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Comprehensive List of Transfer / Float Bridges for New York Harbor

INDUSTRIAL, OFFLINE TERMINAL RAILROADS & RAIL-MARINE OPERATIONS
OF BROOKLYN, QUEENS, STATEN ISLAND, BRONX & MANHATTAN:


COMPREHENSIVE LIST OF FLOAT BRIDGES
LOCATED THROUGHOUT NEW YORK HARBOR

1866 - Present

transfer float bridge Hudson / North River, Harlem River, East River, Upper New York Bay, Morris Canal, Wallabout Basin, Gowanus Bay and the Arthur Kill

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updated:
FRIDAY, 03 FEBRUARY 2017 - 16:15

New York Central RR Port Morris added 03 February 2017

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Main Index

Information Table Formatting

 . . . . . . .

Overview

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Data Index

Bronx Queens Brooklyn
Staten Island Manhattan New Jersey

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 . . . . . . .

Photo Index

Bronx Queens Brooklyn
Staten Island Manhattan New Jersey

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Using this list:

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Data / Information Section

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Photo Section

   Arranged in the same way as the data section, by borough, north to south.
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Return to Index

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Overview

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   According to James B. Frenchs' "Development of the Car Float Transfer Bridges in New York Harbor", 1917; The first float bridge installed in New York Harbor was 1866. and of wooden Pontoon / wooden Howe Truss construction. It is not known which railroad installed it. All float bridges located in New York Harbor between 1866 and 1888 were pontoon supported Howe Truss type.

   In 1888, the Pennsylvania Railroad constructed the first overhead support float bridge by building a 100' wooden Howe Truss bridge which was suspended by heavy iron chains run over sheaves supported by wooden frames at their at Harsimus Cove, NJ rail facility. This gave the PRR a 150 car per day car floating capacity, utilizing three track carfloats with a 14 car capacity.

   That in turn led the Pennsylvania Railroad to improve upon this design with the overhead gantry screw driven separate apron design similar in operational design (but not in construction material) to those still in existence at Greenville, NJ.

   There were two other types of float bridge being developed: The "swiveling head block", patented by Arlington H. Mallery in 1903, and the "contained apron" patented by French in 1911.

   In French's book, it goes on to state how the Long Island Rail Road constructed two swiveling head block / Mallery type float bridges in 1904 at Long Island City. Both met with disappointing, if not catastrophic results, due to not taking into account extreme counterweight travel at low tide and heavy live load. These bridges went on to be converted to contained apron / French types in 1905 and 1906 respectively.

   As for pontoon type, we have also seen the emergence of steel pontoon / steel pony truss, and steel pontoon / steel plate girder. One more pontoon type of unique design was a composite steel plate girders on the outside of the bridge with a steel lattice truss up the center. This "one-of-a-kind" float bridge was used at Jay Street Terminal in Brooklyn, NY.

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Data List

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New York

Bronx

installing railroad
(subsequent railroad)
terminal bridge # / name location type dates of service status

notes

New York Central Bronx Terminal Market     overhead suspension / contained apron built 1925 - in service 1935 - c1975     
Erie Harlem Station     pontoon / plate girder      lifting gallows
Lehigh Valley Bronx Terminal     pontoon / Howe Truss     replacement pontoon from float bridge in Jersey City and "transplanted"
Delaware, Lackawanna & Western Harlem Transfer     pontoon / plate girder      
Central RR of New Jersey Bronx Terminal     pontoon / Howe truss      
New York, New Haven & Hartford Harlem River /
Mott Haven

 

  pontoon / plate girder     lifting gallows, three girder
New York, New Haven & Hartford Harlem River /
Mott Haven

 

  pontoon / plate girder     lifting gallows, three girder
New York, New Haven & Hartford Harlem River /
Mott Haven

 

  pontoon / pony truss     lifting gallows, three truss
New York, New Haven & Hartford Harlem River /
Mott Haven

 

  pontoon / pony truss     lifting gallows, three truss
New York Central Port Morris pontoon / plate girder < 1920 ? - c. 1950 abandonded float bridge seen in 1954 aerial
possibly two float bridges at this location.
New York, New Haven & Hartford Oak Point

12

  overhead suspension
/ separate apron
1908 - 1968   [1][13] gantry & bridge demolished by 1974 aerial
New York, New Haven & Hartford Oak Point

 11

  overhead suspension
/ separate apron
1908 - 1968   [1][13] gantry & bridge demolished by 1974 aerial
New York, New Haven & Hartford Oak Point

 10

  overhead suspension
/ separate apron
1908 - 1968   [1][13] gantry & bridge demolished by 1974 aerial
New York, New Haven & Hartford Oak Point

5

  overhead suspension
/ separate apron
1908 - 1968   [1][13] gantry & bridge standing in 1974 aerial,
gone by 1980 aerial
New York, New Haven & Hartford Oak Point

4

  overhead suspension
/ separate apron
1908 - 1968    [1][13] gantry & bridge standing in 1974 aerial,
gone by 1980 aerial
New York, New Haven & Hartford Oak Point

3

  overhead suspension
/ separate apron
1908 - 1968   [1][13] gantry & bridge standing in 1974 aerial,
gone by 1980 aerial
New York, New Haven & Hartford Oak Point

2

  overhead suspension
/ separate apron
1908 - 1968   [1][13] gantry & bridge standing in 1974 aerial,
gone by 1980 aerial
New York, New Haven & Hartford Oak Point

1

  overhead suspension
/ separate apron
1908 - 1968   [1][13] gantry & bridge standing in 1974 aerial,
gone by 1980 aerial

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Queens

installing railroad
(subsequent railroad)
terminal bridge # / name location type dates of service status notes
Long Island Long Island City

1

48th Avenue &
East River
overhead suspension
 / self contained apron
c1918 - 1976 restored / preserved gantry restored in 1998 to
1950's appearance
"Gantry Plaza State Park
"
Long Island Long Island City

2

48th Avenue &
East River
overhead suspension
 / self contained apron
c1918 - 1976 restored / preserved gantry restored in 1998 to
1950's appearance
"Gantry Plaza State Park"
Long Island Long Island City

3

49th Avenue &
East River
pontoon / Howe truss « 1924    
Long Island Long Island City

4

49th Avenue &
East River
pontoon / ? « pre - 1924    
Long Island Long Island City

5

50th Avenue &
East River
overhead suspension
 / swivelling head block
(Mallery type)

overhead suspension
 / self contained apron
(French)
1904 - 1925
.

.
1925
- 1976
.
.

restored / preserved
[11] gantry restored in 1998 to 1950's appearance
"Gantry Plaza State Park
"
Long Island Long Island City

6

50th Avenue &
East River
overhead suspension
/ swivelling head block 
(Mallery type)
overhead suspension
 / self contained apron
(French)
1904 - 1925
.
.

1925 - 1976
.
.

restored / preserved
[11] gantry restored in 1998 to 1950's appearance
"Gantry Plaza State Park
"
Brooklyn Eastern District Terminal Pidgeon Street     pontoon /
pony truss

pontoon /
pony truss
1906 - c1958?
.

c1958 - 1978?
.
.
abandoned
half sunk
two distinct bridges used at this location

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Brooklyn

installing railroad
(subsequent railroad)
terminal bridge # / name location support type
span type
dates of service status notes
Brooklyn Eastern District Terminal Kent Avenue 9 Bridge North 9th Street
& East River
pontoon /
pony truss
« 1983   to Navy Yard, ca. 1983
Brooklyn Eastern District Terminal Kent Avenue 6 Bridge North 6th Street
& East River
pontoon /
pony truss
« 1980   gone by 1980
Brooklyn Eastern District Terminal Kent Avenue 5 Bridge North 5th Street
& East River
pontoon /
Howe Truss
pontoon /
plate girder
1876 »
.

« 1983
  [2]  scrapped 2007
Pennsylvania North 4th Street Freight Station   North 4th Street
& East River
pontoon /
Howe Truss
« 1953   abandoned in place -
disintegrated
Baltimore & Ohio /
New York, New Haven & Hartford
North 1st Street   North 1st Street
& East River
pontoon /
unknown
1890 - 1918    
Delaware, Lackawanna & Western Wallabout Terminal   Washington Ave
 & Clymer Street
Wallabout  Basin
pontoon /
Howe Truss
1901 - 1941    overhead trolley wire to
end of float bridge
Brooklyn Eastern District Terminal Wallabout Market Terminal   Clinton Avenue Ext.
Wallabout Basin
pontoon /
Howe Truss
1935 - 1941   removed for Navy Yard Expansion
U. S. Navy
New York Naval Shipyard
Brooklyn Navy Yard   Wallabout Basin pontoon / 
plate girder
« 1916 - 1941   steel lifting gallows
[17] removed for Navy Yard Expansion
replaced with entry below
U. S. Navy
New York Naval Shipyard
(Brooklyn Eastern District Terminal)
Brooklyn Navy Yard

 

Wallabout Basin overhead suspension / self contained apron
(French)
1941 - 1983 abandoned
half sunk
[3] [4] [17]
gantry remains, original French span scrapped
New York Cross Harbor Brooklyn Navy Yard   Wallabout Basin pontoon / 
plate girder
1983 (not used) abandoned
sunk
(partially visible)
[4] believed to be ex-DL&W
Hoboken #3.
Original gantry remains
.
New York Cross Harbor Brooklyn Navy Yard   Wallabout Basin pontoon /
pony truss
8/1983 - 1992  abandoned [4] ex-BEDT North 9th Street
Original gantry remains.
Jay Street Connecting     Bridge Street
& East River
pontoon /
composite pony plate girder w/ center truss
« 1959   [15]
New York Dock Fulton Terminal

n

Montague Street
& East River
pontoon /
pony truss
1910 - ca. 1975 removed ca. 1975 wood lifting gallows
New York Dock Fulton Terminal

s

Montague Street
& East River
pontoon /
pony truss

pontoon /
plate girder
1910 - 1969
.

1969 - a.i.p.
abandoned
half sunk
wood lifting gallows
only surviving float bridge
at this location
New York Dock Baltic Terminal

 

Baltic Street
& East River
pontoon /
pony truss
1911 - 1962 removed ca. 1962  
New York Dock
(New York Cross Harbor)
Atlantic Terminal

 

Ferris Street &
Atlantic Basin

pontoon /
plate girder
 
« 1992 removed between
May & August 2005
lead tracks on wood pier
Delaware, Lackawanna & Western 25th Street Terminal   25th Street & Gowanus Bay pontoon /
Howe Truss

pontoon /
pony truss
1906 » ?
.

?
« 1964
   
U. S. Navy
Fleet Supply Base
39th Street   39th Street &
Upper New York Bay
pontoon /
pony truss
1918 - 1945?   [5]
U. S. Navy
Fleet Supply Base
39th Street   39th Street &
Upper New York Bay
pontoon /
pony truss
1918 - 1945?   [5]
Bush Terminal Bush Terminal

Pier 6

    1900 - 1912   located at end of Pier 6
Bush Terminal
(New York Dock)
(New York Cross Harbor)
(New York New Jersey Rail)
Bush Terminal

"Bush 2"

50th Street &
Upper New York Bay
pontoon /
Howe Truss
pontoon /
plate girder
1912 - 1963
.

1963
- current
relocated to Greenville, NJ two girder design
sunk 1975, refloated
redecked 1998
reconstructed (deck & pontoon) 2007
(north)

relocated to Greenville, NJ following demolition of Greenville Gantries
Bush Terminal
Bush Terminal

"Bush 1"

50th Street &
Upper New York Bay
pontoon /
Howe Truss

pontoon /
plate girder

pontoon /
plate girder
1912 - 1963
.

1963 -
6/1978
.

6/1978 - 1987
.
.

abandoned
half sunk
replaced w/ steel bridge
three girder design

two girder design,
ex- DL&W Hoboken #1
[20] (incl steel gallows) steel gallows removed ca. 1982
(south)
New York Dock
(New York Cross Harbor
)
Brooklyn Army Terminal

 

64th Street &
Upper New York Bay
pontoon /
plate girder
1978 - 1995 built 1911
abandoned
fell in c2000
half sunk
ex-Erie RR West 28th Street
American Bridge
New York, New Haven & Hartford / Long Island Rail Road 65th Street

"Davy"

66th Street &
Upper New York Bay
overhead suspension
 / self contained apron
(French)
1918 - 1972 demolished 1972 [13] out of service 1970
(northernmost)
New York, New Haven & Hartford / Long Island Rail Road 65th Street

"Charlie"

66th Street &
Upper New York Bay
overhead suspension
 / self contained apron
(French)
1918 - 1972 demolished 1972 [13] out of service 1970
New York, New Haven & Hartford / Long Island Rail Road 65th Street

"Benny"

66th Street &
Upper New York Bay
overhead suspension
 / self contained apron
(French)
1918 - 1972 demolished 1972 [13] out of service 1970
New York, New Haven & Hartford / Long Island Rail Road 65th Street

"Abie"

66th Street &
Upper New York Bay
overhead suspension
 / self contained apron
(French)
1918 - 1972 demolished 1972 [13] out of service 1970
(southernmost)
New York New Jersey Rail 65th Street

2
(north)

65th Street &
Upper New York Bay
overhead suspension
/ single span cable lift
plate girder
1999current in service
as of 7/2012
a carfloat test was conducted in 2009
In service by NYNJ Rail
.
New York New Jersey Rail 65th Street

1
(south)

65th Street &
Upper New York Bay
overhead suspension
/ single span cable lift
plate girder
1999 - current stand by never placed in service

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Manhattan

installing railroad
(subsequent railroad)
terminal bridge # / name location type dates of service status notes
Independent Subway /
New York City Transit
East 207th Street   Harlem River overhead suspension
single span cable lift
/ plate girder
1931 - ca. 1980's   [6]
demolished
New York Central West 60th Street

 

West 70th Street
& Hudson River
overhead suspension
/ contained apron
(French)
3/1911 - c1968 abandoned
half sunk
northernmost float bridge
on National Register of Historic Places
,
under stabilization
First constructed contained apron type in New York Harbor.
New York Central West 60th Street

 

West 69th Street
& Hudson River
pontoon /
pony truss
« 1968 abandoned
half sunk
center float bridge
New York Central West 60th Street

 

West 67th Street
& Hudson River
overhead suspension
/ Howe truss
1901 - 1968 abandoned
half sunk
southernmost float bridge
was fully enclosed transfer house, unique Howe Truss with center steel truss
New York Central West 60th Street   West 63th Street
Hudson River
    removed prior to 1953   
Pennsylvania West 37th Street   West 37 Street
Hudson River
overhead suspension
/ separate apron

(Bensel)
     
New York Central West 33rd Street   West 33 Street
Hudson River
overhead suspension
/ Howe truss?

(Bensel)
? - c1943   fully enclosed
transfer house
New York Central West 33rd Street   West 33 Street
Hudson River
overhead suspension
/ Howe truss?
(Bensel)
? - c1943   fully enclosed
transfer house
Erie / Erie Lackawanna West 28th Street   West 28th Street
Hudson River
pontoon /
plate girder
1911-   moved to Brooklyn Army
Terminal ca. 1978
Lehigh Valley West 27th Street   West 27th Street
Hudson River
pontoon /
plate girder

pontoon /
Howe Truss
1900 - c1924
.

c1924 - c1970
   
Baltimore & Ohio West 26th Street

 

West 26th Street Hudson River pontoon /
pony truss

pontoon /
Howe truss
1898 - 1954
.

1954 - c1973
.
.

restored
.
.

now used as a public dock
Erie West 23rd Street   West 23rd Street
Hudson River
pontoon /
Howe truss
?
     
Central Railroad of
New Jersey
West 15th Street   West 15th Street
Hudson River
pontoon /
Howe truss
?
1897 - 1911?    
U. S. Army
Governors Island
 

n

Buttermilk Channel pontoon /
Howe truss
1919 - c1931   removed ca. 1931
U. S. Army
Governors Island
 

s

Buttermilk Channel pontoon /
Howe truss
1919 - c1927 partially sunk out of service
ca. 1927
removed ca. 1931

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Staten Island

installing railroad
(subsequent railroad)
terminal bridge # / name location type dates of service status notes
B & O St. George   Upper New York Bay overhead suspension
/ separate apron

(Bensel)
1912 »   [12] 
B & O
St. George   Upper New York Bay  overhead suspension
/ separate apron

(Bensel)
pontoon / Howe truss
1912 »
.
.

« 1996 »


in service to 1978
[12][16]
B & O St. George   Upper New York Bay overhead suspension
/ separate apron
(Bensel)
1912 »   [12]
B & O St. George   Upper New York Bay overhead suspension
/ separate apron
(Bensel)
1912 »   [12]
Procter & Gamble Port Ivory   Arthur Kill pontoon /
Howe Truss
    [7]
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New Jersey

installing railroad
(subsequent railroad)
terminal bridge # / name location type dates of service status notes
New York, Susquehanna & Western Edgewater   Hudson River unknown, most likely pontoon 1894 - 1901/1905    
New York Central /
West Shore
Weehawken   Hudson River       [12]
New York Central /
West Shore
Weehawken   Hudson River       [12]
New York Central /
West Shore
Weehawken

4

Hudson River overhead suspension
/ contained apron
(French)
« 1917 - 1965     
New York Central /
West Shore
Weehawken

3

Hudson River overhead suspension
/ contained apron
(French)
« 1917 - 1965    
New York Central /
West Shore
Weehawken

2

Hudson River overhead suspension
/ Howe Truss

(Bensel)
« 1905 - 1965   fully enclosed
transfer house
New York Central /
West Shore
Weehawken

1

Hudson River overhead suspension
/ contained apron
(French)
« 1917 - 1965     
Erie Weehawken           [12]
Hoboken Manufacturers /
Delaware, Lackawanna & Western
11th Street
Hoboken
  Hudson River pontoon / 
plate girder
« ca. 5/1970   lead tracks on wood pier
this bridge believed to have been relocated to DLW Hoboken Terminal
#3 circa 5/1970
Delaware, Lackawanna & Western Hoboken

1

Hudson River pontoon / 
Howe Truss

pontoon / 
plate girder
« 1964
.
1964 - ca. 1978 »

removed by 1975
[18].
to Bush Terminal #1, 6/1978(?)
Delaware, Lackawanna & Western Hoboken

2

Hudson River pontoon / 
Howe Truss

pontoon / 
plate girder
« 1964
.

1964 »
sunk by 11/1975

removed 1983?
[18] possibly the abandoned bridge at Wallabout Basin / Brooklyn Navy Yard
Delaware, Lackawanna & Western Hoboken

3

Hudson River pontoon / plate girder « 1964 - 1975 »   1/1964 aerial shows this bridge missing
5/1970 former Hoboken Shore bridge believed to be relocated here.
11/1975 shows bridge minus pontoon held up by steel gallows.
[18]
Delaware, Lackawanna & Western Hoboken

4

Hudson River pontoon /
plate girder
« 1975 »   1/1964 aerial shows bridge missing [18]
11/1975 shows bridge in service [19]
Delaware, Lackawanna & Western Hoboken

5

Hudson River     removed by 11/1975 [19] 1956 aerial shows no gallows
1/1964 aerial shows this bridge missing
but steel gallows frame present [18]
Delaware, Lackawanna & Western Hoboken

6

Hudson River pontoon /
plate girder
  removed by 11/1975 [19]  
Erie Long Dock

7

Ninth Street
Jersey City
Hudson River
overhead suspension
/ contained apron
(French)
     
Erie Long Dock

6

Ninth Street
Jersey City
Hudson River
overhead suspension
/ contained apron
(French)
     
Erie Long Dock

5

Ninth Street
Jersey City
Hudson River
overhead suspension
/ contained apron
(French)
     
Erie Long Dock           [12]
Pennsylvania Harsimus Cove

9

Sixth Street
Jersey City
Hudson River
overhead suspension
/ contained apron
(French)
     
Pennsylvania Harsimus Cove

8

Sixth Street
Jersey City
Hudson River
overhead suspension
/ contained apron

(French)
     
Pennsylvania Harsimus Cove

7

Fifth Street
Jersey City
Hudson River
       
Pennsylvania Harsimus Cove

6

Fifth Street
Jersey City
Hudson River
overhead suspension
/ separate apron

(French)
     
Pennsylvania Harsimus Cove

5

Fifth Street
Jersey City
Hudson River
overhead suspension
/ separate apron

(French)
     
Pennsylvania Harsimus Cove

4

First Street
Jersey City
Hudson River
       
Pennsylvania Harsimus Cove

3

First Street
Jersey City
Hudson River
       
Pennsylvania Harsimus Cove

2

         
Pennsylvania Harsimus Cove

1

  overhead suspension
/ Howe Truss?

(Bensel)
1888 »   [8]  
Brooklyn Eastern District Terminal Warren St
  Warren Street
Morris Basin
pontoon /
unknown
1910 - 1924    
Lehigh Valley Jersey City

1E

Johnson Street
Jersey City

Upper New York Bay
pontoon /
Howe Truss
« 1940's »    
Lehigh Valley Jersey City

1D

Johnson Street
Jersey City

Upper New York Bay
pontoon /
Howe Truss
« 1940's »    
Lehigh Valley Jersey City

1C

Johnson Street
Jersey City

Upper New York Bay
pontoon /
Howe Truss
« 1940's »    
Lehigh Valley Jersey City

1B

Johnson Street
Jersey City

Upper New York Bay
pontoon /
Howe Truss
« 1940's »    
Lehigh Valley Jersey City

1A

Johnson Street
Jersey City

Upper New York Bay
overhead suspension
/ contained apron
(French)
« 1976    
Lehigh Valley Jersey City

1

Johnson Street
Jersey City

Upper New York Bay
overhead suspension
/ contained apron

(French)
« 1976    
Central RR of New Jersey Port Liberty
Jersey City

1

Upper New York Bay pontoon /
Howe Truss
pontoon /
plate girder
     
Central RR of New Jersey Port Liberty
Jersey City

2

Upper New York Bay pontoon /
Howe Truss
     
Central RR of New Jersey Port Liberty
Jersey City

3

Upper New York Bay pontoon /
Howe Truss
     
Central RR of New Jersey Port Liberty
Jersey City

4

Upper New York Bay

pontoon /
Howe Truss
     
Central RR of New Jersey
Reading
Baltimore Ohio
Port Liberty
Jersey City

5

Upper New York Bay pontoon /
Howe Truss
     
Lehigh Valley Black Tom       « 1920 »   [12]
Lehigh Valley Black Tom       « 1920 »   [12]
Pennsylvania Greenville

9 ½

Colony Road
/ Upper New York Bay
overhead suspension
/ separate apron
(Bensel)
11/9/1943 c1968
out of service
[9] [10] [20] [21]
.

demolished 11/17/2012
Pennsylvania Greenville

10

Colony Road
/ Upper New York Bay
overhead suspension
/ separate apron
(Bensel)
1925 - 1931
.

1931 - 1972
damaged in fire, rebuilt
out of service
[10] [14] [20] [21]

demolished 11/17/2012
New York New Jersey Rail Greenville

10

Colony Road
/ Upper New York Bay
"double articulated"
(overhead hydraulic
separate apron)
2/2015 request for bids
issued by PANYNJ
Pennsylvania
(Penn Central)
(Conrail)
(Brooklyn Eastern District Terminal)
(New York Dock)
(New York Cross Harbor)

(New York New Jersey Rail)
Greenville

11

Colony Road
/ Upper New York Bay
overhead suspension
/ Howe Truss
overhead suspension
/ separate apron
overhead suspension
/ separate apron
.

(all Bensel)
1904 - 1931

1931? - 1941

1945 - 10/29/2012
burnt [10] [14] [20] [21]  
.
.
.

Demolished 11/17/2012
New York New Jersey Rail Greenville

"Greenville 11"

pontoon /
plate girder
2012-present in service [22] former Bush 2 Bridge
(relocated November 2012)
Pennsylvania
(Penn Central)

(Conrail)
(Brooklyn Eastern District Terminal)
(New York Dock)
(New York Cross Harbor)
Greenville

12

Colony Road
/ Upper New York Bay
overhead suspension
/ Howe Truss

overhead suspension
/ separate apron

overhead suspension
/ separate apron

(all Bensel)
1904 - 1931
.
1931? - 1945
.

1945 - 1992
burnt
.
rebuilt

.

out of service
[10] [14] [20] [21]
demolished 11/17/2012
Pennsylvania Greenville

13

Colony Road
/ Upper New York Bay
overhead suspension
/ Howe Truss

overhead suspension
/ separate apron

(all Bensel)
1904 - 1931
.

1931 - c1968
burnt
.

scrapped 1994
[10] [14] Gantry collapsed
in 1991
. Demolished 1997
Pennsylvania Greenville

14

Colony Road
/ Upper New York Bay
overhead suspension
/ Howe Truss

overhead suspension
/ separate apron

(all Bensel)
1910 - 1931
.

1931 - c1968
apron rebuilt 1919
scrapped
1994
[10] [14] Gantry collapsed
in 1991
. Demolished 1997
Port Authority NY & NJ
Central RR of New Jersey
Lehigh Valley
Pennsylvania
Port of Newark   Corbin Street &
Elizabeth Channel
pontoon /
plate girder?
« 1965 - 1968 » no longer listed as of 1971  

Footnotes:

[1] Oak Point had sufficient space between float bridge 10 and float bridge 5 for an additional four float bridges (two pairs of gantries: 6/7 & 8/9) but these were never constructed, hence the gap in numbering.
[2] This location would be the first float bridge to be located in Brooklyn.
[3] Facility was originally military operated, but float bridge operation was contracted to Brooklyn Eastern District Terminal.
[4] The original float bridge at this location (overhead suspension / contained apron) was converted to pontoon type / plate girder. Overhead gantry remained in place but not used.
For as yet undetermined reason this float bridge was not compatible. So a second replacement float bridge was brought in, this one being a pontoon / pony truss.
First replacement (plate girder) is believed to be from DL&W Hoboken #3 or New York Dock Fulton Terminal, north bridge. This bridge remains sunk in Wallabout Basin off to side of float bridge gantry. Second replacement is from Brooklyn Eastern District Terminal North 9th Street
, which means this bridge was brought to this location post August 1983
.
[5] Facility was originally military operated, but float bridge operation was not contracted out.
[6] "Private" (non-common carrier interchange) float bridge
[7] "Private" (non-common carrier interchange) float bridge
[8] Believed to be the first overhead suspended (non-pontoon) float bridge installed in New York Harbor.
[9] When the Harsimus Cove facility reached maximum capacity and could not be expanded any further, Pennsylvania Railroad built the Greenville Yard and float bridges 10 through 14. Further expansion took place and one more float bridge was added  at Greenville. This float bridge location fell between the existing Harsimus Cove #9 and Greenville Yard #10 float bridges. This newest bridge was numbered 9½ to keep the bridge numbering sequential.
[10] Following the 1976 formation of Conrail, Conrail owned the facility, but leased float bridge & carfloating operations to Brooklyn Eastern District Terminal to service BEDT, New York Dock and Baltimore & Ohio St. George facility.
[11] Two float bridges of unusual design (Arlington Humphrey Mallery type, patent 1903) were installed at Long Island City. The original Mallery design failed to take into consideration certain forces and the float bridges suffered catastrophic counterweight failures. One of these float bridges was rebuilt in 1905, and the second was rebuilt in 1906. Soon after this rebuild however, these two designs suffered additional difficulties and were redesigned once again by James B. French, as his self-contained apron design, patented 1911, but utilized the original Mallery gantries. It is believed that these rebuilt float bridges are bridges 5 & 6. Images in French's book show what is referred to as  the "rebuilt" float bridge matching the gantry construction design of the current #5. Also this image shows #6 with a shorter gantry (part of the original design flaw), but French states this images was taken prior to reconstruction. Current bridge gantries for #5 & 6 are of identical construction. Bridges 1 & 2 were believed to be completely new construction French patent bridges, and 3 & 4 were pontoon / Howe Trusses. But this early numbering sequence is not confirmed.
Aerial images studied by Paul Strubeck show an image dated 1924 with a single Howe Truss remaining in #3 position and corresponding empty space where #4 would be.

This also means sufficient space existed between 1 & 2 and 5 & 6 gantries for an addition pair of gantries if necessary, but these were never constructed.
[12] Listed in 1920 New York, New Jersey Port & Harbor Development Commission. Additional information lacking.
[13] Overhead catenary strung to end of float bridge for electric locomotives
[14] The Greenville Yard Car Float Transfer Bridge Assembly was first constructed in 1904 in conjunction with the building of the Greenville Yard. In that year three transfer bridges, Nos. 11,12, and 13 were erected. In 1910, transfer bridge No. 14 was added to the south end of the structure, and in 1925, transfer bridge No. 10 was added to the north end of the structure. On January 1, 1931 a spectacular fire destroyed the entire facility. Following the fire, several bridges, aprons, and other components were salvaged and utilized in the reconstruction. In 1943, Bridge No. 9 was added to the north end of the structure and in 1945 Bridge No. 12 was completely rebuilt.

The original three bridge transfer structure built at Greenville in 1904 was essentially an improved version of the Pennsylvania Railroad's innovative Harsimus Cove, New Jersey, car float transfer bridge facility built in 1888. The overall plan and design of the Greenville facility was a result of a study made by a committee of PRR line officers consisting of J. T. Richards, chief engineer maintenance of way; L. H. Barker, assistant chief engineer; R. M. Patterson and Wilson Brown, superintendents. The actual design and construction was under the direction of W. C. Bowles, assistant engineer of construction and F. C. Richardson, principle assistant engineer, both of whom reported to William H. Brown, chief engineer of the PRR. The "remarkable development in the machinery of the transfer house" was principally the work of F. L. DuBosque, assistant engineer of floating equipment for the PRR at Jersey City. DuBosque worked closely with the engineers and machinists at the Steele and Condict Company of Jersey City who built the lifting machinery. The other contractors involved in the project included Henry Steers, Inc. of New York City, builders of the foundations, steelwork, pile racks, bridges and aprons; the Cooper-Wigand-Cooke Company and the R.P. & J.H. Staats Company of New York, erectors of the transfer bridge superstructure and the transfer machinery housings.

Following the completion of the Greenville yard, a detailed article on the facility, focusing on the state-of-the-art transfer bridge arrangement, appeared in the journal Railway Age. The article provided several photographs, plan and elevation drawings, and detailed drawings of the important mechanical components, and the reader is referred to that report for specifics about the facility as it existed prior to its destruction by fire in 1931.

In 1910, to meet the increase in freight traffic along the line, a fourth transfer bridge, No. 14, was added to the south end of the group. The bridge, apron and superstructure work was contracted to Lewis F. Schoemaker & Company, Schuylkill Bridge Works Division of Philadelphia, Pennsylvania. Virtually all aspects of the structure and equipment were identical to the previous bridges. The sheet metal transfer house which sheltered both superstructures under one roof was of wood framing and matched the earlier structure. The apron for this bridge was rebuilt in 1919 following a new design which strengthened the floor and hinge connections.

In 1924 plans were drawn for the addition of Bridge No.10 to the north end of the group which was built and completed in 1925. The new construction required the removal of the existing pile ice fence and construction of a new and longer fence slightly further north. As with Bridge No. 14, Bridge No. 10 blended in seamlessly with the older adjoining structure, and other than minor improvements in the strength and capacity of the structure, it was essentially a mechanical twin to the others.

On January 1, 1931 at 4:30 pm, a fire broke out on the wooden superstructure over transfer bridge No. 10 during the loading of a car float with twenty five cars belonging to the New York, New Haven and Hartford Railroad. A short circuit in an electric motor was ultimately blamed for the fire. High winds fanned the flames and within fifteen minutes the wood frame transfer house enclosing the two bridge suspension structures was completely engulfed in flames. The fire spread rapidly to the bridges and four car floats below. One injury, a fractured ankle, was sustained by an employee who was trapped by the flames and jumped down a burning stairway to escape. Three clerks, one of whom turned in the first alarm to the Jersey City fire department, managed to escape with their personal belongings and their typewriters. The fire department responded with nine pieces of equipment but as their were no roads out to the transfer bridges, hoses and firemen were loaded onto engines and tenders and taken by rail the one mile out to the fire. Twenty tugs and fire boats rushed to the scene from around the harbor and began pouring a deluge of water on the fire while more than fifty firemen fought the blaze from the shore side. As the fire continued to spread, a second alarm was sounded bringing more Jersey City firemen and equipment to the scene. Three blazing car floats were pulled out into the bay and extinguished, sustaining various amounts of damage . The just loaded NYNH&H car float and its load of cars was also pulled free and extinguished but was considered a total loss. The spectacular blaze, visible from other shore points around the Bay, raged out of control for two hours and threatened to spread to other shorefront structures along the heavily built-up Jersey shore. The fire was extinguished after two more hours of heavy firefighting. The total loss was estimated by the Pennsylvania Railroad at between 500,000 and 1 million dollars. Three hundred men were initially out of work, but within two days were put to work on the repair work or at the other PRR yards in Jersey City.

The fire destroyed the entire superstructure of the transfer bridge facility as well as most of the machinery. Several of the wooden Howe truss bridges and the aprons were completely destroyed. The railroad salvaged and reused many of the components in order to get one of the bridges operating as quickly as possible. With the Greenville bridges completely out of service, the PRR immediately began rerouting freight cars through their Jersey City and Harsimus Cove transfer bridge facilities and the Lehigh Valley Railroad's car float terminal also in Jersey City.

Within days of the fire, the American Bridge Company of Trenton, New Jersey was contracted to rebuild the entire transfer bridge facility and supply three new plate girder main spans and aprons for Bridges Nos. 10, 13, 14. The fact that the transfer bridges were rebuilt essentially identical to the old bridges is testimony to the soundness of the original design. The major changes that were made were in the interest of fireproofing the facility and included the elimination of wood framing in the superstructure; the building of two separate sheet metal "sheave houses" around the upper level of the bridge and apron superstructures; and the building of separate sheet metal operators houses at the second level between the bridges. The result was a more open facility with outside steel stairways and exposed structural steel framework instead of the one main "transfer house" which had sheltered the whole operation.

In October 1939 the New York Bay Railroad Company (the division of the PRR which operated the carfloating and transfer bridges) authorized the complete rebuilding of bridge No. 12, including the replacement of the last remaining original wood Howe truss bridge dating from 1905. It is not clear from the plans whether the truss bridge was still in service at the time. As WWII expanded in Europe the reconstruction plans were put on indefinite hold. Following America's entrance into the war, demands to move carloads of war material across the bay to the Navy Yard and other facilities in Brooklyn, Long Island and the northeast increased dramatically and the decision was made to instead build a completely new transfer bridge (No. 9) at the north end of the facility. Construction of the new bridge could proceed with less interference with the operation of the other bridges. Following the completion of Bridge No. 9 and its placement in service on November 9, 1943, work on the rebuilding of bridge No. 12 was begun.

The rebuilding of Bridge No. 12 totaled $185,000 which included a new steel plate girder main span, a new apron span, superstructure strengthening and underpinning with 132 new greenheart pilings, new concrete footings, and a new sheet pile and concrete abutment for the shore end of the main span. Machinery was also upgraded including a 10 h.p. General Electric/Lingerwood mooring winch; a 15 h.p. Clyde capstan; new counter weights of cast iron, steel and concrete construction, two weighing 42,000 pounds for the apron and four weighing 54,000 pounds for the bridge; two GE 100 h.p. operating motors. a 440 volt control panel; a control desk; motor brakes, lifting screws, counter weight cables and sheaves.

Bridges 9, 11, 12, and 14, manufactured by American Bridge Co. of Trenton, New Jersey
Bridges 10 and 13 manufactured by McClintic Marsh Co. of Pittsburgh, Pennsylvania.

HISTORY OF THE GREENVILLE YARD CAR FLOAT TRANSFER BRIDGE ASSEMBLY
HAER No. NJ-49-A

[15] Unique  pontoon supported "composite" design of two outer steel plate girders with steel lattice truss up center.
[16] Following the formation of Conrail in 1976, (which wanted no part of rail-marine operations), carfloating for B & O St. George from Greenvile, NJ was contracted to Brooklyn Eastern District Terminal Upon the merger of Brooklyn Eastern District Terminal and New York Dock, New York Dock commenced carfloating to and from St. George until the yard closed in 1980.
[17] The location for the pontoon float bridge was towards the north end in the "old" Wallabout Basin with outshore end facing south.
After the Navy Yard was expanded, the overhead suspended contained apron was placed in the "new" Wallabout Basin, (which was further east), and with the outshore end of the transfer bridge facing north
[18] 1956 aerial seen in "Hoboken's Lackawanna Terminal", by T. Scull
1/15/1964 aerial seen in "Jersey City's Hudson River Development" by C. Caldes
[19] 11/1975 aerial by T. Flagg
[20] Referencing B. Schaffer images & info, the steel gallows used to install Bush 1 bridge on 6/1978 came from DL&W Hoboken Terminal.
[21] Following Hurricane Sandy on 27 October 2012, the Greenville Transfer Bridges suffered significant damage including severe underscouring of the support pedestals and a barge being driven into 10 Bridges' support towers. Following several engineering surveys, the damage sustained was too extensive to consider repair and the gantries razed on 17 November 2012.
[22] Bush 2 pontoon float bridge relocated to Greenville to expedite resumption of carfloating service following Hurricane Sandy Ocotber 2012.

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Photo Archives

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Bronx

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Queens


Long Island Railroad - Long Island City #1 & #2 - December 20, 2009
Restored appearance
P. F. Strubeck photo

added 03 May 2012

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Long Island Railroad - Long Island City #5 & #6 - December 20, 2009
Restored appearance
P. F. Strubeck photo

added 03 May 2012

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Brooklyn Eastern District Terminal - Pidgeon Street (1st) - Long Island City, Queens, NY - ca. 1958
S. Meyers photo
D. Keller archives
authors collection

added 03 May 2012

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Brooklyn Eastern District Terminal - Pidg
eon Street (2nd) - Long Island City, Queens, NY - October 20, 2008
P. F. Strubeck photo

added 03 May 2012

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Brooklyn


Brooklyn Eastern District Terminal - North 5th Street - Brooklyn, NY - July 123, 2008
Since scrapped.
P. F. Strubeck photo

added 03 May 2012

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Brooklyn Navy Yard - unknown Pony Plate Girder - April 28, 2012
Possible ex-DLW Hoboken #3
P. F. Strubeck photo

added 03 May 2012

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New York Dock - Fulton South (2nd) - Brooklyn, NY - May 20, 2011
P. F. Strubeck photo

added 03 May 2012

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New York New Jersey Rail - Bush 2 (2nd) - Brooklyn, NY - December 05, 2011
(ex-New York Cross Harbor / ex-New York Dock).
In service.
P. F. Strubeck photo

added 03 May 2012

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New York Cross Harbor - Bush 1 (2nd) - Brooklyn, NY - April 24, 2008
(ex-New York
Do
ck, ex-DL&W Hoboken #1)
P. F. Strubeck photo
added 03 May 2012

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New York City Economic Develpment Corp. - 65th Street / Bay Ridge - Brooklyn, NY - December 05, 2011
New 1999. north bridge (left in photo) in service by New York New Jersey Rail.
P. F. Strubeck photo

added 03 May 2012

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Manhattan


New York Central - West 69th Street (Contained apron / French) - Manhattan, NY - April 20, 2012
P. F. Strubeck photo
added 03 May 2012

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New York Central - West 69th Street (Pony Truss) - Manhattan, NY - May 13, 2009
P. F. Strubeck photo
added 03 May 2012

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New York Central - West 69th Street (Composite Howe / Pony Steel Truss) - Manhattan, NY - May 13, 2009
P. F. Strubeck photo
added 03 May 2012

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Baltimore & Ohio - West 26th Street - Manhattan, NY - April 28, 2012
P. F. Strubeck photo
added 03 May 2012

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Staten Island

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New Jersey


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