is from the Gerald Sprague archives.
It is originally from 8mm, has no sound, and is only approximately 2 minutes long.

It is best viewed on Windows Media Player on "small" setting.

So make some popcorn (but you'll have to eat it fast)
Click on #10 above,
sit back & enjoy! 

Steam Locomotive Overview

   This chapter touches upon the various nuances of the the locomotives used by the BEDT. It will outline similarities and the basic histories of the designs. If you desire "in depth" information of all or any one locomotive, I recommend you visit the roster pages below as well as footnotes, where the technical details and specifications are listed.


   BEDT operated a fleet of compact but powerful Steam Locomotives known as "sidetankers" and "saddletankers". These locomotives were also known as "Drill Engines", "Docksiders", and in Europe, they are known as "Tank Engines"; (e.g: Thomas the Tank Engine). Over the period of its 113 year existence, Palmer's Dock, East River Terminal the Brooklyn Eastern District Terminal would come to own at sixteen steam locomotives, comprised of 0-4-0T and 0-6-0T side and saddletankers:

  Frederick Havemeyer, #2, #3, #4, #5, #6, #7, #8, #9, #10, #11, #12, #13, #14, #15, and #16

   All of BEDT's locomotives had the distinction of being able to operate without a tender (as all tank engines do); as regular steam locomotives hauled a tender behind the engine, which carried fuel (wood, coal or oil) and water for the locomotive. Since operating space on float barges and the tight radii (curves) of street trackage was at a premium, a small bunker on the rear of the locomotive carried fuel and a water tank on the sides of, or over the top of the boiler (like a horse saddle); hence the name "saddletank". Furthermore, as the locomotives were to remain within a short distance to the shop, they could be refueled more frequently, and therefore it was not necessary for the locomotive to carry a large supply of fuel and/or water.


   Lots of yard and shop locomotives for the larger railroads used this arrangement to much success. Due to this configuration, unlike conventional steam locomotives which required a engineer to run the locomotive and a fireman to feed fuel, the oil fired steam switchers used on the BEDT were equipped for one man operation.


   The earlier of these locomotives ("Frederick Havemeyer", and #2 through 7) that ran for Palmer's Dock, East River Terminal and then the Brooklyn Eastern District Terminal, as stated earlier; were equipped with dummy street car shells over the locomotive. Hence the name "Dummy Engines", "Street Dummies" or "Steam Dummies". This design was to prevent frightening of horses, as horses were supposedly comfortable with streetcars/trolleys but were easily frightened by steam locomotives. Go figure! Naturally as automobiles replaces horses, (and as cars aren't afraid of steam locomotives) the street dummies were no longer necessary.


   It is now known, by referencing the image of the East River Terminal / Brooklyn Eastern District Terminal that appeared in April 6, 1914 issue of "Greater New York". This was a weekly bulletin published by the Merchants Association of New York;  and this issue carried a nice article on the Brooklyn Terminal Railroads. In this image, a locomotive can be seen without the street car shell operating for the East River Terminal Railroad / Brooklyn Eastern District Terminal. Whether all the locomotives had their street car shells removed by this date, or only a select few retained their street car shells and likewise to what date, remains undetermined at this time. This image may be viewed in the East River Terminal chapter on the main website under the subchapter "ERT Property Photo".


   Also recently discovered; if one compares the Baldwin builder photo of BEDT #11 and then the picture directly below it; you will notice that in the builders photo, #11 has a short style open topped coal bunker. In the photo below, #11 has been modified to have a tall style closed top bunker to hold oil! Likewise, the picture of #8 shows her being scrapped as a coal burner in 1933. Yet the photo of #7 has a high style oil bunker at the same usage period (1933/1934). The photo of #9 as well shows a tall style oil bunker, yet was built prior to #10 and #11; of which #11 was already discussed being seen with both coal and oil.


   So, all things being considered, Baldwin built locomotives "Frederick Havemeyer", and 2 through 11 appear to have been originally built by Baldwin as coal fired; and at the least, numbers 6, 7, 9, 10 & 11 (with 8 being scrapped as a coal burner), were converted to oil by BEDT sometime after the turn of the century.


   H. K. Porter Boiler Record documents recently coming to light, show that H. K. Porter built numbers 12 and 13 (c/n 6368 and 6369) were built as coal fired for their first owner, the Brooklyn Navy Yard. As some point in their life, most likely (but unconfirmed) they were converted to oil when BEDT purchased them. Whether numbers 14, 15 and were built as coal fired and converted, or simply built as oil fired is unknown.


   The builders picture of #16 shows a tapered style coal bunker as well. Considering that Astoria Light, Heat & Power utilized coal for their gasification plants, it only seem logical the locomotives were fired by coal as well.

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Therefore, it is now unsafe to conclude ANY of the BEDT locomotives were built as oil fired
until further documentation surfaces and proves otherwise.

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    Those BEDT locomotives that were converted to oil used Bunker-C oil in their locomotives, and while this was generally considered a "heavy" type of fuel, (when compared to #2 fuel oil or diesel fuel). There was a sound reasoning for it's use; as the early tugboats of which the BEDT operated were also fired with Bunker-C. So it was naturally cost efficient to run all the equipment with one fuel. Apparently this was a major consideration even through the 1950's, when diesel locomotives were gaining popularity; as the BEDT, still ran their steam switchers fired with Bunker Oil. Once the newer tugboats equipped with diesel engines arrived, the diesel-electric locomotives weren't far behind, and eventually found their way to the BEDT in 1962.


   Until then however, the BEDT enjoyed the use of steam locomotives later than any other railroad in the Northeast (for everyday freight hauling), with steam locomotive operations officially concluding on October 25, 1963. Taking that into consideration when you learn that New York City essentially banned the use of steam locomotives in the city limits since 1928, one must wonder how BEDT kept steam operations for so long.

Needless to say, the BEDT was always very popular with railfans and photographers due to it's easy access and friendly atmosphere. Try that now! Imagine; taking pictures of steam locomotives all day, then "jumping" across the Williamsburg Bridge to get a salami on club and Dr. Browns black cherry soda at Katz's Delicatessen.   I also wonder, if BEDT had survived long enough to benefit from TOFC (Trailer on Flat Car) and COFC (Container on Flat Car) traffic, would the venture be known as BEDTIME? (Brooklyn Eastern District Terminal InterModal Exchange - get it? Hahaha!)  :o)    Seriously though, and mechanically speaking; the BEDT steam locomotives were extremely well maintained right up until the end. No spit & baling wire repairs or leaky, wheezy steam chests or cylinders on their equipment! Paint was never flaking or faded, nor were there broken windows in the cabs. The photo seen to right, taken by Dave Plowden in April 1961; shows repairs being made to the cab of #15 by an unidentified shop worker at Kent Avenue.   These engines appear to be efficient as well, because if you take note; there are practically no photos of the locomotives showing smoke, and that considering that we've all seen "modern" diesel switchers and road engines from Class 1 railroads with more emissions!

   Unfortunately, all Baldwin built sidetankers (the F. Havemeyer, and numbers 2 through 11) were scrapped by BEDT, with 10 & 11 being scrapped as late as 1962 and 1963.. However; the remaining five H. K. Porter built locomotives (numbers 12 through 16) were all saved and subsequently sold, and are currently in various states of restoration, storage and display, and one is even in operation!

Palmer's Dock / East River Terminal /
Brooklyn Eastern District Terminal
Steam Locomotive Roster
Specifications, Locations & Owner Information, Condition & Restoration Reports

I have yet to find ANY photographs of the Frederick Havemeyer, or #2 through 5 anywhere in either
Palmer's Dock, East River Terminal or Brooklyn Eastern District Terminal markings.
If you have a picture or image of the Frederick Havemeyer, or numbers 2, 3, 4 or 5
that you can share or any picture of ERT / BEDT locomotives,
I'll be pleased to place on this website with all due credit & provenance. Thank You!

Steam Locomotive Footnotes

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Numbering / Age

Baldwin built #8 was built before and is chronologically older that #7, even though it was assigned a higher road number.

H. K. Porter construction numbers and dates are out of sequence for #12, 13 and 14:
#12 and #13 were both built 3/1919 and are numbered 6368 and 6369 respectively.
#14 was built over a year later in 8/1920; yet has a lower construction number of 6260.
This data is accurate upon referencing H. K. Porter build records.

H. K. Porter built numbers 12, 13, 14, 15 are chronologically older the Baldwin built number 11.

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New vs. Pre-Owned Locomotive Purchases

Baldwin built locomotives, "Frederick C. Havemeyer" through number 11, were purchased new.

H. K. Porter built locomotives, numbers 12 through 16, were purchased pre-owned.

All locomotives were owned by the Havemeyer & Elder Co. Inc, (parent company) and were leased to the East River Terminal Railroad or Brooklyn Eastern District Terminal for exclusive operation.

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Fuel & Fuel Conversions

• The "Frederick C. Havemeyer", and numbers 2 through 11 were built as coal fired (bituminous).
  
•  #7, 9, 10 & 11 were converted to oil; (Bunker-C).

A copy of a H. K. Porter Boiler Records was recently sent to me by Robert Brendel. This document shows #12 and 13 were built as coal fired. This document now opens the proverbial can of worms, as to at what time or with which owner had #12 and #13 converted to oil. It also raises the suspicion that #14, 15 and 16 were converted to oil as well, with the same question: who did it and when?

I have also come across a document from George Hart dated 1967, that he understands that #14 was converted to oil from coal in 1935 or 1936. No other documentation exists regarding these conversions nor has any resemblance or remnants of an ash pan been seen on 14. However, the firebox bottom currently in place is of welded construction, and not cast steel like the surrounding flange or other fixtures under the locomotive. This firebox bottom is attached to the frame with a number of bolts around the perimeter of the firebox and appears to be removable.

The builders picture of #16 (as Astoria Light, Heat and Power #5) shows a tapered style coal bunker as well. Considering Astoria Light, Heat & Power utilized coal for their gasification plants, it only seem logical the locomotives were fired by coal as well.

Therefore is is now unsafe to conclude that #14, 15 and 16 were built as oil fired
until a Boiler Record surfaces for those locomotives as well.

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Cabs

• Baldwin built locomotives #6 through 9 and #11 were built with steel "European" style cabs with doors across the back,
  but #10 was built with an enclosed wood cab with doors on the side; which BEDT converted to a steel cab to match #11.
  

• H. K. Porter built #12 through 16 were built with enclosed steel cabs with doors on the sides of the cab.
  

• Baldwin built locos "Frederick Havemeyer" through #8 (according to Roy Linscotts' "Locomotive Notes") were built as Steam Dummy Engines. It is uncertain whether #9 was as well. #10 and #11 were built as conventional locomotives, as were all the H.K. Porter locomotives.
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Wheel Arrangements

• The "Frederick Havemeyer" and numbers 2 through #6, were of 0-4-0T wheel arrangement.
  
• #7 through 16 were of 0-6-0T wheel arrangement.

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Driver Diameters

Many published and internet documents state that H. K. Porter built locomotives #12 through 16 had 40" drivers.
The H.K. Porter catalog calls for 46" drivers for this model locomotive with this corresponding cylinder size, boiler pressure and traction effort combinations.

BEDT maintenance records for BEDT steam locomotives prior to 1963 show 46" diameter, but the BEDT steam locomotive sales prospectus dated 1963 has that 40" measurement.

Current measurements of #13, #14 and #16 show 44.5", 46" and 46" respectively.

It is concluded that 46" drivers are the correct size and that the locomotive specifications and information published since 1963 by various historians was unfortunately referenced & copied from that erroneous BEDT document and handed down through the years, and are incorrect since that 1963 document.

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Flanges

• Baldwin built 0-6-0T:  #6, 7, 8, 9, 10 & 11 had flanged center drivers.
  

• H. K. Porter built 0-6-0T:  #12, 13, 14, 15 & 16 had blind (non-flanged) center drivers.

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Switch De-icers

Thanks to the keen eyes of Paul Strubeck, there are what appears to be steam jets on the front of locomotives #12, 13 and 16. Images of #14 and #15 do not show this apparatus. These steam jet affairs appear to be plumbed into a steam line and were aimed at the rails just in front of the steam chest. Two photos of #16 in February 1961 show massive amounts of steam issuing out from under the locomotive. It is believed that these were used for deicing switch points with live steam. Further review of pictures in this websites archives, show that these steam jets were only installed for winter months, as pictures taken during summer months do not show these jets, and the pipe is capped off. Current inspection of #14 and #16, shows that #14 has two pipes in front of the steam chests, connected to a single pipe running along side the boiler to the fireman's side of the cab. The tee and fingers at the end of the down leaders at the steam chests have been removed and a petcock on each side is installed. #16 has one pipe in front of the steam chest on engineers side, but that is capped off without a tee and fingers.

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Couplers

BEDT used "eared" couplers on all their locomotives, both front and rear. These couplers has "extensions" cast onto the top and bottoms of the normal knuckle part of the coupler. (The knuckle was cast in one piece at one time and were available as a special part, not as a recast). The purpose of this was that in maneuvering up and down on the floatbridges, in where you would have a sharp horizontal angle change between the land and floatbridge or floatbridge and carfloat, the ears would provide more room for vertical movement of the car coupler (which was of normal style) in the locomotives coupler without becoming detached.

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Brakes

All BEDT steam locomotives used the "steam jam" brake method, and did not have air compressors mounted. In the case of the pre-owned H. K. Porters, which from all photographic accounts had air compressors mounted by their previous owners (NY Navy Yard, Mesta, etc. ), these air compressors were subsequently removed upon the locomotives arrival on the BEDT.

Steam jam brakes (steam piping to a cylinder and rigging which applied the brakes on the locomotive wheels only) was used for stopping the train. Once the freight cars were spotted in their respective location, the individual hand brakes on the freight cars were applied to prevent the car from moving. (See Memoirs for further information.)

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Footboards

Early images of the steam locomotives, show that they were equipped with a full width footboard; which ran from engineers side, under the coupler and to the firemans side.

However, later images of the locomotives, show the locomotives to be equipped with "split" footboards, meaning there was an open space under the coupler. The earliest images in my archives that showing split footboards on locomotives, is #11 in 1945, and #15 in 1946.

The locomotive photo archives on this website ,in some cases; exhibit significant gaps in the timelines of photos shown, e.g.: I have no photos of #14 between circa 1941 and 1956 or #16 between 1923 and 1950; so it is difficult to pin down exactly when BEDT undertook the initiative to modify the footboards to the "split" design.

Based on the photos of #11 and #15, the best we can approximate this modification taking place is circa 1945.

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Saddletank Repairs & Styles

As the saddletanks rotted out on some of the locomotives due to corrosion (after all, they were filled with water and exposed to salt air climate year round); BEDT would weld "skirts" on the bottom. More than skirts actually, BEDT actually "boxed" the bottoms of the saddletanks with steel plate and welded the seams together. Strangely, when the bottoms of the saddletanks were boxed, no front clean out plugs were reinstalled.

As far as can be told, only #15 and #16 received this square bottom modification. #15 apparently received this modification in an out of service period March 8 - May 31, 1962. #16 received this modification prior to that, sometime between June 1959 and September 1960.

#14 oddly received nothing more than expedient patches here and there as they were needed.

The sidetanks on 12 and 13, we know from photographs in the Dave Plowden / Railroad Magazine article of April 1961; were simply removed from the locomotive prior to a repair.

The saddletank styles on #10 & 11 however were completely changed from their original design, which were round as delivered from Baldwin. After a rebuild around the mid 1930's, both 10 & 11 received square saddletanks with slightly rounded edges. The cab on #10 was rebuilt at this time as well and details are mentioned above in cab styles. #10 & 11 wore these square saddletanks to their demise.

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#14 Temporary Pilot Replacement

In the John P. Gemeasky photo of 1936, #14 can be seen with an unusual wood pilot. This wood pilot is taller than the original cast steel (compare with space around shank & pocket which is different as well.)

Photos dated both before and after the 1936 Gemeasky photo, show the standard H. K. Porter cast steel pilot.

As best as can be discerned, apparently the original pilot suffered some damage and required removal. A temporary wood pilot with sheet steel end caps was installed. Poling pockets were bolted to this end cap by means of a bolt through the entire pilot beam.

The left image below shows the original H. K. Porter cast steel pilot, circa 1931. The right photo shows the temporary wood metal pilot in September 1936.

By a ca. 1941 photo, the pilot is back to original style, and it remained so throughout the rest of the locomotives service life and into display.

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#14 Lettering

Following the printing of several negatives, this author took note of a variant of lettering on the saddletank of BEDT locomotive #14.

From 1945 (the earliest image on this website of locomotive #14 with BEDT letter logo) until April 1956, the letters "B" "E" & "D" and "T" on the saddletank all had the triangle accent on the vertical leg of those letters.

From June / July 1957 through end on steam operations, the letters "E" and "D" do not have the triangle accent while the letters "B" and "T" did.

Please note: It is believed that the 1962 D. Keller photo is dated incorrectly, based on the fact this is the only "post 1957" photo showing the accents on the "E" & "D" on the firemans side, and the Reading  Railroad gondola has a freshly painted 2/1957 service date stenciled on the side.

Also: the lack of accents on the "E" & "D" applies only to the firemans side of the locomotive, as photos of the engineers side for all years, shows the letters having accents.

1945 - April 1956	June 1957 - October 1963

However minor this observation may be, it assists us in dating photographs that have no date recorded.

#14 appears to have undergone a shop servicing, which include a complete repaint. It can only be hypothesized that the accents were inadvertently omitted while the lettering was painted.

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#14 Firebox Explosion

This author has learned that BEDT #14 received a new boiler and firebox after an explosion in 1953, after having located this information in an old issue of Locomotive Notes; issue #94, October 1970, published by Roy Linscott, Jr. Prior to this revelation, I had found no references to this incident in any other subsequent historical publications or published sources relating to the BEDT and it's operations and locomotives.

Furthermore, I had previously come across several documents from the Elizabethport, NJ shops of the Central Railroad of New Jersey, regarding a new firebox being installed in 1954. This was located in papers sent to me courtesy of Kurt Bell of the Railroad Museum of Pennsylvania some time ago. I had previously read about the new firebox being installed, but did not know of the explosion. I wrongly assumed it was merely extensive maintenance that had been contracted out by the BEDT and not the result of an "accident".

As the rebuild is dated soon after the explosion, I have concluded that the CRRNJ shops were contracted by BEDT to do the repairs. What has not been ascertained through the documents is whether this explosion is the result of a firebox overheat due to low water and subsequent crown sheet failure or some other combination of events.
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According to Joe Roborecky, it has been alleged to him during his tenure, that at least one firebox explosion on a BEDT steamer was due to a low water condition with crown sheet failure. Joe unfortunately doesn't recall which locomotive this occurred on, so there could be a possibility that there was more than one firebox explosion.

Also, Tom Hendrickson located a newspaper article from the New York Time archives dated July 20, 1953 regarding this incident. Unfortunately, a locomotive number is not mentioned in this article. I have placed an image of the article with the CRRNJ Repair papers, which you can view through the link below.

Fortunately, Robert Brendel forwarded the following:

FORTY-THIRD ANNUAL REPORT OF THE DIRECTOR OF LOCOMOTIVE INSPECTION
for year ending 6/30/1954:
July 19, 1953
Locomotive 14,
Brooklyn, N.Y..
Crown sheet failure caused by overheating due to low water; gage cock nipples extended into dripper, obstructing clear view of gage cock discharge; one killed, seven injured." 

BEDT 14 Firebox Explosion Documents

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Locomotive Collision

   According to Tom Hendrickson, he recalls reading about a locomotive accident on the BEDT. He states in an email:

"Why was #11 scrapped in 1963? I vividly recall an accident that occurred around this time which I previously mentioned to you. It may have been in late 1962 or early 1963. It occurred during a workshift change about midnight. An article in the NY Daily News will have the title

"1 KILLED, 1 HURT IN RR ACCIDENT"

and will consist of about 4 paragraphs. I remember seeing and reading this article. I recall that my father told me that one of the steam locomotives was damaged so badly in this accident that it was decided to scrap it."

Tom and I have discussed this back and forth now for several emails, and as a result I have laboriously gone through my photo archives examining each locomotive picture and slide. I can determine that #11 was out of service from at least June 1959 (and possibly a few months earlier), as several dated slides and prints have turned up showing #11 sitting on the outdoor "garden track" along the south wall of the enginehouse from this date to February 1961. I have no images after this date, and pictures I thought of #11 being scrapped, were actually of #10. Considering the fact that Ron Ziel, Gerald Landau and a few other noted railfans were practically camped out at BEDT during this time, it strikes me as odd that there are no published or released photos known of this collision event.

So, there is a slim possibility that #10 might have been involved in this collision. One image taken by G. Votava in the Keller archives that is dated June 23, 1962, shows #10 sitting on the south enginehouse track in front of the water plug. So we know it was in service on this date, and there is no damage apparent in this rear left three quarter photo. In this same photo, there is a pile of scrap next to and behind the wood box car, which is most likely #11 being scrapped. 

We also know that #10 was scrapped in 1963 by different railfan / photographer accounts. The two photos that I have, which are dated 4/18/1963 and July 1963, and which I thought (erroneously) were of #11 getting scrapped; are actually of #10 being scrapped. Due to the advanced stages of the scrapping process in the two photos I own (saddletank, cab, back head are gone), it cannot be determined if there was any significant damage to the locomotive due to an accident.

There are one or two rays of hope in ascertaining more information about this incident:

1. Is locating the ICC Accident Report (if one exists, and it should), in a trip to the National Archives I am anticipating.

2. Is locating the Daily News article and narrowing down the date, and with any luck, the locomotive number.

H. K. Porter Catalog - Specification Page

   Below is a scan of the appropriate page from the H. K. Porter catalog applicable to BEDT locomotives 12 through 16.
There is a lot of very interesting data that has not been previously published, such as:

• radius of sharpest curve, advised;

• radius of sharpest curve, practical;

• haulage capacity on the level and various grades, with both extra good and average condition cars and track;

• lightest advisable rail usage.

 Authors note:
The weight shown is for a coal / wood burning locomotive.
As BEDT locomotives were oil fired; the oil preheaters, oil strainers, injectors, valves and related piping added an additional 2,000 pounds, to bring the total weight of locomotive to 128,000 pounds.

A Visitor to Kent Avenue!

   For several years, I had been troubled over the identification and purpose of a centercab switcher of B-B wheel arrangement and siderods on BEDT property, which is barely visible in four pictures that I acquired from the A. Jaeger collection. These photos are dated February 19, 1961:

(photos enlarged and cropped to show loco in question)

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   After having placed this dilemma on the back burner for a while; I once again took out my high power loupe and tried to identify this engine again. This time I enlisted the assistance of my good friend and Brooklyn terminal railroads cohort, Paul Strubeck. We argued over builders, but eventually discovered it was a Whitcomb locomotive. One of the pictures was at just the right angle to show the nose and the Whitcomb name on the front grill.

   Then inevitably, came more arguing: which model Whitcomb? With many thanks to North East Rails' Whitcomb pages and Jay Reed's "Critters' Dinkys and Centercabs", Paul and I determined this locomotive was either a 45DE27B or a 45DE28. After a little more debating, we settled on 45DE27B.

   Now for the next argument: who in the New York area would have had a Whitcomb loco? Was it an temporary Bush Terminal, New York Dock, or Bronx Terminal unit? A loaner or demonstrator? Or was it just passing through, being shipped from one place or another? (One thing was sure: it certainly was not a BEDT locomotive!) Then, after Paul Strubeck & I discussed it for about 15-20 minutes... It dawned on us... THE BROOKLYN NAVY YARD.

   A check of my Whitcomb builders records, showed several Whitcomb Brooklyn Navy Yard entries for both 45DE27B and 45DE28 units.

   These locomotives was part of multiple orders from the US Navy of Whitcomb 45DE27B units, with this unit going to Brooklyn Navy Yard, and the other units going to other Navy Yards around the US.

   The Whitcomb Builders Records sent to me by Allen Stanley show the locomotive going to the Brooklyn Navy Yard as:

   In late 2009, I commenced on rescanning my collection to place larger images on this website.

   When I got to the one of Alfred Jaeger photos of #16, I realized that the USN Whitcomb locomotive was in one of the photos, and even showed the side of the cab with lettering! This is the right most photo above.

   But, I know understand that the conclusion that Paul and I came to in regard to this locomotive being a 45DE27B could be wrong. Upon some scanning and enlarging on the cab seen in the last of the four photos above, yielded this result:

   The four images above are at different magifacation and resolutions, with the last two being the same except for constrast and notation.

   Now, I can definitely make out the USN 65-00. It appears that the bottom half of the 1 is missing, but by the spacing to the next digit, (a 6); it is in fact a 1, making the number 65-0016. The last number is where the question lies: To me it appears to be a 5 or possibly a 6, making the number 65-00165 or 65-00166.

   Either of these numbers make this locomotive a 45DE28. If that last number by chance is a 9, then it is a 45DE27B. Now, see that light square above the number? That is the original two digit number painted over. Since only the original order of 45DE28's received the two digit numbers 20, 21, 22; and subsequent locomotives received the 65-00xxx series seven digit numbers, 65-00169 (the 45DE27B) would not have had the original rwo digit number "painted over".

   Therefore, I feel we are looking at either locomotive #20 / 65-00165 or #21 / 65-00166 which are 45DE28. You draw your own conclusion and decide.

   Now, most of us know; the BEDT carfloated to and for the Brooklyn Navy Yard. The questions that now remains unanswered is; was this BNY Whitcomb at the Kent Avenue enginehouse for: (my thoughts in parenthesis)

   If any of you out there know the answer to these questions, please... shoot me an email!

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Diesel Locomotive Overview

American Locomotive Company - Model S1

   The Alco S1 model was introduced in April of 1940, and a production total in excess of 3,200 units were manufactured by March 1961. Partial success of this model was due to the fact that War Productions Board restrictions enacted for World War II, delegated different locomotive builders to construct different application locomotives to avoid duplication of effort and likewise avoid waste of valuable and rationed raw materials. ALCo was therefore assigned to construct switching locomotives, and Electro-Motive Division was assigned road engines.

   It should be noted that ALCo models S1 through S4 are very similar in appearance to one another. While I could go into great lengths describing the differences between these models, I feel that is best left to the already published references on ALCo locomotives and diesel spotter guides. It should be taken into consideration and remembered for future reference; all of BEDT's diesel locomotives were S1 models, even though it can be found intermittently that some photographs, slides and auction descriptions erroneously list them as S2.

Speed MPH	Tractive Effort	Time Limit	Grade - (compensated for curvature)
			Level	0.5%	1.0%	1.5%	2.0%	2.5%	3.0%
5.0	34,000	90 min.	-	2240	1290	888	667	526	429
7.5	24,700	Cont.	5200	1590	908	617	457	355	285
10.0	18,900	90 min.	3870	1188	669	448	326	248	194
15.0	12,900	Cont.	2460	765	420	272	189	136	100
20.0	9,800	Cont.	1700	540	289	179	118	78	51
25.0	7,800	Cont.	1210	392	203	119	71	40	-
30.0	6,350	Cont.	882	287	141	75	-	-	-
35.0	5,100	Cont.	601	197	87	-	-	-	-
40.0	4,100	Cont.	415	125	44	-	-	-	-

Based on Davis train resistance formulae for standard 4-axle cars with an average weight per car of 40 tons.

   BEDT diesel operations began with the purchase of an American Locomotive Co. / General Electric model S-1: ex-Union RR #453 in 1962. The S1 model was a popular locomotive for switching, and in some cases short haul road assignments.

   The BEDT would purchase three more ALCo / GE S1's from Missouri Pacific (New Orleans Lower Coast). These first four diesel locomotives would completely supplant the steam locomotives at the BEDT on October 25, 1963.

   The BEDT would then go on to purchase two more S1's from Erie Lackawanna to give the BEDT a total of six ALCo / GE S-1's, with #26 being acquired as late as 1973 and being the final locomotive acquisition for the BEDT. These six ALCo S1's would be the only model diesel-electric locomotive that was owned by the BEDT.

A GP at BEDT?

   According to Jose Feliciano; he specifically recalls seeing a non-ALCo high hood locomotive working at BEDT very briefly sometime in 1977 or 1978.  Jose has; through his expertise, identified this anomaly as either a GP7 or GP9 and possibly a GP18 (all have same carbody). The entire locomotive was painted a dull flat yellow or beige primer. There were no discernible markings or livery. He recalls it was not being there long.

   As he used to live at #60 North 8th Street on the third floor of a walk up apartment building that had a fantastic overall view of the BEDT operations on the north end of the property out of his window and Jose would watch BEDT operations for hours on end. He is absolutely certain of his recollection as the locomotive was significantly larger than the S1 locomotives working near it, and as it was a different color.

   Unfortunately, Joe Roborecky (retired BEDT engineer, 1968-1983) does not recall any non-S1 locomotives being utilized by BEDT other than NYD 44 Tonners throughout his tenure.  As we can understand, it is unlikely to confuse a GE 44 tonner with an EMD GP 7/9/18 due to the great difference in size and body style. However, there is always the slim possibility that Joe could have not been assigned to Kent Avenue operations or even on vacation during those few days when this unknown locomotive was tested.

   It goes without saying that Jose, Joe and myself (and I'm sure other BEDT fans as well) desire very much to know more about this situation. If any website reader / visitor can provide any further information whatsoever, please do not hesitate to contact me at bedt14@aol.com. Your submissions will of course be credited to you.

   Returning to the BEDT S1's, and as all S-1's were of same general builders construction specifications, the following table (which is incomplete) applies to all BEDT S-1 locomotives:

locomotive builder:	ALCo Schenectady Shops, NY
electrical components:	General Electric
wheel arrangement:	B-B
weight:	99 tons
length:	44' 6"
height:	14' 6"
width:	10' 2"
tractive effort (at 30% adhesion):	59,675 lbs
wheel diameter:	40"
prime mover:	Macintosh & Seymour 6-539 - 4 stroke
# of cylinders:	6
firing order:	1-3-5-6-4-2
idle rpm / max rpm	240 / 740
horsepower:	660
airbrakes:	14ET *
generator:	GT-552
traction motors:	GE 731
gear ratio:	75:16
max. speed:	60 m.p.h.
trucks:	ALCO "Blunt"
lubricant capacity:	80 gallons
coolant capacity:	220 gallons
fuel capacity:	635 gallons
fuel type:	diesel fuel
number produced:	540

* = One footnote however to these specs, is that BEDT discontinued use of the automatic (train) air brake controls in the cab, but the independent loco brakes were left intact and used for all braking. 

   

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B.E.D.T. Diesel Locomotive Roster
Click on number plates to view images of that locomotive.

B. E. D. T. #21
build #	build date	former owner(s)	acquired	disposition
74351	8/1947	Union RR #453 Duffy (RR Equipment dealer) Silcott (RR Equipment dealer) BEDT	new 1962 1962 1962 - 7/1983	NY Cross Harbor #21 acquired 3/1985 scrapped 7/2006
B. E. D. T. #22
75525	10/1947	New Orleans & Lower Coast #9013 Missouri Pacific #6604 Duffy (RR Equipment dealer) Silcott (RR Equipment dealer) BEDT	new 1961 1962 1962? 11/1962-7/29/1983	NY Cross Harbor #22 acquired 3/1985 scrapped 7/2006
B. E. D. T. #23
75526	10/1947	New Orleans & Lower Coast #9014 Missouri Pacific #6605 Duffy (RR Equipment dealer) Silcott (RR Equipment dealer) BEDT	new 1961 1962 1962 11/1962 - 7/29/83	Scrapped: 01/1986 by NY Cross Harbor
B. E. D. T. #24
75527	10/1947	New Orleans & Lower Coast #9015 Missouri Pacific #6606 Duffy (RR Equipment dealer) Silcott (RR Equipment dealer) BEDT	new 1961 1962 1962 11/1962 - 7/29/1983	acquired by  NY Cross Harbor for parts/resale scrapped 1986
B. E. D. T. #25
74962	10/1946	Erie #307 Erie Lackawanna #307 BEDT [a]	new 1959 1968 - 7/29/83	to NY Cross Harbor 8/1983. Saved for preservation & painted to NYC #8625 livery. On display at Riverside Park.
B. E. D. T. #26
77354	8/1947	Erie #313 Erie Lackawanna #313 Neosho Construction #460 American Electric Power (Muskingum) #313 Silcott (RR Equipment dealer) BEDT	new 1959 unknown unknown unknown 1973 - 7/29/83	acquired by  NY Cross Harbor for parts/resale scrapped 1986

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^[a] = see Equipment Footnotes, Bicentennial Celebration

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    As of July 13, 2006, it saddens me to learn that BEDT #21 and #22 have fallen victim to the oxy-acetylene flame sometime earlier this week. Only BEDT #25 has been saved from the scrappers torch, and has been "restored", albeit to New York Central markings (which it never was) and is to be displayed in Riverside Park. I find it ironic, that the steam locomotives the diesels replaced, outlasted the diesels themselves.

   

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Diesel Locomotive Footnotes

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Air Brakes "Train Line"

   Like the steam locomotives before them, BEDT would not use "train line" air brakes on the diesel locomotives for stopping the train. With the diesels, air powered locomotive brakes were the sole method of stopping.

   However, examination of photographs of the diesel locomotives revealed that after 1979, air brake hoses can be seen on locomotives #22 and #25.

   It is believed, that after the merger of New York Dock and Brooklyn Eastern District Terminal in 1978, that to use a BEDT locomotive at Bush Terminal (or Fulton or Atlantic Terminals if needed), air brakes were needed as New York Dock used the "train line" or "automatic" air brake set ups on their locomotives.

   Therefore it is believed, by the air lines as seen in the photographs, that #22 and #25 were re-equipped with air brakes to be compatible with operations at Bush Terminal. None of the other BEDT locomotives appear to have been refitted with train line air brakes, and #21 was refitted with automatic train line air brakes after being absorbed by the New York Cross Harbor RR.

 (See Memoirs for diesel locomotive brake methods.)

.

.

Footboards & End Plates

   Pursuant to enactment of FRA regulation 49 CFR Part 231.30 - Locomotives used in switching service.

   Subsection D: End footboards and pilot steps;

   (1) Except for steam locomotives equipped as provided in 231.16, locomotives used in switching service built after March 31, 1975, may not be equipped with end footboards or pilot steps.

   (2) Except for steam locomotives equipped as provided in 231.16, locomotives used in switching service built before April 1, 1975, may not be equipped with end footboards or pilot steps after September 30, 1978. Whenever end footboards or pilot steps are removed from a locomotive, the uncoupling mechanism and horizontal end handholds of the locomotive must be modified to comply with paragraphs (f) and (g) of this section.

   As such, the front and rear pilot footboards (where a brakeman could stand while the locomotive was switching cars) were removed from diesel locomotives operating in the United States. Likewise, all locomotives in use at the BEDT had their footboards removed to comply with this regulation.

   Also, according to FRA regulation 49 CFR 229.123; after January 1, 1981, each lead locomotive shall be equipped with an end plate that extends across both rails, a pilot, or a snowplow. The minimum clearance above the rail of the pilot, snowplow or end plate shall be 3 inches, and the maximum clearance 6 inches. However, it should be noted that BEDT locomotives show this endplate was installed before the enactment.

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footboards mounted  pre-1978	footboards removed endplate installed post -1978

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.

Bell Mounting Locations.

   Bell mounting locations varied between two groups of BEDT diesel locomotives locomotives. Locomotive numbers 21, 22, 23 and 24 had their bells mounted under the frame in front of the battery box (engineers side).


   However, locomotive numbers 25 and 26 had their bells mounted on the top of the hood, in front of the cab by the firemans upper middle window. This bell location was the standard location for bells on Erie / Erie Lackawanna ALCo locomotives, (which is where locomotives #25 and #26 originally came from).

.

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Variants and Differences between BEDT diesel locomotives: Paint Schemes, etc

   While to the average viewer the BEDT diesel locomotives appear alike, there were actually many subtle differences in appearance and paint schemes between the six locomotives. There were four basic but distinctly different paint schemes for the locomotives that were owned by the BEDT . Making matters complicated, was the fact that there were variants to the schemes as well.


   Not all the locomotives however, wore each and every version of the paint schemes (i.e: only #21 wore the Dark Blue / Pale Yellow, #24 would not wear a white frame or hood stripe even though it would carry white letters and only #25 wore the Red Bicentennial Sash).


   Also to be taken into consideration, were the various changes that took place to the appearances of the locomotives to reflect FRA regulations and safety equipment.


   So, to better display these differences, I have created a webpage illustrating and outlining these variants between the diesel locomotives. This chart may be of great use to the casual observer, as it will most likely prove to be beneficial to those trying to date an undated image. This webpage will perhaps be even more of assistance to the "rivet counter" modeller who wants a particular model to be "spot on" accurate for a particular time frame! This variation list with illustrations can be viewed here:

Illustrated Guide to BEDT Diesel Locomotive Variants

.

   The lists on this page is by no means complete or finalized. Please feel free to submit your observations to me by email: bedt14@aol.com

   In regards to the diesel locomotives, all but one of the BEDT ALCo diesels have been scrapped. Numbers 23, 24 and 26 were purchased by the New York Cross Harbor Railroad for parts "donors" to keep 21, 22 and 25 running. Throughout the years, 23, 24 & 26 would meet their fate and would be scrapped, when no more viable parts were left.


   Numbers 21 and 22 would continue to serve in the employ of the New York Cross Harbor Railroad, which operated on the former Bush Terminal property. They would eventually be taken out of service and stored, with 25 remaining the sole "BEDT" locomotive in operation. Not too long after, number 25 would also be taken out of service, and replaced with newer model switchers.


   Eventually the end came for numbers 21 & 22, as after many years of storage, they were scrapped in the Greenville, NJ yards in July 2006, along with other obsolete (their view, not the authors!) New York Cross Harbor locomotives.


   A lucky BEDT historian (ahem...) was fortunate enough to find four (and only four, no others were seen) of #21's engine doors in a pile of scrap metal in New Jersey, and rescued them:

July 2006 - Greenville, NJ
.

.

   One of the doors, still has traces of the letter "B" under a coat of blue paint. It is the announced intention of this historian to repaint and reletter each door "B" "E" "D" "T". When this occurs, it will be the last remaining link to BEDT diesels.

.

.

The Sole Surviving BEDT Diesel

    Number 25 however, would be "secretly" moved into the Cross Harbors' enginehouse, stripped, restored and repainted into a New York Central scheme. Luckily, the same historian who rescued #21's engine doors, went to visit the old Bush Terminal properties and enginehouse, when I (oops sorry... he) knocked and someone came to the door and invited him in. What should present itself, but none other than #25 stripped to bare metal! After asking for permission to photograph, which was granted, this author "went to town". The people restoring #25 were volunteers and that is how this author learned #25 was heading to Riverside Park, in NYC livery. Pictures of #25 stripped and in the NYCH enginehouse can be seen on #25 page.


   According to a New York Times article "A Chugger Floats to Stardom as a Park's Centerpiece"; it was purchased for scrap price by the developer for the park, then donated to the City of New York, who has the intent to display the locomotive in Riverside Park South, Manhattan. Being that Riverside Park South is ex-New York Central territory, it is apparent that someone thought of having a "New York Central" locomotive was fitting. Anyhow, this event took place in August 2006.


   And thus ends the story of the Brooklyn Eastern District Terminal as an operation, but not as a memory. Its history lives on in the thousands of photographs that countless railfans took of the Brooklyn Eastern District Terminal. Its history is also memorialized in it s steam locomotives, which have been preserved with the intent of keeping them "B. E. D. T." (That is, all but #15 who is now operating as Thomas the Tank Engine for Strasburg Railroad, in Pennsylvania) and all but one of the diesel locomotives are gone, and unfortunately; that sole survivor eludes her true heritage from Brooklyn.

.

"Roster On A Barge" - ca. September 1983
(combined locomotives of Brooklyn Eastern District Terminal and New York Dock)
unknown photographer
A. Miller collection

   

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Marine Equipment Overview

.

Carfloats

  The Brooklyn Eastern District Terminal used many carfloats to receive and dispatch rail traffic. These carfloats are essentially flat barges with two or three tracks along the top. These barges would then be loaded with rail cars and floated across New York Harbor to BEDT. The early carfloats were wood hulled, and starting around 1905 they were constructed of steel plate. The carfloats ranged in length from 290 to 324 feet, with capacities from 12 to 22 cars.


   Several of the carfloats once owned by BEDT, are the "Station" or "Platform" type. A "Platform" or "Station" type carfloat is a carfloat with a platform equal in height to the floors on the boxcars (like a railway platform), which ran down the center (lengthwise) of the carfloat. This raised platform eliminated the middle track on the carfloat, and while it lowered the car capacity of the carfloat, it enabled the carfloat to be moored to any pier and enabled companies to directly load or unload freight while the freight car still on the  carfloat. The illustration below shows the three basic types of carfloats utilized by the Brooklyn Eastern District Terminal.

   In the later years, one BEDT carfloat would be reconfigured as a "centerpipe" type. This "centerpipe" carfloat was converted from platform / station carfloat #26 in the mid to late 1960's, to transport and unload covered hoppers for H. & M. Schaefer Brewery, when the Lehigh Valley ceased service to that firm.


   This centerpipe carfloat was similar in track layout design to a platform float, with two tracks on either side of a pipe mounted waist high, down the long axis of the float. This arrangement allow products (yeast, barley, hops) in covered hoppers to be drawn off the cars while still on the carfloat, and eliminated the need to unload those freight cars at their destination.


   Essentially, the "Center Pipe" carfloat was a floating wharf, and eliminated the need for building a float bridge and team tracks on land at the Schaefer facility, and was a cost effective method of delivery. I have a drawing of a Center Pipe Carfloat, which can be viewed here:

Schafer Brewery "Center Pipe" carfloat

   Going back further in time, the Department of Commerce publication "Ports of the United States", 1916; states that the Brooklyn Eastern District Terminal also owned 12 lighters in addition to 13 car floats. No other known documentation about these lighters exists, but the Public Service Commission Report, also of 1916; lists the equipment at 19 barges, canal boats and carfloats.

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Tugboats

    These carfloats, were moved to and from the terminals by a small fleet of tugboats. These tugboats varied in power in the later years, and ranged in horsepower from 350-1300, averaged 95' in length and about 190 gross tons. The early tugboats were of wood hull construction, but later tugboats would eventually be built with steel hulls.


   The Brooklyn Eastern District Terminal owned many tugboats during their existence and appear to have had at least two in service at any one time. In 1916, the Public Service Commission Report states the BEDT had 5 tugs. Having such a decent pool of tugboats throughout it's history, turned out to be to the advantage of the BEDT, as on September 30, 1920; the dredge "Raritan" (belonging to the United States) collided with the steam tug Integrity in New York Harbor. Damage to the Integrity was (in 1920 dollars) $26,114.57. with a lawsuit following the collision with the BEDT seeking demurrage. [BEDT V. US #39, 287 U.S. 170; Oct, 21, Nov 14 1932). A copy of the pertinent parts of the lawsuit is listed in Memoirs below.


   The tugboats were steam powered at the turn of the century and fired by coal. Then newer steam powered tugboats fired by bunker fuel were purchased about mid 1910's through the 1940's. Eventually diesel-electric power designs replaced those tugs in the late 1950's which precipitated the BEDT to switch from steam locomotives to diesel.


   While almost all of the tugboats prior to the 1970's were registered to the Brooklyn, NY port, and directly to the Havemeyer & Elder firm. However, the vessels "Petro Arrow" and "Petro Flame" had Philadelphia, PA port of registry. At this time, it is unknown to whom these vessels were registered to in Philadelphia, but perhaps it is one of the petroleum or tobacco companies that became involved in the ownership of the BEDT during the 1970's.


    The tugboats names and specifications, along with photographs are listed in the "Tugboat Roster", and can be viewed through the link in the chapter below.

   

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 ..
Palmer's Dock & Brooklyn Eastern District Terminal
Tugboat Roster
(Click on the tugstack below to see tugboat pictures)

date built (BEDT service  dates)	builder / location	official number/ hull number	length	beam	draft	hp	gross tonnage	net tonnage	former owner "vessel name"	power	notes
"Charles H. Senff"
1882	Brooklyn, NY	120003 26003	91.4'	22'	11'	357	147	100		coal / steam	wood hull; overhauled 10/26/1906
to the "Mary T. Tracy" of Tracy Towing Line, Philadelphia, PA
"Lowell M. Palmer" "Intrepid" (1st)
1887	Beafy & Levy Philadelphia, PA	140893	91'	22.5'	10'	350	119	59		coal / steam
hull: wood;   engine: compound;   cyl: 20" & 24";   stroke: 26";   boiler: leg type, 9' dia x 14.6', 145 h.p.;   working pressure: 125 p.s.i.
"Henry U. Palmer" "Integrity" (1st)
1891	Philadelphia, PA	96130	90.8'	22'	10.2'	350	137	68		coal / steam
"Industry" (1st)
1906	Staten Island Shipbuilding, Port Richmond, NY	203782	87'	24'	12'	637	163	111		steam
hull: steel;   engine: compound;   cyl: 18" x 38";   stroke: 26";   boiler: single ended scotch, 13.6' dia x 10.6', 145 h.p.;   working pressure: 150 p.s.i.
"Invincible"
1913 - 1956>	Skinner Shipbuilding, Baltimore, MD	211825	95.1'	26.3'	12.1'	850	231	135		steam
hull: steel;   engine: compound;   cyl: 19" x 40";   stroke: 28";   boiler: single ended scotch, 15.3' dia x 12.6', 180 h.p.;   working pressure: 165 p.s.i.
"Industry" (2nd) "Invader"
1918 - 1960>	Green Bay, WI	217301	95.5'	24'	13'	500	192	100	US Shipping Board "Chocheco"	bunker oil / steam	500 ihp 2cyl compound sank, East River 1947; raised
"Integrity" (2nd)
1918 - 1962>	Green Bay, WI	217302	95.5'	24'	13'	500	192	100	US Shipping Board "Cockamong"	bunker oil / steam	500 ihp 2cyl compound
"Integrity" (3rd)
1930 (1964 - 1970)	Pusey & Jones Wilmington, DE	230267					195		Erie "Cleveland"	I-R diesel / electric
"Intrepid" (2nd)
1930 (1962 - ?)	Pusey & Jones Wilmington, DE	230416					195		Erie "Scranton"	I-R diesel / electric
"Olean"
1930									Erie	I-R diesel / electric	did not enter service - cannabalized for parts
				"Petro Arrow"				[1972-1977 (78?) ]
				"Williamsburgh"				[1978-1979]
				"Brooklyn III"				[1979-1983]
this vessel not to be confused with the N.Y. Dock "Brooklyn III"; (see author's note below)
1953 (1972 -1983)	Jakobsen Shipyard Oyster Bay, LI, NY	266145 / 344				1590			NYNH&H: "Cordelia" NYNH&H: "Transfer #23" Penn Central: "Transfer #23"	Cleveland diesel / electric	(sold / scrapped 1996)
Petro Arrow port of registry: Philadelphia, PA. Unknown at this time why this is, or to whom registered. Please refer to  Equipment Footnotes for bicentennial paint scheme.
				"Petro Flame"				[1972 - ? ]
				"Greenpoint"				[ ? - ca. 1978]
				"New Jersey"				[1979 - 1983]
1953 (1972 -1983)	Jakobsen Shipyard Oyster Bay, LI, NY	265688 / 345				1590			NYNH&H: "Bumblebee" NYNH&H: "Transfer #24" Penn Central: "Transfer #24"	Cleveland diesel / electric	(became Cross Harbor I) sold: Eastern Towboat for sale: 2005 sold: 2007 to Rhode Island Yacht Club as moored breakwater, sunk
Petro Flame port of registry: Philadelphia, PA. Unknown at this time why this is, or to whom registered. Please refer to  Equipment Footnotes for bicentennial paint scheme.

Authors note:
There is a lot of confusion regarding the NYD & BEDT tugboats named "Brooklyn III":

   The Thomas Flagg and Jay Bendersky books use a numbering method: "Brooklyn III (1) and Brooklyn III (2),
but this could lead one to believe that the New York Dock had two separate tugs named Brooklyn III throughout their history; and the BEDT had two separate tugs named Brooklyn III throughout their history; for a total of four vessels; and this is not the case. Therefore, in my opinion; by calling them the Brooklyn III (1) and Brooklyn III (2) confuses matters.



   As BEDT and NYD theoretically remained separate entities with separate logos, I feel it is simpler to regard and refer to each vessel as to the owner, i.e.: the "NYD Brooklyn III" and the "BEDT Brooklyn III".

Simply put and in chronologic order (oldest name first):

the NYD "Brooklyn III" was the:			...||...	the BEDT "Brooklyn III" was the:
ex-Erie	"Marion"		...||...	ex-NYNH&H*	"Cordelia"
ex-Crescent Towing	"Marion Smith"		...||...	ex-NYNH&H*	"Transfer No. 23"
acquired by NYD and named	"Brooklyn III"	1978	...||...	former BEDT	"Petro Arrow"
renamed by NYD	"New York"	1979(?)	...||...	former BEDT	"Williamsburgh"
			...||...	renamed by BEDT to	"Brooklyn III"	May 1979
.			...||...
did not have canopy on deck aft of wheelhouse, did not have any logo/herald on stack			...||... ...||...	had canopy on deck aft of wheelhouse, had BEDT Marine (tapered red & white flag) herald on stack
				*NYNH&H = New York, New Haven & Hartford RR

Please do not misunderstand me, I am quite appreciative of all the research work previous historians have accomplished. It took me several readings to get the history straight.
I felt it would be simpler to list as I have done above, and others agree.

I am always seeking detailed technical specifications and build info for all BEDT Tugs not already listed -
If you have or know where it can be obtained, please contact me at
BEDT14@aol.com

click here:

   

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Palmer's Dock & Brooklyn Eastern District Terminal
Carfloat Roster

number	configuration	official and/or construction #	shipyard	hull laid	launched	delivered	info	notes	ref.
#1				ca. 1900-1917			wood hull, 230'
#2		162867	Noank, CT	1906			wood hull, 276-278' gr. tonnage: 853		[1]
#3				ca. 1891-1897			wood hull, 221-225'
#4				ca. 1891-1897			wood hull, 221-225'
#5		164065 / 101	NY Shipbuilding Camden, NJ	2 Mar 1910	20 Apr 1910	25 Apr 1910	steel hull, 256-258' gr. tonnage: 792		[1] [5]
#6		165480	NY Shipbuilding Camden, NJ	17 July 1913	13 Sep 1913	19 Sep 1913	steel hull, 256-258' gr. tonnage: 825		[1] [5]
#7		165041 / 133	NY Shipbuilding Camden, NJ	3 Jul 1912	30 Sep 1912	5 Oct 1912	steel hull, 256-258' gr. tonnage: 873		[1] [5]
#8				ca. 1891-1897			wood hull, 221-225'
#9		162858	Noank, CT	1906			wood hull, 276-278' gr. tonnage: 853		[1]
#10				ca. 1891-1897			wood hull, 221-225'
#11				ca. 1900-1917			wood hull, 230'
#12				ca. 1900-1917			wood hull, 230'
#13		146	NY Shipbuilding Camden, NJ	29 July 1913	04 Sep  1913	28 Sep  1913	steel hull		[5]
#14	three track interchange	164873 / 128	NY Shipbuilding Camden, NJ	1 Feb 1912	26 Mar 1912	3 Apr 1912	steel hull gr. tonnage: 807		[1] [5]
#15		166793	Brooklyn, NY	1890			wood hull, 253' gr. tonnage: 484		[1]
#16		166978	Brooklyn, NY	1890			wood hull, 253' gr. tonnage: 425'		[1]
#17		268	NY Shipbuilding Camden, NJ	6 Apr 1922	24 May 1922	27 May 1922	steel hull
#18	three track interchange	269	NY Shipbuilding Camden, NJ	4 May 1922	31 Jul 1922	3 Aug 1922	steel hull	in service  as of 11/1964	[2]
#19		275	NY Shipbuilding Camden, NJ	19 Oct 1922	14 Dec 1922	19 Dec 1922	steel hull	in service  as of 11/1964	[2]
#20	three track interchange	276	NY Shipbuilding Camden, NJ	21 Nov 1922	4 Jan 1923	4 Jan 1923	steel hull	in service  as of 11/1964	[2]
#21	three track interchange	277	NY Shipbuilding Camden, NJ	20 Dec 1922	1 Feb 1923	12 Feb 1923	steel hull	in service  as of 11/1964	[2]
#22	three track interchange	370	NY Shipbuilding Camden, NJ	17 Mar 1927	16 May 1927	21 May 1927	steel hull	in service  as of 11/1964	[2]
#23	three track interchange						steel hull	in service  as of 11/1964	[2]
#24	three track interchange						steel hull	in service  as of 11/1964	[2]
#25	platform						steel hull "bicentennial float"	in service  as of 11/1964	[2] [4]
#26	platform / center pipe						steel hull Schaefer Brewery float	in service  as of 11/1964	[2] [3]
notes: this platform carfloat was converted post 1972 to a center pipe arrangement for use at the Schaefer Brewery. (reference photo in marine paragraph on Bush Terminal webpage) Carfloat Footnotes

^[1] = ascertained from Merchant Sailing Vessels of the United States, 1920
^[2] = as listed on Daily Report of Towing, for Intrepid, November 28, 1964
^[3] = converted from a two track station carfloat
^[4] = please refer to Equipment Footnotes, Bicentennial Celebration
^[5] = ascertained  from New York Shipbuilding Historical Site 

   

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Non-Revenue & Miscellaneous Equipment Roster & Photos

   You will notice the unusual equipment at the top of the following list. These items (including the horse) are listed on a 1927 ICC valuation report.


   With the exception of the N5 Type caboose which is currently painted blue and located at the Bush Terminal Yard of NYNJ Rail Corp in Brooklyn; it is understood than no other pieces of equipment survive.

car #	description	service dates
	horse (the hay eating kind!)
	work equipment, floating stage,	built 1916
	work equipment, floating pontoon,	built 1916
	Ford truck, 1 ton,	built 1918
	Ford touring car,	built 1919
	dump cart, 2 wheel, dump body, 2 cu yd cap.	ca. 1927
	truck mounted crane(s)	1950's-1980's
X6	tank car	ca. 1930's - ?
X7	tank car	ca. 1940's
X11	tank car	ca. 1964 - 1983?
X12	tank car	ca. 1950's - ?
X11	derrick car	ca. 1970's - 1973?
X14	idler / reach Car	ca. 1963 - ca. 1965
	wood boxcar (tool car)	ca. 1960's
	bicentennial boxcar	1976 - 1997
	N5 type caboose	ca.1950's - 1983

   

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Miscellaneous Equipment Footnotes

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Bicentennial Celebration

   In preparation for Operation Sail, and for the celebration of the 200th Anniversary of the United States, BEDT diesel locomotive #25, the tugboats Petro Flame and Petro Arrow, Carfloat #25, along with the steel boxcar (of undetermined origin), would be painted red, white & blue in 1976.

   BEDT #25 would wear her Bicentennial scheme until about 1984, when it was repainted by it's new owners, the New York Cross Harbor Railroad. The tugboats, would wear their Bicentennial dress through their transition into the names "Greenpoint" and "Williamsburgh", and until circa 1978, when both vessels would be repainted and renamed "New Jersey" and "Brooklyn III", which is the time when New York Dock purchased the BEDT equipment & properties.

   The BEDT Bicentennial boxcar retained it's red, white & blue scheme until it presumably scrapped in 2001, as it simply ceased to exist after standing the Greenville, NJ yards for several years.

   As for Carfloat #25, it's disposition in unknown. To the best of our knowledge, the New York Cross Harbor Railroad did not operate Carfloat #25 or any other of BEDT's station carfloats.

   

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STEAM LOCOMOTIVES OWNED BY COMPANIES PRIOR TO
THE BROOKLYN EASTERN DISTRICT TERMINAL

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   While this BEDT website entails the detailed history of these steam locomotives after their procurement by BEDT, and while technically two of these companies are not of the New York City area, I still find myself interested in their operations prior to BEDT ownership.

   In the end, I felt and photos taken during their prior employment would be better displayed here than on my Industrial Locomotives of Brooklyn, Queens, Staten Island & the Bronx website where this chapter was originally located, so I have transferred them to this location.

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I am actively seeking and naturally I will pay a rather handsome finders fee for photographs pertaining to these locomotives in either their builders photos or photos in pre-BEDT livery. I am also seeking all information on procurement dates, and subsequent dates of sale. If you have such photos or information, please contact me at:

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      As all of the H. K. Porter locomotives owned by the Brooklyn Eastern District Terminal would be purchased pre-owned, most of them had one previous owner, except for #16 which had two prior owners before coming to the BEDT. Here is a brief synopsis of those locomotives and their prior owners:

US Navy Fleet Supply Base - South Brooklyn Section - #3 H. K. Porter #6368, 0-6-0T, built March 1919 (BEDT #12)

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US Navy Fleet Supply Base - South Brooklyn Section - #4 H. K. Porter #6369, 0-6-0T, built March 1919 (BEDT #13)

   

   The US Navy Fleet Supply Base - South Brooklyn Section, purchased two of the BEDT locomotives new from H. K. Porter. These two locomotives were actually part of a four unit order of identical locomotives for the Fleet Supply Base located along Second Avenue between 29th and 33rd Streets in Brooklyn. The two that where sold to the BEDT are #3 and #4, and the disposition of #1 and #2 are unknown.

H. K. Porter builders photo: New York Navy Yard #3
SMU / DeGolyer Library

   As a footnote, I will also accept photos of the sister locomotives #1 and #2 as there were part of the same order and identical, and I am interested in learning the disposition of #1 and #2.

   An in depth history of the US Navy Fleet Supply Base - South Brooklyn Section and New York Navy Yard; can be viewed on my other website:

Military Locomotives & Railroads of the New York Metropolitan Area

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Mesta Machine Works - #4 H. K. Porter #5966, 0-6-0T, built March 1917 (BEDT 15)

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Mesta Machine Works - #5 H. K. Porter #6260, 0-6-0T, built August 1920 (BEDT #14)

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   This firm was located in West Homestead, PA. It was a very prominent forging, casting and machining facility, with a capacity to cast and machine very large components. Matter of fact, Mesta was so well respected (it had forged a great deal of military armament for WWII), that when Nikita Krushchev (the Soviet Premier) came to the United States in 1959, he insisted on three destinations: Disneyland, Mesta Machine and meeting John Wayne!

   Pertaining to my interests, Mesta Machine Co. would employ the use of several locomotives over it's history, and had the distinction of owning two locomotives of which would eventually operate for the Brooklyn Eastern District Terminal. As I could find no other references or rosters for the Mesta Machine Company, I have complied one here.

loco #	builder	c/n	built	wheel arr.	model	gauge	cyl	d.d.	disposition
2	Baldwin	28460	6/1906	0-4-0T		std.	16" x 24"	44"
4	H. K. Porter	5966	3/1917	0-6-0T		std.	[1]	[1]	to BEDT #15
5	H. K. Porter	6260	8/1920	0-6-0T		std.	[1]	[1]	to BEDT #14, 2/1935
6	H. K. Porter	7203	4/1931	0-6-0F		std.	30" x 24"		scrapped
7	H. K. Porter	7261	12/1937	0-6-0F		std.	30" x 24"		scrapped
	Whitcomb	12664	8/1928	B	8T CTU	36"
	Whitcomb	60300	7/1943	B-B	65DE17A	std.			to Allegheny Ludlum Steel, #12; Brackenridge, PA

^[1] = see above BEDT chapters for specifications of these locomotives

   As for the two locomotives that were destined to work on the BEDT, Mesta Machine Works had ordered these new from H. K. Porter. The first locomotive, H. K. Porter c/n 5966, was built March 1917. This locomotive would become Mesta Machine Co. #4; and the second locomotive:  H. K. Porter c/n 6260, was built August 1920 and would become Mesta Machine Co. #5.

   After serving for Mesta Machine Company for many years (15 plus years), the locomotives would be sold. As far as can be discerned, on an as yet undiscovered date; the Brooklyn Eastern District Terminal purchased Mesta #4 outright as no records of a broker have surfaced to date. This locomotive became BEDT #15 .

   The sale of Mesta #5 however, would be brokered through Birmingham Rail & Loco, of Alabama; and purchased by the Brooklyn Eastern District Terminal in February 1935 and this locomotive would become BEDT #14. There is a very strong likelihood this locomotive was purchased first and prior to M. M. Co. #4 (BEDT #15). 

   After many years of searching for photos of the Mesta locomotives without success, I have finally (!!!) located a picture of Mesta Machine Works Co. (MMCo.) locomotive #4 (future BEDT #15). Granted, it is not a roster shot, and it is not a typical working shot, but considering this is the only photo I have been able to locate, I feel it is more than worth sharing and as beggars can't be choosers!

   While the cab is not viewable, this locomotive is undoubtably #4, as the photo was taken in February 1918, one year after MMCo #4 (H.K. Porter c/n 5966) was constructed, and as MMCo. #5 was not constructed until 1920. The sand and steam domes are unmistakably H. K. Porter style as well.

"Exterior of the Mesta with Travelling Cranes, February 11, 1918"
photo courtesy of Historical Society of Western Pennsylvania
Mesta Machine Company collection

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   Of particular note is the kerosene headlamp and air pump. Once at BEDT, the headlamp would be changed to an electric model, and the air pump removed, as BEDT did not utilize air brakes.

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Astoria Light, Heat & Power - #5
H. K. Porter #6780, 0-6-0T, built January 1923
(BEDT #16)

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   Astoria Light, Heat and Power was the first owner for BEDT 16, and purchased H. K. Porter #6780 new. This firm was located in Astoria, Queens, and manufactured illuminating gas from coal.

   Astoria Light, Heat & Power owned many steam locomotives over its history, and in rather close proximity to Brooklyn, but oddly only one would become a BEDT locomotive, that being BEDT #16.

   Only one picture has been found to date, and appears to be a builders photo from H. K. Porter. It is from the A. C. Kalmbach Memorial Library, Kentlein Porter collection:

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   Fleischmanns Transportation - (number unknown)
(BEDT #16)

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   This company, the manufacturer of Fleischmanns's Yeast, was originally located in Peekskill, NY; and was a subsidiary of Standard Brands Foods. This firm was the second owner of H. K. Porter #6780.

   After this locomotive served Astoria Light Heat & Power, it made its way to Fleischmanns Transportation in Peekskill, NY. After serving here for an as yet undetermined period of time, it's sale was brokered through Birmingham Rail & Loco of Alabama, to Brooklyn Eastern District Terminal, to become BEDT #16. I find it extremely unlikely that the locomotive was shipped to Alabama, only to be shipped back to New York, so it all likelihood it remained in New York until its sale to the BEDT.

    No data whatsoever of it sale by Astoria Light, Heat & Power to Fleischmanns Transportation seems to exist. We only know that this locomotive came to the BEDT in 1939. I would very much like to locate information pertaining to the date of procurement for Fleischmanns Yeast of this locomotive, as well as any photographs of this locomotive in Fleischmanns Transportation livery, as none have surfaced to date.

   

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(Main Page)			viewing Rosters			(Property)			BEDT MEMORABILIA

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