INDUSTRIAL & TERMINAL RAILROADS &
RAIL-MARINE OPERATIONS
OF BROOKLYN, QUEENS, STATEN
ISLAND, BRONX &
MANHATTAN:
BUSH
TERMINAL
RAILROAD
Locomotive, Non Revenue & Marine Equipment - Rosters & Photographs
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| Plymouth demonstrator added | 11 January 2023 | Diesel - Electric Locomotives Locomotive Roster |
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Bush Terminal enginehouse on 43rd Street - unknown
date (ca. 1910)
E. E. Rutter photo
Brooklyn Public Library archives
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Bush Terminal would come to own a rather modest fleet of locomotives over their history. In its earliest days, it employed the use of steam locomotives, as well a few overhead electric. It is believed the electric locomotives were used for street running (taking advantage of the trolley wires) and to access the northern parts of the properties, as well as for the interchange with South Brooklyn Railway, which was also electrified. This however has not been definitively confirmed.
When Irving Bush first organized his terminal, he describes his purchase of his first locomotive from the Erie Railroad on pages 21 & 22 in his book "Working with the World" (Doubleday Doran, 1928):
"When the warehouse walls that I had started began
to rise, I purchased for twelve hundred dollars a second-hand switch
engine from the Erie Railroad. Those were not years of prosperity for the
Erie, and any locomotive which the Erie was ready to discard had seen its
best days. It was short and fat and squat, with its water tank like a
camel's hump on its back. It was not a big engine, even as locomotives
went in those days, and probably the reason the Erie parted with it was that
it had ceased to be powerful enough for railroad work. It did valiant service
for us over a number of years, and when we grew prosperous enough to afford
heavy locomotives fresh from the shop, we sold the old Erie engine for three
hundred dollars more than I paid for it, so I have no complaint of that
transaction. While it worked for us, it was respendent with our name in gold
letters emblazoned upon its water tank, and as it puffed about our little
railroad yard, my heart swelled with pride.
From his description, I think it can be surmised that this locomotive was of saddletank configuration. I unfortunately, I have not been able to locate this locomotive in any of the builders records I have at my disposal.
Bush Terminal also purchased his next two locomotives used as well. Both were 0-4-4T and formerly of New York Elevated / Manhattan Railway service. At this time, it does not appear that Bush Terminal saw it fit to number either of these locomotives. Fortunately, a single image of one of these 0-4-4T locos is known to exist and resides in the Brooklyn Public Library. I was fortunate enough to acquire a copy slide from the W. J. Madden archives:
no number 0-4-4T with Bush Docks coach #101 -
ca. 1905
unknown photographer
W. J. Madden archives
authors collection
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Bush Docks Railway - unknown date
Presumably for the very early passenger service before trolley.
facsimile signature of Irving T. Bush
authors collection
1 3/16" x 2 1/8"
added 07 May
2023
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no number 0-4-4T with Bush Docks coach #101 -
ca. 1903
unknown photographer
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no number 0-4-4T with Bush Docks warehouse flat carts 6 & 3 -
ca. 1903
unknown photographer
After those two, all other steam locomotives, and the two steeplecab overhead electric locomotives, appear to have be purchased new.
Numbering of the steam locomotives ran as high as #16, with #9 and #10 electric locomotives interspersed in the numbering sequence as they were acquired. All other electric locomotives (#20, #23, #26) are numbered in the "20's" and did not coincide with the numbering of the steam locomotives. More about this in the chapter.
Upon the passage of the Kaufman Act, which in effect eliminated the use of steam locomotives within city limits; those railroads operating with the city confines had to turn to alternate methods of motive power. This coincided with Ingersoll - Rand's development of an internal combustion boxcab locomotive. You can read more about the Kaufman Act on the main page of this website: Kaufman Act.
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#5, #6 and others on the dead line - unknown date - Bush Terminal, Brooklyn,
NY
G. Collora archives
authors collection
added 09 March
2011
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Author's notes:
The engine coupled in front of #1 in this photo
has no all weather curtain, as in the photo of #4, |
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#2 |
 #2 - March 6, 1903 in rear of warehouses 7, 8, 9, 10 |
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 #5 - unknown date unknown photographer via T. Flagg added 15 May 2009 |
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 #11 - unknown magazine This photo, while misattributed to being a "electric" locomotive, clearly is not. Bush Terminal #11 is confirmed to be a Baldwin 0-4-0T built in 1910. Furthermore, it shows the woman to be on the firemans side of the cab, not the engineers side; which has raised the question of being "posed"; which it may very well be. However, by calling her a "driver" leads me to believe this is from an British magazine, and they operate their locomotives from the left side of the cab (traditionally the firemans side in the US). |
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The history on some of the overhead electric locomotives that were employed by Bush Terminal is clear; yet on others, it is spotty at best.
Originally, it was thought that only three electric locomotives were purchased, but now appears a fourth one existed, with a possibility of a fifth.
While we had photographic proof that #9, #10 and #23 operated for Bush, that was the extent of our knowledge. That is until this author was sorting through the collection of railroad books my father left to me upon his passing. I happen across a rather well used catalog "Industrial Haulage" from General Electric, dated November 1920. (Bulletin 44251 Class 410).
On page 33, in the "Docks & Warehouses" chapter I happen across a small image of #23. A pleasant surprise, but no revelation. I turn the page and there are two more Bush Terminal electrics. #20 at the top center and a smaller image at bottom left on an unnumbered steeple cab. Wait a minute... #20? What #20?? I don't have any record for a #20...
I look at the image, and it while it appears airbrushed, the numberboard on the headlight and the number on the body clearly say No. 20. A close examination of the locomotive makes it out to be almost identical to #9: oval opera windows at the top of the cab, a door in the middle of two cab windows, but in a different livery. Also the grab irons at the front and rear of the #20 do not have posts, but #9 does. Clearly a different locomotive. The caption under the image states "50-Ton Trolley Type Locomotive for Switching Service. Bush Terminal, New York City."
This "find" triggers a memory: a few years before, I remember being contacted by Dave Keller, who sent me an image of a boxy steeple cab electric locomotive missing its trolley pole. The location given is Passaic Junction and the date April 20, 1944. But according to Dave, the envelope is marked Bush Terminal #26. Information comes from an email I received from Bill Wall on 27 March 2011:
"The engine shown is actually ex-Connecticut Company #1053, Baldwin Westinghouse construction #38834, built in 1913 and used in Waterbury until 1937. It was then resold to a dealer and wound up at Fort Hancock in NJ and used there until 1943/44. It was then sold to Transit Equipment Company of Passiac, NJ, who in turn resold it to the Kansas City Kaw Valley RR, where it was scrapped in 1956.
The above information comes from the book "Interurban Electric Locomotives from Baldwin-Westinghouse" by James A. Strapac, published in 2001.
Looks like the photo was mislabeled and someone guessed it was from Bush Terminal. If you look on your Military Web Site, you will find the same locomotive. Also, it was standard gauge."
As such, #26 has been removed from the roster. However, Bill dropped a more significant "bombshell":
Finally, the electrics of Bush Terminal were renumbered at one point. I believe #9 became #20 (with a few modifications since it was built), #10 became #22 and #23 stayed as is. You can find some of this in the companion book to the above, "Interurban Electric Locomotives by General Electric" by James A. Strapac.
I must say, I enjoy your sites, having grown up by the Bush Terminal.
Bill Wall
So, with this, the roster below has been amended to show this information as well. As I replied to Bill, I wonder if there was a #21.
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 #23 - glass plate negative - ca. 1916 provenance unknown added 11 January 2023 |
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Gasoline - Electric and Diesel - Electric Locomotives
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With the passage of the Kaufman "Anti-Smoke" Act in 1925, and the resulting injunctions and amendments; the days were getting closer where the terminal railroads in New York City needed to replace their steam powered locomotives. With the final amendment about to take effect in 1931; the smaller railroads in this area were trying out anything and all to meet the regulations and stay in the terminal railroading game. The Class 1 could afford to shell out for the best and newest, but the "little guy" had a lot less financial wherewithal for this and Bush Terminal was no different.
For all these decades us New York area Rail Marine Terminal fans have been associating and photographing, we had assumed Bush Terminal converted from steam locomotives directly to the Ingersoll Rand 59 ton locomotives so widely known. This turns out not to be the case.
Plymouth Fate-Root-Heath 50 ton Gasoline Electric Center Cab - Model GE-1 Demonstrator #2001
Like most, I had simply believed the Ingersoll Rand 59 ton locomotives #1 through 7 were the first locomotives to work at Bush Terminal in replacing the the steam locomotives (exempting the already existing trolley locomotive operations).
This belief persisted until I finally managed to obtain a searchable .pdf file of the Plymouth builders records; of which a great deal of thanks goes to John Taubeneck for furnishing. Until this time, all I had for Plymouth was a .pdf file of images of mixed typed and handwritten records. Here, the document search did not recognize the handwriting, as it was in cursive! It was time consuming to say the least to go through page by page, and complicating the issue further; some of those pages were either underexposed or overexposed leaving vast quantities of data illegible. This of course led to pertinent information being irretrievable, as we shall see.
One day, working on research of a completely different locomotive, I now noticed an entry for Bush Terminal - a demonstrator locomotive no less. The builders data reflects this was a 50 ton, centercab, with 2 gasoline - electric LeRoi RXIS developing 254 horsepower combined. It was originally built in June 1929, but did not receive a construction number until being shipped to Bush Terminal for demonstration on April 11, 1930, this number being 3442. But it's road number for the trial was 2001.
Well, needless to say, the button was pushed, the stops pulled out, and led to searching the web for an image. For this, I was indeed very fortunate: Don's Depot had an image, there was one for sale on eBay, and several others existed; all however under the operations that followed the Bush Terminal trial period.
So, it is this locomotive would have the honor of being the first internal-combustion powered locomotive to work for Bush Terminal.
No photos of it are known to exist of it in either Plymouth demonstrator livery or in Bush Terminal livery while being demonstrated (doubt it would be if was simply a trial period). But several images of it exist after it was sold to roads after the Bush Terminal trials.
Unfortunately, we do not know if this locomotive still exists, as in the research for this chapter I contacted Daniel Liedtke, curator of the National Railroad Museum located in Green Bay, WI. His return telephone call was prompt; but unfortunately as he related to me, the locomotive was transferred out of the collection back in the 1970's, to an as yet unknown location. He will however do a little digging, check into the museum records to see if he can come up with a name or further disposition.
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After its trial period at Bush Terminal, the locomotive was returned to Plymouth, where it would find the first of its homes at Joplin-Pittsburg RR. As for operations on Bush Terminal, the Ingersoll-Rands mentioned below were ordered and began to be delivered following their construction in September 1931.
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General Electric / Ingersoll Rand 59 Ton Diesel Electric Off Center Cabs
1936
note steeplecab electric and trolley on right edge of image.
William J. Rugen photo
courtesy of Queens Public Library Digital Archives
color corrected by author
added 21 May 2019
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General Electric / Ingersoll Rand 59 Ton Diesel Electric Off Center Cabs
These locomotives are unique and therefore easily recognized by their boxy shape and external exhaust mufflers mounted on top of the long hood.
The General Electric / Ingersoll Rand 59 tonners would be equipped with duplicate controls and could be operated from either the engineers side or firemans side of the cab. According to Diesel Spotters Guide, by J. Pinkepank; the seven GE / IR 59 ton locomotives purchased by Bush Terminal were the only ones built to this design. The Diesel Spotters Guide also states that "these 60-ton hood-type switchers were the successors to the consortium-design 60-ton boxcab of 1924 using essentially the same machinery" and, "these were the first all welded diesel contruction car body & trucks".
According to Fred Breimann, some of these Ingersoll Rand locomotives transferred to New York Dock operation at Bush Terminal Yard. It appears that some locomotives in later years would be stored while others would be used. Please refer to New York Dock webpage for this information.
While these Ingersoll Rands would serve Bush Terminal for four decades and then briefly for New York Dock; all seven would unfortunately be scrapped. While is it depressing to see or know of any locomotive or locomotive class getting scrapped; the scrapping of these seven locomotives was truly a loss, as no other locomotives of this type were built other than these seven. Considering the fact these locomotives were built in 1931 and operated right up until 1974 (a total of 43 years), and to the best of our knowledge served that time frame without rebuilding. This without a doubt, denotes a successful switching locomotive design.
The original paint scheme as delivered was all black (possibly very dark green) with a large locomotive number on the ends above the grills. The side of the cab was simply marked No. 1 (or No. 2 etc) over the name Bush Terminal.
On an as yet undetermined date, the locomotive paint scheme would evolve to a dark green body, and made a little more elaborate with the addition of a "dual" (bold over fine) stripe along the body sides. On the short nose of the locomotive, the bold / narrow stripe would form a "V" ending at the platform deck. The long nose however, would have no "V" and was a simple black grill and dark green grill housing with a pale yellow numbers. Some locomotives had a pale yellow grill housing with the number of the locomotive in black above the grill.
As far as can be ascertained from the photos, some of the locomotives would lose their dual bold / narrow stripe ca. 1969; however #5 would keep her dual stripe until May 1971. Also in 1969, the Bush Terminal logo (rails meeting in the distance within a triangle in a circle) would be applied to the cab sides.
The General Electric 80 ton center cab locomotives, would carry different schemes from the Ingersoll - Rands.
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General Electric 80 Ton "Center Cab"
Sometime in the 1950's (actual dates uncertain), Bush Terminal would also purchase a pair of ex-military General Electric 80 ton center-cab switchers. This locomotive was of a popular design and of versatile usage.
While from an outward appearance the 80 tonners appeared identical, there were minor cosmetic and construction differences between the two.
Using information which identifies these differences is contained in Jay Reed's compilation "Critters, Dinky & Centercabs" published by Rio Hondo in 2000. Jay Reed has been very cooperative in assisting this author in the identification of several industrial locomotives seen on other pages within this website, and for that we are grateful.
#88 is a Phase II-A2, while #89 is Phase II-B1. So what does this really mean? #88 had sets of three "buttonhole" vents on each of the engine access doors, while #89 did not. A short wide vented louver in front of the cab steps on Phase II-A2 models (#88) was replaced with a tall thin louver on Phase 2-B1 (#89).
The 80 tonners also went through at least two different phases of livery:
Phase I Livery
ca. early 1950's (date of locomotive acquistion) to circa
1960
The paint scheme on the 80 tonners, upon their first arrival and subsequent first years at Bush Terminal; was a black body with a simple No 88 over Bush Terminal on the cab sides and the locomotive number under the headlight. Photographs of #89 in this livery have not yet been seen, so it cannot be confirmed 89 was ever in this livery. The © represents the headlight:
©
©
88 89
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Phase II Livery
circa 1960 - 1966
This livery gave way to three yellow stripes (of equal width) that curved down and merged at the body ends (similar to the Pennsylvania GG1 "5 stripe" or "cats whiskers" scheme, but the Bush Terminal three stripe did not curve around to the front of hoods). The entire body was painted a dark green.
At this time, the round Bush Terminal herald was applied on the cab sides under the windows, (thereby covering the original location of the number). These two locomotives (#88 or #89) would only carry their numbers on their nose directly on either side of the headlight, with "No" on the left and the numeral to the right (whereas the © represents the headlight): i.e.:
No © 88 No © 89;
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With the engine number only appearing on the ends, this would undoubtedly make identification difficult. Fortunately, we can tell the two locomotives apart from the button hole vents or lack thereof on the engine doors.
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Phase III Livery
1967 - 1971
The "3 stripe" scheme would give way to simple all dark green body prior to 1963, (the precise date not known). The Bush Terminal herald remained on the cab sides. The locomotive number on the nose would be relocated to the left of the headlight at this time with the No being removed and whereas again the © represents the headlight:
88 © 89 ©
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In 1970, the engine number would be placed under the herald as well. This was placed between the air brake equipment compartment doors. The doors were left open, to enhance cool air circulation, but when rthis was done, the engine number was covered!
The General Electric 80 ton center cabs went on to work for the New York Dock when that company took over the Bush Terminal property in 1972, and would continue their service until 1983.
Rumor had it one of the two 80 ton center cabs was purchased and relocated to a tourist railroad, however Fred Breimann states both engines were scrapped at the south end of the yard.
Bush Terminal enginehouse on 43rd Street - May 1969
From left to right: Locomotives #89, #4 and #2.
At the current time, this is the only photo in my collection
that shows #4!
S. Goldstein photo
authors collection
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 #5 - 1936 William J. Rugen photo Queens Public Library Digital Archives color corrected by author reuploaded 21 May 2019 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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A Freight Terminal
with Passenger Service
One unique difference concerning Bush Terminal, is that it also incorporated passenger service into their operations.
As I am primarily interested in industrial / terminal freight operations, I normally do not concern myself with the local history of streetcar / passenger operations, but the following information is directly related to the history of this company, is of railroad interest and worth mentioning.
As the Bush Terminal Company's facilities were of such large proportions, the Bush Terminal Railroad organized it's own passenger line. At first, the passenger line was serviced by two 0-4-4 steam locomotives purchased used from the New York Elevated RR. It is unknown at this time how many passenger coaches Bush Terminal utilized, but here is a picture of at least one.
unknown date - unknown location
unknown photographer
Brooklyn Public Library archives
.
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According to the reverse of this postcard, this is a Bush Terminal
passenger car as well. Unfortunately, no markings are discernible. According
to Steve Meyers however; the car in the postcard image is car #142 of the
Manhattan Railway (IRT elevated division). This car would be later renumbered
1219. It was built in 1902 by American Car Foundry as a
sample (demonstrator?) open trailer. After some minor modifications
a small fleet was ordered. It would originally be used on steam trains, but
would end up in service on the Third Avenue elevated line.
.
J. M. Barnes Southridge, Mass - No date
EKC Real Photo Post Card
.
.
Returning to Bush Terminal, their passenger service would in turn become a trolley line, of which Bush Terminal owned and operated its own trolleys. All were apparently numbered #1.
To date, I have been able to determine that there were three trolleys numbered 1. The first one was apparently built new by J. G. Brill for Bush Terminal. The second #1 was built by St. Louis Car Co. and the third unit, however, there is conflicting information on builder and previous owner. I have listed both sets of information under the photo. Anyone who has further information, is invited to contact me. The second and third units were purchased used.
Bush Terminal operated the trolley on the half hour from Second Avenue and 28th Street to First Avenue and 63rd Street with stops at 28th, 36th, 48th, 53rd and 63rd Streets. The fare was 2 cents, and according to the Public Service Commission Summary of Annual Reports, First District, the total amount of fare received for 1919 was $113.60 (5680 fares). Eventually, this passenger service would be discontinued in 1934.
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According to information provided by Lou Guadagni, who was courteous enough to contact me about this photo;
. According to "The Birney Car" by Harold E. Cox:
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The reverse of this print has the following writing in fountain pen:
Bush Terminal R.R. |
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Bush Terminal Railroad
Locomotive Roster
note: all Bush Terminal equipment known to be standard gauge.
| number / name | builder | c/n | build date | wheel arrangement | wheel dia | cylinders | acquired | disposition | notes | ref |
| ? | ? | ? | - - T | used [d] ex-Erie RR | ||||||
| Baldwin | 4485 | 11/1878 | 0-4-4T | 38" | 10" x 14" | used 6/1902 ex-NY Elevated RR ex-Manhattan Rwy #77 | sold | [2] | ||
| Rhode Island | 742 | 1/1879 | 0-4-4T | 38" | 10" x 14" | used 3/1903 ex-NY Elevated RR ex-Manhattan Rwy #88 | sold 7/20/07 to Whitewater Lumber Co. Antaugaville, AL; sold 3/23/1910 to Solvay Process Syracuse, NY | [9] [33] | ||
| #2 | Baldwin | 19352 | 8/1901 | 0-4-0T | 44" | 18" x 24" | new | [2] | ||
| #3 | Baldwin | 20903 | 9/1902 | 0-4-0T | 44" | 18" x 24" | new | [2] | ||
| #4 | Baldwin | 22638 | 8/1903 | 0-4-0T | 44" | 18" x 24" | new | out of service 10/1931 | [2] | |
| #5 | Baldwin | 23520 | 1/1904 | 0-4-0T | 44" | 18" x 24" | new | [2] | ||
| #6 | Baldwin | 23553 | 1/1904 | 0-4-0T | 44" | 18" x 24" | new | |||
| #8 | GE | 1837 | 1904 | B-B | new - acquired 3/11/1905 to BTRR #21 | 50 ton, steeplecab [b] LS404-E-100 500v 0440-E-100-GE55 52:21 gearing originally ordered by Dayton, Lebanon & Cincinnatti; Cincinnati, OH - not delivered, resold to Bush Terminal 3/1905 | [19] | |||
| #9 | ALCo / GE | 50094 3464 | 3/1905 6/1911 (body) 7/1911 (chassis) | B-B | 36" 33"? | new | sold 1941 to Hudson Bay Mining & Smelting #92 Flin Flon, Manitoba, Canada | 50 ton steeple cab electric
[b] LS404-E-80 640hp 500v 404-E-80-4GE55A (A-50094) seen in November 1920 GE catalogue renumbered #20? | [1] [25] | |
| #10 | ALCo / GE | 42612 2549 | 4/1907 (body) 5/1907 (chassis) | B-B | 36" | new | sold 3/1941
(1935[25]) to
Hudson Bay Mining & Smelting #91, Flin Flon, Manitoba, Canada scrapped 1956 | ALCo order #S-439 LS404-E-80 640hp 500v 404-E-80-4GE55 (A-41613) 40 ton steeple cab electric [b] renumbered #22 | [1] [19] [25] | |
| #11 | Baldwin | 34458 | 4/1910 | 0-4-0 | 44" | 18" x 24" | new | [2] | ||
| #12 | ALCo | 55201 | 7/1915 | 0-4-0T | [1] | |||||
| #14 | Baldwin | 44462 | 11/1916 | 0-4-0T | 44" | 18" x 24" | [2] | |||
| #20 | ALCo / GE | 50094 3464 | 7/1911 | B-B | 36" 33"? | originally BTRR #9 | 50 ton steeple cab electric
[b] seen in November 1920 GE catalogue | |||
| #21 | ALCo / GE | 1837 | 3/11/1905 | B-B | 33" | originally BTRR #8 | 50 ton steeple cab electric [b] | |||
| #22 | ALCo / GE | 42612 2549 | 5/1907 | B-B | 36" | originally BTRR #10 | 40 ton steeple cab electric [b] | |||
| #23 | GE | 4903 | 12/5/1914 | B-B | demo 8/14/1916 | sold 6/1939 to Utilities Equipment (dealer) sold 7/1939 to Waterloo, Cedar Falls & Northern #190, in service 3/11/1940; damaged in roundhouse fire 10/1954; motors to BW #187 sold 9/6/1956 to B. Schultz Scrap Metal | 60
(65?[25]) ton
steeple cab electric displayed at Panama-Pacific International Exposition: GE #4903; purchased 8/14/1916 by BTRR; 640hp 600v/1200v 12/1914 404-E-120-4GE205 | [19] [24] [25] [55] | ||
| #2001 | Plymouth | 3442 | 6/1929 | B-B | built 6/1929 but not assigned a c/n until shipped on 4/11/1930 as demo | returned to Plymouth sold: Joplin-Pittsburg RR #2001, Cherokee, KS- 1/12/1934 sold: Cassville & Exeter #2001, Exeter, MO - 11/1953 sold Kansas City Public Service #2001, KC, MO - 1956 to: National RR Museum #2001, Green Bay, WI - 4/1961 transferred out of museum collection ca. 1970's, disposition unknown and presumably scrapped. | Plymouth model: GE-1 gas electric center cab weight: 50 ton LeRoi RXIS (x2) 254hp | [6] | ||
| #1 | GE / IR | 11483 | 9/29/1931 | B-B | new | retired July 1964, sold October 1966 as scrap to F. C. Barschow & Sons, Brooklyn, NY | 55 ton, 300 h.p., H3-1 body type IR-300 110/110-4HM838A | [19] [20] [55] | ||
| #2 | GE / IR | 11484 | 9/29/1931 | B-B | new | in service a/o December 1970, scrapped after April 1974 | 55 ton, 300 h.p., H3-1 body type IR-300 110/110-4HM838A | [19] [20] [55] | ||
| #3 | GE / IR | 11485 | 9/29/1931 | B-B | new | retired March 1967, sold May 1967 as scrap to Sarnelli Bros, Brooklyn, NY | 55 ton, 300 h.p., H3-1 body type IR-300 110/110-4HM838A | [19] [20] [55] | ||
| #4 | GE / IR | 11486 | 10/1931 | B-B | new | stored intact as of December 1970, scrapped unknown date | 55 ton, 300 h.p., H3-1 body type IR-300 110/110-4HM838A | [19] [20] [55] | ||
| #5 | GE / IR | 11487 | 10/1931 | B-B | new | in service as of December 1970, scrapped unknown date | 55 ton, 300 h.p., H3-1 body type IR-300 110/110-4HM838A | [19] [20] [55] | ||
| #6 | GE / IR | 11488 | 10/1931 | B-B | new | retired March 1967, sold May 1967 as scrap to Sarnelli Bros, Brooklyn, NY | 55 ton, 300 h.p., H3-1 body type IR-300 110/110-4HM838A | [19] [20] [55] | ||
| #7 | GE / IR | 11489 | 10/1931 | B-B | new | in service December 1970, scrapped after April 1974 | 55 ton, 300 h.p., H3-1 body type IR-300 110/110-4HM838A | [19] [20] [55] | ||
| #88 | GE | 18014 | 8/3/1943 | B-B | 38" | <1947
[c] USA #7864 Brooklyn Army Terminal | to New York Dock in 1972 | 80 ton center cab, Phase II A2
body
[a] Cummins LI engine (x2) 250 h.p. each 160/160-4HM833 | [19] [55] | |
| #89 | GE | 28241 | 9/1945 | B-B | 38" | 1950's USMC #?, QM Depot, Camp Lejeune, Jacksonville, NC | to New York Dock in 1972 | 80 ton center cab, Phase II B1 body
[a] Cummins LI engine (x2) 250 h.p. each 160/160-4HM833 | [19] [55] |
Locomotive Footnotes:
| [a] | please refer to "Critters, Dinkys & Centercabs by Jay Reed; for detailed differences between Phase II A2 and Phase II B1 bodies | ||||
| [b] . | #8 became #21 #9 became #20 (with a few modifications since it was built), #10 became #22 and #23 stayed as is. Some of this info from "Interurban Electric Locomotives by General Electric" by James A. Strapac. |
||||
| [c] | Originally believed to have been acquired in the 1950's. However, in the Life Magazine series of photos on the Return of War Dead, 1947; #88 is placing US Army passenger cars from Bush Terminal carfloats in the Brooklyn Army Terminal. | ||||
| [d] | "When the warehouse walls that I had started
began to rise, I purchased for twelve hundred dollars a second-hand
switch engine from the Erie Railroad. Those were not years of prosperity
for the Erie, and any locomotive which the Erie was ready to discard had
seen its best days. It was short and fat and squat, with its water tank like
a camel's hump on its back. It was not a big engine, even as locomotives
went in those days, and probably the reason the Erie parted with it was that
it had ceased to be powerful enough for railroad work. It did valiant service
for us over a number of years, and when we grew prosperous enough to afford
heavy locomotives fresh from the shop, we sold the old Erie engine for three
hundred dollars more than I paid for it, so I have no complaint of that
transaction. While it worked for us, it was respendent with our name in gold
letters emblazoned upon its water tank, and as it puffed about our little
railroad yard, my heart swelled with pride." "Working with the World", by Irving T. Bush; p21-22. (Doubleday Doran), 1928. |
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| [f] |
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Non-Revenue
Equipment Overview
.
While rail-marine terminal fans and previous historians of Bush Terminal knew of, documented and photographed the #101 Reacher Car, it was to this authors astonishment to learn the existence of a #100 Reacher Car.
#100 Idler / Reach Car -
50' (+/-) wood sided gondola -
unknown origin
It appears this reacher car was converted from a 50' wood sided
gondola. Wood boards making up the sides are affixed to steel uprights which
are riveted
directed to the body of the car. These boards did not extend
completely to the ends of the car however, with openings above where the
standard end ladders
are, but handrails made of pipe are affixed to the ends
of the car. Furthermore, it appears (but cannot be confirmed) that concrete
was poured on top of the
deck making the deck appear quite thick.
Why so few photos (only one known to date) of Reacher Car #100
is not known. This image that exists is dated July 1956, so it is not before
the "modern"
realm of railfans and photography, especially considering so
many photos of other equipment and taken during this era exist.
Furthermore, it is not known why this car was taken out of service, whether #100 and #101 saw service at the same time, or whether #101 replaced #100. Unfortunately, our retired Bush Terminal employee in residence, Fred Breimann; does not recall the #100 and cannot provide any insight to its existence.
.
#101 Idler / Reach Car - 40' steel gondola - unknown
origin:
This car was originally a high
side gondola car, but it is unknown from where it originally came from.
This car had been modified with end ladders and
open accessways at the ends; as well as being ballasted
with rails and concrete as extra weight.
Careful examination reveals that this car was an outside brace
high side gondola. Several statements have been made in railfan forums that
this was an
outside brace boxcar, but this has not been substantiated.
Furthermore, Fred Breimann (retired BT & NYD engineer) confirms
this car had been modified from a high side outside brace gondola and
not a
boxcar. Joe Roborecky, using a little basic geometry; noticed
that if one continued an imaginary line up from the diagonal brace to a point
on an
imaginary line that intersects with the vertical brace,
the intersecting point would not be high enough to represent a truss as
encountered on an outside
brace boxcar which extended up to the roof line. Also, take
note of the "fish belly" sill which runs almost the full length of the car.
This long sill was
common on gondolas but not on boxcars which generally
only appeared to have sills directly under the doors.
Lettering seen on the the car itself, reflect inside length
as 40' 1". Also, the the lettering shows: "CHGO 12-57". It is left to ponder
if this means the
car was modified or built to it's reacher configuration in December
1957.
This car would go on to see service with New York Dock, after that firm took over Bush Terminal.
.
no numbers - Ohio Locomotive Cranes
A crane is identifed in the Caterpillar advertisement in the
memorabilia chapter of this page. It is also seen in both a light color (silver?
gray?) with the Bush
Terminal herald, and it is seen in a dark color (believed to
be black) with no identifying marks. But, examination shows this to be the
same crane regardless of
livery.
In January 2012, John Taubeneck submitted the following information
for two cranes purchased by Bush Terminal:
Ohio Locomotive Crane c/n 2020, Model C, 15 ton capacity,
8 wheels, steam powered, 45' boom, built August 6, 1916.
Ohio Locomotive Crane c/n 4566, Model F, 30 ton capacity, 8
wheels, diesel powered, 50-55' boom, built December 16, 1957. This is the
crane seen in most images.
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Bush Terminal
Non-Revenue Equipment Roster
| number / name |
builder | c/n | build date |
gauge | wheel arrangement |
wheel dia |
acquired | disposition |
notes | ref |
| #100 float reacher / idler car |
std. | B-B | used | appears to have converted from steel stake flat car or wood side gondola |
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| #101 float reacher / idler car |
std. | B-B | used | scrapped ca. 1998 | converted from outside brace high side gondola |
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| rail crane | Ohio Loco Crane |
2020 | 8/8/1916 | std. | B-B | new | scrapped shortly after arrival of below |
Model C steam powered 45' boom 15 ton capacity |
[56] | |
| rail crane | Ohio Loco Crane |
4566 | 12/16/1947 | std. | B-B | new | unknown | Model F diesel /electric powered 50' boom w/ 5' extension? 30 ton capacity Caterpillar D13000 |
[56] |
Locomotive Footnotes:
| [a] | please refer to "Critters, Dinkys & Centercabs by Jay Reed; for detailed differences between Phase II A2 and Phase II B1 bodies |
| [b] . | #9 became #20 (with a few modifications
since it was built), #10 became #22 and #23 stayed as is. Some of this in the companion book to the above, "Interurban Electric Locomotives by General Electric" by James A. Strapac. |
| [c] | Originally believed to have been acquired in the 1950's. However, in the Life Magazine series of photos on the Return of War Dead, 1947; #88 is placing US Army passenger cars from Bush Terminal carfloats in the Brooklyn Army Terminal. |
| [d] | "When the warehouse walls that I had started
began to rise, I purchased for twelve hundred dollars a second-hand
switch engine from the Erie Railroad. Those were not years of prosperity
for the Erie, and any locomotive which the Erie was ready to discard had
seen its best days. It was short and fat and squat, with its water tank like
a camel's hump on its back. It was not a big engine, even as locomotives
went in those days, and probably the reason the Erie parted with it was that
it had ceased to be powerful enough for railroad work. It did valiant service
for us over a number of years, and when we grew prosperous enough to afford
heavy locomotives fresh from the shop, we sold the old Erie engine for three
hundred dollars more than I paid for it, so I have no complaint of that
transaction. While it worked for us, it was respendent with our name in gold
letters emblazoned upon its water tank, and as it puffed about our little
railroad yard, my heart swelled with pride. "Working with the World", by Irving T. Bush; p21-22. (Doubleday Doran), 1928. |
The following image is a Fairchild Aerial Survey Photo taken June 23, 1930. Trust me when I say, the image below is a thumbnail. Please click on the photo to open the full size version. Be patient, this photo is huge (and I already cropped it to "zoom in" on the important details!)
In this photo, you can see two Bush Terminal steam tugboats (most likely the Beatrice and Eleanor) and a plethora of carfloats, lighters, stick lighters, scows as well as sea going freighters unloading at the piers. The resolution on this photo is remarkable, and you can make out the Bush Terminal signboards on the sides of the carfloats as well as the railroad names of some the lighters.
You will also note that the northern floatbridge "Bush 2" is out of service this date, with "Bush 1" in service. It is believed to be that it is being redecked in the photo.
Click on the photo to view a very detailed close up. Please be advised the photo is huge, and takes a few moments to open completely. (There is a link under the enlargement to return you here)
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It is believed that Bush Terminal only had four tugboats over it's long history to service it's carfloat fleet, the steam powered Beatrice Bush and Eleanor Bush which were sister ships, the first Irving T. Bush (believed to be steam powered but unknown) and the second Irving T. Bush which was diesel powered.
However, recent research has turned up a few more names listed to or at Bush: Valiant, Turtle, Rosebud, and John G. Worth. These names do not appear in the Johnson Marine Manual of 1920. These names were found in the Nautical Gazette: 1900-1911; on the website of Tugboat Enthusiasts Society. Whether these vessels are actually owned / operated by Bush Terminal or just moored there, remains to be revealed.
At this time, is it unknown how many carfloats Bush Terminal owned, what type or configuration they were, or when they were in service. Carfloats with numbers as high as 44 have been recorded on film.We do know however, from the picture at the beginning of this chapter that Bush Terminal had its own barge mounted steam powered pile driver for the construction of its piers.
We also now know from the Fairchild Aerial Survey Photo, there were both wood and steel carfloats in service, and all appear to be three track interchange type.
Now, the following photo is one of the best I have come across depicting Brooklyn's rail-marine carfloating operations at it's finest, and I do not say that merely because my father took this picture.
From foreground to background: Bush Terminal RR locomotive #88, Bush Terminal RR idler car #101, Bush Terminal RR carfloat #4 (moored to "Bush 2" float bridge on right), Brooklyn Eastern District Terminal carfloat #26, Brooklyn Eastern District Terminal tug "Integrity", Bush Terminal RR tug "Irving T. Bush" (background).
#88 at Bush Terminal 50th Street float bridge: "Bush
1" - September 1968 - Brooklyn, NY
BEDT "Intrepid" with BEDT Station Carfloat #26.
S. Goldstein photo
authors collection
For those of you who noticed; yes,
that is a submarine on the left.
It is the USS Ling AGSS-297. (Auxiliary Submarine).
Here is the Wikipedia link:
USS Ling
(you will need to click your back arrow to return you this
page)
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Bush Terminal
Tugboat & Powered Lighter Roster
(please note: vessels are in order of
acquisition)
date built |
builder / |
official |
length |
beam |
draft |
|
gross |
net |
former owner |
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"Valiant" |
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1884 |
Perth Amboy | steam | wood hull | ||||||||
| . disposition: unknown |
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1905 |
R. Palmer Noank, CT |
95' | 25.3' | 12.3' | 800 | 212 | 124 | steam | [a] | ||
| . disposition: retired, scrapped |
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"Eleanor Bush" |
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1906 |
R. Palmer Noank, CT |
95' | 25.3' |
12.3' | 800 | 212 | 124 | steam | [a] | ||
| . disposition: retired, abandoned at Witte Ship Yard for scrapping |
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"Turtle" |
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1906 |
A. C. Brown? Tottenville, NY |
92.4' | 29.7' | 8.7' | 163 | 111 | steam | sold to Mutual Co. (NYC) by 1920 renamed "Thomas F. Timmins" |
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"Irving T. Bush" (1st)
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( ? - ? ) |
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| . disposition: unknown |
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"Irving T. Bush" (2nd) |
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1958 |
Jakobson Shipyard Oyster Bay, LI |
105' | 26.2' | 13.6' | 1200 | 252 | 171 | new | diesel / electric | Consolidation design |
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| disposition: transferred to New York Dock ownership in takeover of Bush Terminal properties. | |||||||||||
Tugboat Footnotes:
The following specifications are taken from
Johnson's Steam Vessels, 1920
| [a] = | hull: | wood |
engine specs: | ||
| type | Compound | |
| cylinders: | 20" & 40" | |
| stroke: | 28" | |
| i.h.p: | 800 | |
boiler specs: | ||
| builder: | Neafie & Levy, Phila, PA | |
| number: | 1 | |
| type: | single ended scotch | |
| diameter: | 14.6' | |
| length: | 11.3 | |
| working pressure | 150 psi | |
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 Bush Docks Interchange Carfloat #5 to side of 42nd Street Howe Truss float bridge - April 10, 1903 with Station Carfloat in background added 13 August 2016 |
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 Bush Docks station carfloat #? moored to 42nd Street Howe Truss float bridge - February 6, 1903 with Baltimore & Ohio RR carfloat to side. added 08 January 2023 |
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Bush Terminal
Carfloat. unpowered Lighter & Scow Roster
(list is known to be incomplete)
| number | configuration | official and/or construction # | shipyard | hull laid | launched | delivered | info | notes | ref. |
| covered lighter | seen in ca. 1910 photo | ||||||||
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| carfloat | ex-Lehigh Valley | [c] | |||||||
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| #8 | carfloat | wood | |||||||
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| #40 | three track interchange | short? | this carfloat sunk at Bush 1 Bridge 1961, refloated. |
[a] [b] | |||||
| scrapped by 1972 | |||||||||
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| #41 | three track interchange | short? | [a] [b] | ||||||
| scrapped by 1972 | |||||||||
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| #42 | three track interchange | [a] [b] | |||||||
| scrapped by 1972 | |||||||||
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| #43 | three track interchange | [a] [b] | |||||||
| scrapped by 1972 | |||||||||
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| #44 | three track interchange | short | [a] [b] | ||||||
| scrapped by 1972 | |||||||||
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| #45 | [a] [b] | ||||||||
| scrapped by 1972 | |||||||||
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| #60 | [a] [b] | ||||||||
| to New York Dock 1972 | |||||||||
| [a] | It appears that the "40" series carfloats
were all of steel hull construction, and were of a shorter 14 car: [5-4-5]
three track interchange type. The 1930 aerial photo shows both standard 17 car [6-5-6] capacity and 14 car capacity carfloats marked for Bush Terminal. |
| [b] | information comes from Benjamin W. Schaeffer, which in turn was received during a telephone call with Mark S. Balkin, in 1978. Information had been compiled by Mr. Balkin for an intended article on New York Dock Railway but upon Mr. Balkin's death, went unpublished. This information has now been collated by myself and Mr. Schaeffer and published here. As some of these acquistion too place after the BEDT / NYD merger on 1978, this information is published on the New York Dock page as well. |
| [c] | "I next purchased a decrepit, second-hand
carfloat from the Lehigh Valley Railroad. It, too, had outgrown its usefulness,
and was in constant need of a good pump." "Working with the World", by Irving T. Bush; p21-22. (Doubleday Doran), 1928. |
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