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New York New Haven & Hartford / Long Island - 65th Street / Bay Ridge

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


LONG ISLAND RAIL ROAD,
NEW YORK, NEW HAVEN & HARTFORD RAILROAD 
in partnership with the
P
ENNSYLVANIA
RR
as the
NEW YORK CONNECTING RAILROAD

65TH STREET - BAY RIDGE YARD & TERMINAL
Bay Ridge, Brooklyn, NY

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updated:
13 June 2024 - 21:00 CDT


update summary:

date:
memorabilia chapter added6/13/2024
tugboat images added5/15/2024Marine Roster
transfer bridge images added5/11/2024Transfer Bridges
page created
4/30/2024

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Table Of Contents
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History
The Pennsylvania & New York, New Haven & Hartford Railroads join forcesTransfer Bridges
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A Nail in the CoffinTwo More Nails in the CoffinThe New Era -
Removing the Nails from the Coffin
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LocomotivesIdler  / Reachers CarsMarine Roster
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Memorabilia




History

   The history of the 65th Street Yard & Terminal technically begins in November 20, 1875 and passenger service, with the construction of the New York, Bay Ridge and Jamaica Railroad, and the route was originally called the Manhattan Beach Branch. The railroad served both freight and passenger service; with terminals being at LIRR Atlantic Branch in East New York, and Evergreen Branch in Bushwick and eventually to Manhattan Beach which was east of Brighton Beach in Coney Island.

   Gradually this line was extended west to Bay Ridge shoreline to connect with ferries to and from Manhattan, as well as east to Fresh Pond to connect with the Long Island Rail Road there; then extended again to Greenpoint to meet the ferry at that location.


 
 The first segment, from the Bay Ridge Ferry (to South Ferry, Manhattan) to the junction of the Brooklyn, Bath and Coney Island Railroad (West End Line) at New Utrecht, opened on August 23, 1876. Trains were operated over the Brookyn, Bath & Coney Island trackge to Coney Island via trackage rights from this junction.

   Banker and financier Austin Corbin incorporated the New York and Manhattan Beach Railway on October 24, 1876, with the intent to build a branch of this line to Manhattan Beach and extend it beyond East New York to Greenpoint and Hunter's Point. Corbin gained control of the New York, Bay Ridge and Jamaica Railroad on November 15, 1876.


   The 
New York, Bay Ridge and Jamaica Railroad built the line from Bay Ridge east to New Lots, while the New York & Manhattan Beach Railroad built from Manhattan Beach north to what was called Manhattan Beach Junction - which was located near the present day intersections of Avenue H and Avenue I at East 17th Street.

    The 3 foot narrow gauge system opened to terminals at Bay Ridge and East New York on July 18, 1877, concurrently with the opening of the Manhattan Beach Hotel and the New York and Sea Beach Railroad. 


   The Glendale and East River Railroad was incorporated on March 26, 1874, to also build a 3 foot narrow gauge line from Greenpoint east to Glendale, Queens, and of which was also acquired by Corbin in November 1876. The line north from East New York to Jefferson Street was built by the New York & Manhattan Beach Railroad under the charter of the Brooklyn and Rockaway Beach Railroad (Canarsie Line), which gave its right to construct an extension to Hunter's Point to the 
New York & Manhattan Beach RR.

    The rest of the line from Jefferson Street to Greenpoint was built by the 
Glendale and East River Railroad, and leased by the New York & Manhattan Beach Railroad. This extension beyond East New York to Greenpoint opened at the beginning of the season on May 16, 1878.


Enter the Long Island Rail Road

   Austin Corbin acquired a controlling interest in the Long Island Rail Road on November 29, 1880 and became president of same on January 1, 1881. In December 1881, the Long Island Rail Road leased the New York & Manhattan Beach and 
New York, Bay Ridge and Jamaica Railroads and operated them as the "Manhattan Beach Division", with plans to convert them to standard gauge (4 feet 8½ in) and build connections to the Long Island Railroad's Atlantic Avenue Division and Montauk Division.

   The lines from East New York to Manhattan Beach and Bay Ridge were also converted to standard gauge after the 1882 season, and the Long Island City and Manhattan Beach Railroad (incorporated February 24, 1883) built a connection from the new Cooper Avenue Junction north to another new junction, Fresh Pond Junction, on the Montauk Line. Trains began running from Flatbush Avenue to Manhattan Beach via the Atlantic Avenue Division on May 30, 1883, and from Long Island City via the Montauk Division on June 2, 1883.

   For the 1884 season (opened May 29), the double-track narrow gauge line between East New York and Greenpoint was replaced with a single standard gauge track.1885 was the final year that trains ran to Greenpoint, and the line between Greenpoint and the Bushwick Branch crossing was abandoned in October; they started using Bushwick instead in the 1886 season.

   Passenger trains stopped serving the line, later the Evergreen Branch, to Bushwick in 1894.


1878
added 02 May 2024

ca. 1884
A. Huneke archives
added 02 May 2024
Bay Ridge Improvement, proposed - 1910
added 02 May 2024


  With the basic route now outlined, let us progress to the building of the yard.

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The Pennsylvania & New York, New Haven & Hartford Railroads join forces


   Meanwhile in the Port Morris section of the Bronx; the New Haven Railroad exhausted all its available space at their Harlem River Yard (at the foot of Willis Avenue) which was comprised of only 12 miles of yard track and four pontoon type float bridges.

   So, in 1900, the New York, New Haven & Hartford Railroad commenced in constructing a larger, modern yard a few miles northeast of the Harlem River Yard at Oak Point: 90 acres of mostly virgin land were created, filled and graded; to contain over 30 miles of yard tracks, capable of handling 3,000 cars.

   But most importantly: up-to-date electrically operated overhead suspended transfer bridges Oak Point, the Bronx of the new James B. French Patent. planning was for minimal warehouses or freight storage, as this yard was designed with speedy transfer of freight cars from carfloats.

   As the Bronx was the southernmost freight point of
the New York, New Haven & Hartford Railroad, this terminal was extremely crucial to all their service throughout New England:


New York, New Haven & Hartford RR network
added 02 May 2024

  The history of this facility can be read here:

New York, New Haven & Hartford RR: Harlem River Yard - Hell Gate Yard - Oak Point Yard; the Bronx, NY


   But n
o matter which water route the New York, New Haven & Hartford took from the New Jersey terminals: across the Hudson River to the Harlem River to Oak Point, or traversing the East River, through Hell Gate to Oak Point; require navigating through the treacherous Hell Gate channel. Many vessels sunk or foundered there after losing power and getting dashed upon the rocks; and the transit time could be extensive and time consuming as well.

   Most carfloat movements were timed for direction of the tides; it was significantly easier to be carried along with the tide than fight against it. And Hell Gate was notorious for fast and dangerous currents. A "late boat" (not on tidal schedule) heading against the current through Hell Gate had its speed reduced to a mere two or three knots (2½ - 3 mph) in comparison to their normal speed of 7-10 knots (or 8-12 miles per hour) and this required more time than usual to transit the river.

   And keep in mind that during the first third of the 1900's, tugboat power was quite limited - usually under 750 horsepower.

   So, "an almost" direct rail route was planned, or as direct as one could make it on land. This led to the formation of the New York Connecting Railroad; to coincide with the construction of the Hell Gate Bridge over the channel.

   And the route chosen was that of the mostly already built by the passenger railroads outlined in the above chapter. The only leg of the route not already built, was that from Fresh Pond Junction through the Queens neighborhoods to Astoria and where the Hell Gate Bridge was to be constructed. To achieve sufficient clearance for ships the bridge needed to be high enough, and this necessitated the building of high viaducts of shallow incline to allow heavy freight trains to climb.

   In conjunction with that; the Bay Ridge Yard was constructed to provide an even more southern terminal for the New York New Haven & Hartford Railroad; and that which was easy for railroad marine craft to access and utilize. No more battling against East River & Hell Gate currents. Load at the Pennsylvania Railroad's Greenville, New Jersey transfer facility, go across Upper New York Harbor to Bay Ridge, Brooklyn and unload. Repeat for west & southbound rail traffic.

   What was a 14½ miles one way trip from Greenville, New Jersey; north through New York Bay, up the narrow East River, around Welfare Island; through Hell Gate and its freaky currents to Oak Point in the Bronx and took about 90 minutes now was reduced to 15 minutes.

   Also, keep in mind, during the late Nineteenth and through the first 60 years of Twentieth Century, all the rivers and estuaries around New York City were clogged with traffic: passenger ferries, lighters, scows, barges, carfloats, and tugs from all the other railroad terminals. Add these to the plethora of passenger ocean liners arriving and departing the Hudson steamship piers, as well as ocean going freighters from around the world.

   The waterways in and around New York Harbor were the life blood of the city and it's inhabitants: Brooklyn, Queens, and Long Island all received all their waterborne freight via this path. Freight from the western portion of the United States had to cross the Hudson River to get to the Bronx and New England.

   Think of it like this: all this waterborne traffic amounted to bad cholesterol in arteries - they were clogged and blood moving slowly. Maritime traffic in around New York City today is nothing compared to what it once was. What we see in the present day regarding vehicular gridlock on the streets and highways, took place on the waterways only a slightly lesser degree.

   The planning for the Bay Ridge Freight Yard dates back to 1892; when the Pennsylvania RR was looking for a doorway into New England freight traffic. Most of the routes in New England were already developed and claimed, and perhaps in learning a lesson from the rate war with the New York Central over their trying to build into PRR's territory; building a new railroad in competition was out of the question.

   But it could partner with an existing railroad; and the most extensive railroad throughout New England was the New York, New Haven & Hartford Railroad. Beside which, the Pennsylvania was a "mortal enemy" of the New York Central; and anything that would help them gain territory in customer competition was an advantage.

   Also, in 1900, the Pennsylvania gained control of the Long Island Rail Road; which owned the Bay Ridge Branch, so that was another positive aspect to the routing.

   But the railroads still needed to cross from Queens to the Bronx. And for that they turned to Gustav Lindenthal. So much has been written on the Hell Gate bridge I will not cover it here. But its construction was an extremely integral part of the New York Connecting Railroad, and to get freight from Bay Ridge to Oak Point, that I should at least mention it.

   The New York Connecting Railroad had been originally incorporated in 1892 for $100,000; but by 1899, had only sold $41,000 worth of stock. The Pennsylvania Railroad purchased all outstanding shares of the New York Connecting Railroad, and in accordance with their agreement, sold half of that to the New York, New Haven & Hartford Railroad.

   In 1905, the New York Connecting Railroad (now financed by the Pennsylvania) began a very vigorous acquisition of land for the right of way north of Fresh Pond Yard of the LIRR to Astoria shore line to build the viaduct for as we as the Hell Gate Bridge itself.

   In 1907, the City of New York approved the franchise, and the Pennsylvania Railroad and the New York, New Haven & Hartford Railroad started construction in 1910 (date suspect)
   

   James McRea, president of the PRR, stated in 1909,

 "There is nothing in alternative routes, unless at some time in the future the New York Connecting Railroad becomes congested. I reached that conclusion five years ago, and I have no reason to change my mind. For economy of construction and operation and over the shortest route for both freight and passenger traffic; the New York Connecting Railroad is the best for our system."

   It should also be noted that part of this construction included a connection from Sunnyside Yards in Queens; which was the passenger coach yard for Pennsylvania Station in Manhattan; as well a Railway Express station; could now also be connected to the Hell Gate Bridge (New York Tunnel Extension).

   This meant the Pennsylvania Station was no longer an "end terminal" (like Grand Central Terminal was) and where trains terminated; but had in fact become a through station on trains continuing up to Boston. But this was passenger service and nothing to do with the Bay Ridge Yard or freight service.

 GENERAL PLAN FOR TRAFFIC FACILITIES AT NEW YORK

The component elements of the general plan outlined by the late A. J. Cassatt, President, in his open letter to the Board of Rapid Transit Railroad Commissioners of the City of New York, dated January 18th, 1906, are indicated on Fig. 1, and may be briefly summarized as follows:
1.   The Pennsylvania Tunnel and Terminal Railroad, generally referred to as the New York Tunnel Extension of the Pennsylvania Railroad. This line begins near Newark, N. J., crosses the Hackensack Meadows, and passes
      through Bergen Hill and under the North River, the Borough of Manhattan, and the East River to the large terminal yard, known as Sunnyside Yard, in Long Island City, Borough of Queens, New York. The line will be
      more fully described elsewhere.

2.   The electrification of the Long Island Railroad within the city limits.
3.   The Pennsylvania freight terminal yard and piers at Greenville, N. J., connecting by carfloat with the Bay Ridge terminal of the Long Island Railroad.
4.   The Bay Ridge Improvement of the Long Island Railroad from East New York to Bay Ridge.
5.   Yards for increasing the freight facilities in the Boroughs of Brooklyn and Queens.
6.   The Atlantic Avenue Improvement in Brooklyn, involving the removal of the steam railroad surface tracks and the extensive improvement of the passenger and freight station at Flatbush Avenue.
7.   The New York Connecting Railroad, extending through a part of the Borough of Queens and crossing the East River by a bridge at Ward's and Randall's Islands to Port Morris, N. Y.
8.   The Glendale Cut-Off of the Long Island Railroad.
9.   New piers and docks in Newtown Creek at its confluence with the East River.
10.  Electrification of the United Railroads of New Jersey Division from Newark to Jersey City.

The parts sustained by these elements in the work of transportation and distribution are briefly as follows:

The New York Tunnel Extension is essentially a passenger line, although the Company has not only the legal powers but also the facilities for making it a through route for freight if desired. It will transport passengers to and from the centrally located station at 33d Street and Seventh Avenue in New York City, joining the Long Island System at Sunnyside Yard, and, by means of the New York Connecting Railroad, it will form a link in the through traffic line, connecting the whole Pennsylvania System with the New England States.

This line has been designed for the safe and expeditious handling of a large volume of traffic. The requirements include handling the heaviest through express trains south and west from the main line as well as the frequent and lighter local-service trains. For through service the locomotive principle of operation has been adhered to, that is, electric locomotives will take up the work of the steam locomotives at the interchange yard at Harrison, N. J., and, for excursion and suburban service to nearby towns, provision will be made for electric locomotives, or by operation of special self-propelled motor cars in trains, the project being planned to give the greatest flexibility in method of operation to meet the growing demand in the best way.

The New York Connecting Railroad has important functions both for freight and passenger service. When constructed it will be about 12 miles long, and will form a part of the line to the New England States for through passenger and freight service, and also carry local freight to and from Sunnyside Yard and Brooklyn, and all points on Long Island. By means of this line it will be possible to make the Brooklyn station at Flatbush Avenue a station on the through System for New England as well as the Western States.

The initial equipment of the Western Division of the Long Island Railroad for electric traction has been made in advance of the opening of the tunnel line in order to take care of the requirements of the Atlantic Avenue improvement. This improvement involved the elimination. of grade crossings within the City of Brooklyn and the conversion of the railroad line which was previously on the surface of the streets to part subway and part elevated line from the Flatbush Avenue Terminal to East New York Station, a distance of 5 miles. One of the requirements of this improvement was that the motive power should be changed to some form of power not involving combustion. This led to the adoption of electricity, and, in order to meet operating necessities, involved the electrification of connecting lines beyond the improvement proper, so that local service could be handled to the end of the runs without changing the motive power.

 The extent of the electrification thus required was found to be about 100 single-track miles. This extensive electrification work was undertaken and completed in the summer of 1905, upon the completion of the Atlantic Avenue improvement proper, and since that time has been in successful operation. On the near approach of the construction of the New York Terminal improvement, plans for additional electrification on the Long Island Railroad were made, and the work is now in progress on the extensive additions required to couple up the tunnel extension with the various lines centering at the Long Island City terminus.

The Bay Ridge Improvement of the Long Island Railroad comprises the readjustment of the right of way and the establishment of new grades in order to do away with grade crossings from the freight terminal at Bay Ridge to a junction with the New York Connecting Railroad at East New York, a distance of 10.4 miles. It also provides for the re-location of the line and the elimination of grade crossings on the branch running to Manhattan Beach, a distance of 3.7 miles. The work is being executed without interrupting traffic, and in all about 75 grade crossings will be abolished. This improvement became necessary in order to provide for the rapid extension of population into the suburban districts and for the present and future requirements of the section, to establish municipal conveniences and facilities, and to open additional streets across the right of way. To accomplish these ends, the line has been built in cuts and on embankments, there being about 6.4 miles of the former, 3.3 miles of the latter, and a tunnel, 3 500 ft. long, where the line crosses the Atlantic Avenue improvement.

The Atlantic Avenue improvement, as mentioned above, involved the removal of the railroad tracks from the street surface for a distance of about 5 miles. This was done by constructing a series of elevated and subway structures, there being about 2.1 miles of the former, 2.4 miles of the latter, and 0.8 mile of approaches, eliminating more than 90 grade crossings. In the light of recent developments, it may be of interest to note that one of the reasons for establishing a combination elevated and subway line was that, at the time the improvement was projected, no underground railroad in the country, of similar length and carrying a heavy volume of local traffic, was operated by electricity, and public sentiment was against the operation of the entire length of
the line underground by steam power. This improvement also provided for depressing the entire Flatbush Avenue station and a freight yard. As the work progressed, the original plans for the station were greatly enlarged, the remodeled station covering about 61 city lots.

The main point of passenger distribution is the New York station. Other important stations will be Flatbush Avenue, Brooklyn; Jamaica, Long Island, where the changes to and from electric motive power will be made; and Newark, N. J. Many other places, including the seaside resorts on Long Island and in New Jersey, will feel the benefits of the direct tunnel railroad into and through New York City. The Glendale Cut-Off will materially shorten the route and running time from New York through the tunnels to Rockaway Beach.

The plans contemplate that passengers to and from the lower part of Manhattan will be carried by the steam line between Newark and Jersey City and cross the North River by ferry or the Cortlandt Street tunnels of the Hudson Company. Eventually, the old main line will be electrified and supersede the steam service between Newark and Jersey City.

The Greenville Yard is the most important point for the receipt, transmission, and distribution of freight. From this point freight can be transported, without breaking bulk, by a comparatively short carferry to the Long Island Railroad terminus at Bay Ridge, and thus a very large part of the Pennsylvania Railroad Company's floatage in New York Harbor and the East River will be abolished, the floatage distance being reduced in the case of the New England freight from about 12 to 3 miles. This traffic will be routed from Bay Ridge via the Long Island Railroad to a connection with and thence over the New York Connecting Railroad to the New York, New Haven and Hartford Railroad at Port Morris, NY.

As the facilities for the handling of freight in the Boroughs of Brooklyn and Queens had become insufficient for taking care of the prospective traffic, eleven new local delivery yards, having a combined area of about 2,153 city lots, have been established, and three existing yards are to be improved and enlarged so as to give a combined area of about 687 city lots.

Of these new yards, the Bay Ridge freight terminal, containing about 790 city lots, is the largest; its functions. have been described above. There is a freight terminal at East New York 200 ft. wide and a mile long, containing about 566 city lots, which will be the distributing point of freight for the entire East New York section. This yard is depressed, and will be crossed by six viaducts carrying city streets. The North Shore freight yard, containing 109 city lots, is connected with the Montauk Division by an overhead construction, known as the Montauk Freight Cut-Off, whereby all freight traffic to Jamaica may be kept out of the way of the Jamaica passenger traffic from the tunnels.

It may be of interest to indicate briefly how much has already been accomplished in the execution of this general plan, and what still remains to be done for its completion.

The larger part of the electrification of the Long Island Railroad and the elimination of grade crossings within the built-up city limits, the Atlantic Avenue improvement, and the yard and piers at Greenville, have been completed. The Sunnyside Yard and the Glendale Cut-Off will be completed during the next twelve months. On the Tunnel and Terminal Railroad the embankment and bridge work across the Hackensack Meadows and all the tunnels and excavation from the west side of Bergen Hill to Long Island City, except a short section near the eastern end of the line, have been completed. The New York station and other buildings and facilities connected therewith are well advanced. The laying of the track, the electrification of the line, and the installation of the signaling and lighting systems are under way. It is anticipated that the line will be ready for operation in the spring of 1910.

Report has been made to the Public Service Commission that a large part of the right of way for the New York Connecting Railroad has been obtained, and more than $3 000 000 has been spent by this railroad. The piers and docks at Newtown Creek and the electrification of the line from Newark to Jersey City are not yet actively under way.


ESTIMATED COST OF THE IMPROVEMENTS

As appears from the foregoing statement, only parts of the improvements contemplated in the general scheme have been completed, others are in progress, and others have not yet been commenced. It is therefore impossible at the present time to make a close estimate of the total expenditure involved in the execution of the entire scheme. The following estimate of the cost of the Pennsylvania Railroad Company's improvements in the New York District when fully completed is based on the best information now available:


the line underground by steam power. This improvement also provided for depressing the entire Flatbush Avenue station and a freight yard. As the work progressed, the original plans for the station were greatly enlarged, the remodeled station covering about 61 city lots.

The main point of passenger distribution is the New York station. Other important stations will be Flatbush Avenue, Brooklyn; Jamaica, Long Island, where the changes to and from electric motive power will be made; and Newark, N. J. Many other places, including the seaside resorts on Long Island and in New Jersey, will feel the benefits of the direct tunnel railroad into and through New York City. The Glendale Cut-Off will materially shorten the route and running time from New York through the tunnels to Rockaway Beach.

The plans contemplate that passengers to and from the lower part of Manhattan will be carried by the steam line between Newark and Jersey City and cross the North River by ferry or the Cortlandt Street tunnels of the Hudson Company. Eventually, the old main line will be electrified and supersede the steam service between Newark and Jersey City.

The Greenville Yard is the most important point for the receipt, transmission, and distribution of freight. From this point freight can be transported, without breaking bulk, by a comparatively short carferry to the Long Island Railroad terminus at Bay Ridge, and thus a very large part of the Pennsylvania Railroad Company's floatage in New York Harbor and the East River will be abolished, the floatage distance being reduced in the case of the New England freight from about 12 to 3 miles. This traffic will be routed from Bay Ridge via the Long Island Railroad to a connection with and thence over the New York Connecting Railroad to the New York, New Haven and Hartford Railroad at Port Morris, N. Y.

As the facilities for the handling of freight in the Boroughs of Brooklyn and Queens had become insufficient for taking care of the prospective traffic, eleven new local delivery yards, having a combined area of about 2 153 city lots, have been established, and three existing yards are to be improved and enlarged so as to give a combined area of about 687 city lots. Of these new yards, the Bay Ridge freight terminal, containing about 790 city lots, is the largest; its functions. have been described above. There is a freight terminal at East New York 200 ft. wide and a mile long, containing about 566 city lots,

which will be the distributing point of freight for the entire East New York section. This yard is depressed, and will be crossed by six viaducts carrying city streets. The North Shore freight yard, containing 109 city lots, is connected with the Montauk Division by an overhead construction, known as the Montauk Freight Cut-Off, whereby all freight traffic to Jamaica may be kept out of the way of the Jamaica passenger traffic from the tunnels.

It may be of interest to indicate briefly how much has already been accomplished in the execution of this general plan, and what still remains to be done for its completion.

The larger part of the electrification of the Long Island Railroad and the elimination of grade crossings within the built-up city limits, the Atlantic Avenue improvement, and the yard and piers at Greenville, have been completed. The Sunnyside Yard and the Glendale Cut-Off will be completed during the next twelve months. On the Tunnel and Terminal Railroad the embankment and bridge work across the Hackensack Meadows and all the tunnels and excavation from the west side of Bergen Hill to Long Island City, except a short section near the eastern end of the line, have been completed. The New York station and other buildings and facilities connected therewith are well advanced. The laying of the track, the electrification of the line, and the installation of the signaling and lighting systems are under way. It is anticipated that the line will be ready for operation in the spring of 1910.

Report has been made to the Public Service Commission that a large part of the right of way for the New York Connecting Railroad has been obtained, and more than $3 000 000 has been spent by this railroad. The piers and docks at Newtown Creek and the electrification of the line from Newark to Jersey City are not yet actively under way.

ESTIMATED COST OF THE IMPROVEMENTS.

As appears from the foregoing statement, only parts of the improvements contemplated in the general scheme have been completed, others are in progress, and others have not yet been commenced. It is therefore impossible at the present time to make a close estimate of the total expenditure involved in the execution of the entire scheme. The following estimate of the cost of the Pennsylvania Railroad Company's improvements in the New York District when fully completed is based on the best information now available:

New York Tunnel Extension and Station,
    including Interchange Yards at Harrison, N. J., and
    Sunnyside, L. I., P. T. & T. R. R. Co.....
$100,000,000
Long Island Railroad electrification, Bay Ridge and Atlantic Avenue
    improvements, Glendale Cut-Off, freight yards, and new equipment...
$35,000,000
New York Connecting Railroad, to be built jointly by the Pennsylvania R. R. Co.
    and the New York, New Haven and Hartford R. R. Co., about....
$14,000,000
Pennsylvania Railroad improvements in the State of New Jersey, electrification of
    line from Jersey City to Park Place, Newark, Greenville freight line and terminal
    on New York Bay.....
$10,000,000
$159,000,000


CORPORATE ORGANIZATION AND FRANCHISE CONDITIONS

As the tunnel extension lies partly in the State of New Jersey and partly in the State of New York, it was necessary to charter two companies, each covering the territory within the State to which it belonged. The New Jersey corporation was entitled the Pennsylvania, New Jersey and New York Railroad Company, and the New York corporation, the Pennsylvania, New York and Long Island Railroad Company. These organizations were completed early in 1902. Subsequently, after the tunnels had been joined under the North River, the companies were consolidated, on June 26th, 1907, and thereby formed the present company under the name of the Pennsylvania Tunnel and Terminal Railroad Company, a corporation of both States.

Mr. Cassatt, President of the Pennsylvania, New York and Long Island Railroad Company, made application in its behalf for a franchise to extend the lines of the Pennsylvania Railroad by tunnels. under the North River to a passenger station to be erected in New York City and thence under the East River to a connection with the Long Island Railroad, on May 5th, 1902.

The franchise for that part of the tunnel line which is within the State of New York, that is, from the boundary line between New York and New Jersey, in the Hudson River, to the eastern terminus at Sunnyside Yard, Long Island, is contained in the certificate issued by the Board of Rapid Transit Railroad Commissioners of the City of New York on October 9th, 1902.

The essential features of the franchise have been summarized substantially as follows in the report of the Committee of the Board of Rapid Transit Railroad Commissioners of the City of New York, dated June 14th, 1902:

First. A grant by the city in perpetuity of rights, subject, however, to a periodic re-adjustment of payments at intervals of twenty-five years, as follows:

(a) To construct and operate a railroad of two tracks from the boundary between New York and New Jersey under the Hudson River opposite the westerly foot of Thirty-first Street, Borough of Manhattan, thence running under the Hudson River and Thirty-first Street to the East River and under the East River to a terminus in Queens Borough. The Company is permitted on notice within ten years to give up the right to these two tracks.

(b) A like right for a railroad of two tracks beginning near the same point under the Hudson River, thence running under Thirty-second Street to the East River, and under that river to the terminus in Queens Borough, with a right for two additional tracks in Thirty-second Street, west of Ninth Avenue, and one additional track between Seventh and Fifth Avenues in Manhattan.

(c) A like right for a railroad of two tracks beginning at the station terminal site at Thirty-third Street and Seventh Avenue and thence running under Thirty-third Street and the East River to the terminal in Queens Borough, with a right for one additional track on Thirty-third Street, between Seventh and Fifth Avenues.

(d) A right to maintain a terminal station occupying the four blocks bounded by Thirty-first Street, Seventh Avenue, Thirty-third Street and Ninth Avenue, the lots on the east side of Seventh Avenue between Thirty-first and Thirty-third Streets, and the underground portions of Thirty-first and Thirty-third Streets, between Seventh and Eighth Avenues and between

Eighth and Ninth Avenues, the Company having itself acquired the land included in such four blocks and lots on the east side of Seventh Avenue.

(e) To occupy for such terminal facilities all of Thirty-second Street lying between the westerly side of Seventh Avenue and the easterly side of Eighth Avenue, and between the westerly side of Eighth Avenue and the easterly side of Ninth Avenue. As soon as the statutory right of the city authorities to make the conveyance shall be put beyond doubt the Railroad Company is obliged to buy such two portions of Thirty-second Street, which will then become completely dedicated to the purposes of their station. (These portions of Thirty-second Street were subsequently purchased by the Railroad Company.)

(f) To have along such routes the necessary facilities for the operation of passenger and freight trains, including telegraph wires and the various wires and cables for the distribution of power, heat, and light.

Second. The requirement of the consent of the Mayor, the Board of Aldermen, the Board of Estimate and Apportionment, and the other authorities of the city having control of the streets.

Third. The obligation of the Pennsylvania Company to begin construction within three months after obtaining the necessary consents and complete the railroad within five years after construction shall begin, except the route under Thirty-first Street, for the completion of which the company is allowed ten years after the completion of the remainder of the railroad.

Fourth. Payments by the Pennsylvania Company for the first twenty-five years, as follows: A rental of $200 per annum for the right to occupy land under the Hudson and East Rivers outside of pier lines. A rental for ground within pier lines and for underground portions of streets in Manhattan Borough, at fifty cents per linear foot of single track per annum, for the first ten years, and during the next fifteen years one dollar per annum per linear foot. A rental for ground within pier lines and for underground portions of streets in Queens Borough at one-half the rates payable for Manhattan Borough. A rental for underground portions of Thirty-first and Thirty-third Streets, between Seventh and Eighth Avenues, and between Eighth and Ninth Avenues (such portions extending almost up to the surface, except under the south sidewalk of Thirty-first Street and north sidewalk of Thirty-third Street) at $14 000 per annum for the first ten years, and at $28 000 per annum for the next fifteen years.

For the portions of Thirty-second Street, between Seventh and Eighth Avenues, and between Eighth and Ninth Avenues, when the statutory power of the city to make a sale shall be put beyond doubt,
the city is to sell and the Railroad Company is required to buy such portions for the sum of $788 690. The rentals for river and track rights begin at the date of operation. For the underground spaces under Thirty-first and Thirty-third Streets, used for station extension, the rentals begin at the commencement of construction, or when the company entered thereon.


   After the Pennsylvania Railroad gained control of the Long Island Rail Road in 1900, floating operations between New Jersey and Long Island became more important than ever. Between 1911 and 1917, the Bay Ridge Yards, carfloat facilities were planned to be connected to New England via the Bay Ridge Branch.

   Commencing in 1904, the City of New York forced the Long Island Rail Road to grade seperate the Bay Bridge Branch from the streets and avenues as well as the steam railroads providing rapid transit routes where the LIRR crossed at grade.

   An excellent resource pertaining to this, including images; can be found here:


History of the Work of Eliminating Grade Crossings by the Brooklyn Grade Crossing Commission,
a Joint Undertaking Between the City of New York, the Long Island R.R. Co. and the Brooklyn Heights R.R. Co., April 30, 1918

   With the opening of Hell Gate Bridge on March 9, 1917, an direct "almost" all-land connection between Bay Ridge and the Bronx via Brooklyn & Queens shortened the required route between the Pennsylvania Railroad and the New York, New Haven & Hartford Railroad.
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The 65th Street - Bay Ridge Yard Transfer Bridges



drawing of the proposed transfer bridges at 65th Street - Bay Ridge Yard - ca. 1916
Development of the Car Float Transfer Bridges in New York Harbor; James B. French - 1917
authors collection

added 03 February 2011
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.


   The 65th Street -  Bay Ridge Terminal was now a 3.3 mile hop, skip and jump across Upper New York Bay.



Port Facilities of Port of New York - 1942 Edition
Plate 29
(digital) collection of author
hardcopy: University of Texas - Austin
added 02 May 2024
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LIRR / NYNH&H RR - 65th Street / Bay Ridge Yard & Transfer Bridges - 1951
from left to right: "Davey", "Charlie", "Benny", "Abie"
(construction of Owls Head Sewarge Treatment Plant)
Fairchild Aerial Survey Photo
New York State Library Digital Collections

added 11 May 2024

.
.


LIRR / NYNH&H RR - 65th Street / Bay Ridge Yard & Transfer Bridges - 1960
U.S. President's Railroad Commission Photographs
Franklin, H. H. photo
Cornell University Library Digital Collections

added 11 May 2024
.

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LIRR / NYNH&H RR - 65th Street / Bay Ridge Yard & Transfer Bridges "- 1960
from left to right: "Abie", "Benny", Charlie" and Davey"
LIRR #447 working "Benny"

U.S. President's Railroad Commission Photographs
Franklin, H. H. photo
Cornell University Library Digital Collections
added 11 May 2024
.

.

LIRR / NYNH&H RR - 65th Street / Bay Ridge Yard & Transfer Bridges - 1960
LIRR RR #447 [ALCo S2] working "Benny"

U.S. President's Railroad Commission Photographs
Franklin, H. H. photo
Cornell University Library Digital Collections

added 11 May 2024
.

.

LIRR / NYNH&H RR - 65th Street / Bay Ridge Yard & Transfer Bridges - 1960
LIRR #447 [ALCo S2]
U.S. President's Railroad Commission Photographs
Franklin, H. H. photo
Cornell University Library Digital Collections

added 11 May 2024
.

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LIRR / NYNH&H RR - 65th Street / Bay Ridge Yard & Transfer Bridges - 1960
NYNH&H RR Tug "Transfer #21"
U.S. President's Railroad Commission Photographs
Franklin, H. H. photo
Cornell University Library Digital Collections

added 11 May 2024

 
   Equipped with four of the newest type of electrically operated transfer bridge, and that matched the design of those built at Oak Point, were of the James B. French Patent. They were state of the art, and designed to handle the newest and heavy freight cars being constructed at that time.

   From north to south:


New York, New Haven & Hartford / Long Island Rail Road

"Davy"

(northernmost)

overhead suspension
 / contained apron (French patent)
1916 - 1972out of service 1970
demolished 1972
New York, New Haven & Hartford / Long Island Rail Road

"Charlie"

overhead suspension
 / contained apron (French patent)
1916 - 1972out of service 1970demolished 1972
New York, New Haven & Hartford / Long Island Rail Road

"Benny"

overhead suspension
 / contained apron (French patent)
1916 - 1972out of service 1970demolished 1972
New York, New Haven & Hartford / Long Island Rail Road

"Abie"

(southernmost)

overhead suspension
 / contained apron (French patent)
1916 - 1972out of service 1970
demolished 1972





both images above:
History of the Work of Eliminating Grade Crossings by the Brooklyn Grade Crossing Commission,
a Joint Undertaking Between the City of New York, the Long Island R.R. Co. and the Brooklyn Heights R.R. Co., April 30, 1918

added 02 May 2024
.

.

   This maybe the first and possibly only freight terminal in New York Harbor to have actually named the transfer bridges: "Abie", "Benny", "Charlie" and "Davy". As far as known all other transfer bridges throughout New York Harbor were numbered as in the cases of the Pennsylvania RR, i.e.: "9 bridge", "10 Bridge" et al; or simply known by their location: "Erie West 28th Street", or Brooklyn Eastern District Terminals' "North 6th Street Bridge."

   Each transfer bridge apron had two tracks leading from it into a yard, with several ladder tracks in each yard. This permitted two or more carfloats to be drilled (loaded / unloaded) at one time. It also permitted yard crews to assemble trains for northbound travel, while a carfloat was being drilled.

   Three track "interchange" carfloats would be moored to the bridge, and cars would be pulled or pushed to / from the carfloats by a switching locomotive. Northbound trains were made up from these cars and when completed, would be dispatched to the Bronx and New England by road locomotives. South & westbound trains arrived, to be "broken up" and to be loaded onto the carfloats for dispatch to New Jersey. One carfloat at one bridge might go to the PRR Greenville Terminal, another might go to New York Central Weehawken Terminal.

   This arrangement permitted 1,000 cars a day or more to be handled, and as shown during the period of heaviest freight railroad traffic from 1920 through 1950.

   Following the passage of the Kaufmann Act (anti-smoke legislation); the New York Connecting Railroad in 1925, and likewise the Pennsylvania and New York, New Haven and Hartford Railroad's individually set about electrifying the Bay Ridge Branch, including the Bay Ridge Yard. This electrification was completed in 1927.
.

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A nail in the coffin...


   Carfloating to and from Bay Ridge diminished severely curtailed in the late 1960's with the majority of Class 1 freight railroads in the Northeast filing for bankruptcy, leading to the creation of Penn Central in 1968.

   In an effort to tighten the belt; carfloating / transfer bridge operations ceased at Bay Ridge; however the yard was used for storage of freight cars for the very few customers still active along the Bay Ridge Branch, as well as interchange traffic to and from Bush Terminal.



Brooklyn Army Terminal Float Bridge (& 65th Street Yard & proposed Float Bridges)
P. M. Goldstein collection
added 02 May 2024

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Two more nails in the coffin

   With the opening of the Verrazzano Narrow Bridge between Staten Island and Brooklyn in 1964, and with the Staten Island Expressway connecting the Verrazzano with New Jersey via the Goethals Bridge; this kicked the door wide open in regards to motor freight (tractor trailers) now being able to directly enter Brooklyn; and with it, Queens and Long Island from the freight yards in New Jersey. Using the railroads to carfloat freight into Brooklyn was no longer the sole route of transportation, and likewise carfloat traffic diminished. 

   Also at this point in time, containerized freight or "CONEX" (CONtainerized EXpress) came on scene. First developed in World War II; and after proving successful in Korea, the system was developed into the Container Express (CONEX) box system in late 1952. The size and capacity of the CONEX were about the same as the WWII Transportation System, but now the system was made modular, by the addition of a smaller, half-size units of 6 ft 3 in long, 4 ft 3 in  wide and 6 ft 10 1⁄2 in high. CONEX'es could be stacked three high, and protected their contents from the elements.

   By 1965, the US military had some 100,000 CONEX boxes. By 1967, over 100,000 more had been procured to support the escalation of the Vietnam War, making this the world's first intercontinental application of intermodal containers. More than three quarters were shipped only once, because they remained in theatre. The CONEX boxes were as useful to the soldiers as their contents, in particular as storage facilities where there were no other options.

   The term "CONEX" remains in common use in the US military to refer to the similar but larger ISO-standard shipping containers. Like most things developed for the military, it was only a matter of time until the civilian sector got a hold of it, and if necessary; modified it for widespread commercial use. 

   So, when containerized freight was proven to be reliable and expeditious; container terminals were built in some of the now empty railroad yards and industrial wastelands in New Jersey. They were distant enough so as not to bother residential neighborhoods, but close enough to the New York City Metropolitan area via major thoroughfares, that these Container Terminals were within two to three hours of their final delivery point, often times less.

   Furthermore, most of the piers in New York Harbor had well surpassed their useful age and most were in a state of severe dilapidation. Container ships by nature are huge; and need infrastructure to support them. So new modern container ports and handling facilities were constructed in Newark Bay and
the west side of Staten Island in Arlington where vast tracts of land was available, as well as cheap.

   With these facilities, a container could be offloaded from and trans-oceanic ship to truck in minutes, eliminating the local railroad portion of transportation to its final destination. And this container could be delivered right to the loading of a commercial or industrial entity.

   As a result, the Bay Ridge Yard was taken out of service 1971, and in 1972 the transfer bridges and gantries were demolished. The yard remained out of service for some time, with Penn Central only playing host to interchange with the Bush Terminal Railroad and then New York Dock Railway, which had superseded the operations of the Bush Terminal Railroad, when they too went out of business.

   Any freight traffic destined for the now even fewer customers on the Bay Ridge Branch were dispatched from Fresh Pond Yard in Queens, which in turn were brought in over the Hell Gate Bridge from the Bronx. Whereas the Bay Ridge Yard was an originating or intermediate terminal prior to 1968; it was now an end terminal - the last stop on the Bay Ridge Branch.

   With the 65th Street property taken over by the Penn Central Railroad; and in their efforts to reduce unnecessary duplication of effort or discharge of unprofitable operations (throughout the operations of the former Pennsylvania, New York Central or New York, New Haven & Hartford Railroad operations), the 65th Street Yard was closed and whatever minimal rail traffic rerouted to the north.

   With the subsequent financial failure of Penn Central; Conrail was formed by the US Government to now bail out the failed Penn Central, which took place on April 1, 1976. Conrail wanted even less to do with rail-marine operations than Penn Central did. Conrail contracted with the Brooklyn Eastern District Terminal to handle any carfloating traffic between Greenville, NJ and the their terminal as well as the terminals of New York Dock located in Brooklyn.

   In 1980 or 1981 (exact date inconsistent), the City of New York in cooperation with New York Dock Railway, installed a pontoon supported pony plate girder float bridge to the immediate north of the Bay Ridge Yard. This transfer bridge originally came from the West 28th Street Terminal (Manhattan) of the Erie Railroad and was installed at this location due to the reconstruction of First Avenue which isolated the 65th Street from the float bridges at Bush Terminal Yard at 51st Street.

   This float bridge was installed at the northwestern tip of the 65th Street yard and was referred to as the "BAT Bridge" by New York Dock Railway crews (which stood for Brooklyn Army Terminal float bridge), but was not technically part of the 65th Street Yard.



City of New York, Department of Transportation - Bureau of Highway Operations
"Reconstruction of First Avenue from 58th Street to 39th Street - Borough of Brooklyn"
"Temporary Transfer Bridge & Connection at Brooklyn Army Terminal"
(no date - ca. 1980)
courtesy of T. Flagg
added 02 May 2024
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.

   This float bridge was used from 1981 through 1996, at which time the New York Cross Harbor Railroad (the successor to the New York Dock Railway commencing 1983) ceased using it, as it was determined to be sufficiently deteriorated and not financially feasible to rebuild or replace. This float bridge still remains at this location, however it has pulled away from the bulkhead anchors and "appears" half sunk:


ex-Erie RR West 28th Street, now derelict "BAT Bridge"; Bay Ridge Brooklyn
authors photo
added 02 May 2024
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.

   In August 1983, the Brooklyn Eastern District Terminal and New York Dock filed their notices of abandonment, and ceased operations. A new company was organized by a different group of principals, and opened the following week: the New York Cross Harbor Railroad. There would be no reprieve for freight traffic at 65th Street, but the New York Cross Harbor would tie up their two tugboats at that location.

   
While it never came to fruition, the New York Cross Harbor Railroad had once planned to relocate its base of operations to the 65th Street Yard. This led to several railfan claims to the contrary, but the 65th Street Yard was never actually owned or operated by the New York Cross Harbor Railroad.

   In fact this location is owned by and under the control of the Long Island Rail Road since 1983, when Penn Central sold the Bay Ridge Branch to the Long Island Railroad. By contract, it is operated by the New York & Atlantic Railway, as this company has been contracted to perform freight carrier service for the Long Island Rail Road.

   Ironically, the 65th Street Yard was not transferred to Conrail ownership as the Bay Ridge Branch had been (and most other raiload properties), with Penn Central retaining ownership of the property.
While Penn Central railroad operations ceased in 1976; it retained ownership of some rights-of-way and other land properties connected with the railroads, and it would continued to liquidate these properties from 1968 through the 1980's.

   As such, it should the 65th Street Yard on April 27, 1981 to the City of New York:


   It would take almost 20 years before the City actually commenced in updating the yard as mentioned. A brand new pair of cable suspended electrically operated float bridges were built at this location in 1999, ironically on the site of the now demolished four transfer bridges "Abie" and "Benny".

   The construction of these two new transfer bridges was contracted out and financed by the New York City Economic Development Corporation. While the NYCEDC is commonly (but erroneously) thought of as a city government entity, it in actually is a not-for-profit organization that operates through annual contracts with the City of New York; and its purpose is to rehabilitate and reconstruct deteriorating city properties, and then thereby either selling them or leasing them as necessity and location warrant, to local businesses and industries to keep the location economically viable.

   The design of these new transfer bridges appears to follow the practice of Baltimore, MD; types as well West Coast designs of transfer bridge. These transfer bridges also had the distinction of being the first new transfer bridges constructed in New York Harbor in close to a century. A distinction that was forfeited with the construction and activation of a new overhead supported hydraulically operated transfer bridge in Greenville, NJ commencing in 2017.


65th Street Yard Float Bridges - July 2006
Looking west.
P. M. Goldstein photo
added 02 May 2024

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.

   On June 4, 1999, Mayor Rudy Giuliani announced that New York City reached an agreement to open and operate the 65th Street Yard with the New York and Atlantic Railway, but the freight traffic never materialized for the New York & Atlantic Railway to use the transfer bridges. So, after their completion; these transfer bridges would remain unused.

   That is until 2012, when the successor to the New York Cross Harbor Railroad; New York New Jersey Rail would activate operations at this location. But we are getting slightly ahead of ourselves: 

   In November / December 2009, New York New Jersey Rail executed a carfloat test and freight car move using these new float bridges, and it was discovered that the rail on the float bridges was heavier (taller) than that of which was installed on the carfloats! This resulted in a rail height difference at the carfloat / float bridge joint. The carfloats were "hand me downs" from previous railroads, and the Greenville and Bush terminal bridges were relics. The transfer bridges built at 65th Street used modern specifications. 

   Railroad Construction Corporation was contracted to remedy this situation, and a small steel wedge was welded to the top (head) of the carfloat rails. However, this modification now resulted in the carfloat rails being higher than that of the rail on the Greenville float bridges! 

   Another test was conducted but the results were not been publicized. As of June 2010, the 65th Street transfer bridges were still inactive and the yard used intermittently, by New York and Atlantic Railway,

   In 2006 when I visited the location, there were about a dozen or so covered hoppers in the yard; with one leaking plastic pellets. Several boxcars were also on premises as well. About a year later, the yard was devoid of any cars.

   In April 2011, according to John McCluskey, Railroad Construction has been replacing cross ties in the 65th Street Yard for some time. Whether the transfer bridge tests and tie replacements are a prelude to transfer bridge activation, nothing had been officially published or released.

   In the "2011 Port of New York and New Jersey Port Guide" published by the Port Authority of New York & New Jersey; shows on page 45 the Regional Rail Network map. In this map, the 65th Street Yard is listed as the "New York New Jersey Rail 65th Street Intermodal Terminal".

   According to an employee of the railroad, New York New Jersey Rail had entered into an operating agreement via New York City Economic Development Corporation (NYCEDC) to operate portions of the 65th Street Yard, to include one float bridge and five tracks.
.

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The New Era - removing the nails from the coffin


   As of April 2012, operations commenced for this yard and o
perational rights were granted to New York New Jersey Rail, and with it increased interchange with Long Island Rail Road / New York & Atlantic Railway.

   A semi-permanent office trailer was installed for train crews, locomotive #1133 and several freight cars were seen off hours in the yard. The transfer bridges were activated and rail service commenced in the second week of July. This location is now the eastern terminus for the 
New York New Jersey Rail carfloat route, but no intermodal operation has taken place at 65th Street Yard as of that date.

   And then, Hurricane Sandy hit on October 29; catastrophically damaging the Greenville, NJ transfer bridges and gantries. Service to and from the Bay Ridge Yard was halted (albeit temporarily - and thankfully!) while
New York New Jersey Rail contracted to have the Greenville gantries demolished and to have one of the float bridges from Bush Terminal relocated there to resume service. Fortunately, the transfer bridges at 65th Street despite being under water, remained serviceable.

   Kindly refer to the New York New Jersey Rail for details of this reconstruction.

   Since then, the 65th Street - Bay Ridge Yard has seen a renaissance! New York New Jersey Rail has added team tracks (something the original 65th Street Yard never had), and several customers now transload directly in the yard. could be assigned to this yard,

   New locomotives were purchased, and a protective stockade built for storing these locomotives (and preventing vandalism). Freight traffic has steadily increased through the yard, as a result of congestion on the highways and increased fuel prices.

  So, the 65th Street - Bay Ridge Yard; unlike many now demolished railroad facilities throughout New York Harbor, thrives to this day





Locomotives



   There will be no specific locomotive roster associated with this page like I have done on most other pages of this website, as any road or switching locomotive from either the Long Island or New Haven Railroads
could be assigned to work this yard; however the most common types of locomotives that were known to have switched the Bay Ridge yard, whether it be steam, diesel-electric or straight electric; are listed.

   It should be noted however, the only class of locomotive that was purchased with the intent of specifically working the Bay Ridge Yard, were the Altoona built BB3 Class. Any other class of locomotive could be found anywhere else on the Long Island and New Haven systems

LIRR Class G-5
builder: PRR Juniata Shops
build dates: 1923 - 1929
wheel arrangement: 4-6-0 "Ten Wheeler"
total built: 121 (31 for LIRR specifically)
road numbers: LIRR #21-50
cylinders: 24" x 28"
driver diameter: 68"
boiler pressure: 205 psi
fuel type: bituminous coal
total weight    237,000 lbs
axle loading: 66,500 lbs
adhesive weight: 178,000 lbs
tractive effort: 41,328 lbs
assignment: switching, passenger & freight service



LIRR Class BB3 / B3 (electric motors)
builder: PRR Altoona Shops; 
built: August 1926 (except #331 built June 1926) 
wheel arrangement: C+C (to: C)
total built: 13
road numbers: LIRR #324-337 
wheel diameter: 62"
weight: 157,000 lbs (each unit)
rating: 700 hp
tractive effort: 39,250 lbs

power: electric, overhead catenary; 11,000 VAC - 25hz
assignment: yard switching
maximum speed: 25 mph 
length: 31' 6"
height: 15' 0"
assignment: yard switching

   Originally classed as BB3, but this was revised to just Class B3 when the binary units were split, and operated individually. These locomotives are similar to the PRR Class BB1 (AC prototype) and BB2 which were 650 volts DC powered for use in Pennsylvania Station and Sunnyside Yard, until they were converted to AC power. 

   The BB3 class operated via the 11,000 volts AC at 25 hz via overhead catenary and were used exclusively on the Bay Ridge Branch and Bay Ridge Yard which had catenary overhead wire installed in 1927.  These locomotives were colloquially called "rats" by crews and railfans alike.

   When the Bay Ridge Branch catenary was deenergized on December 21, 1958; the B3 locomotives were towed to the LIRR Morris Park Shops and remained there lined up along the embankment, until such time they were sold to a scrapper. 

   #325 was renumbered to 328, (October 1953); #324, #325 & #332 sold as-is to Pennsylvania Railroad on February 24, 1954. 


PRR Altoona Shops builders photo - 1926
LIRR #328A / 328B
[Class BB3]
added 02 May 2024



LIRR S1 & S2 [B-B]

LIRR Class: S1: AS-6
                    S2: AS-10

built by: American Locomotive Co - Schenectady, NY 
built: 1946 - 1949
road numbers: S1: LIRR #404 - 408, #413 - 421
                      S2: LIRR #439 - 448, #451 - 460
wheel arrangement: B-B (both)
prime mover: ALCo 539 6 cylinder (S2: 539T = w/ turbo)

generator: GE GT 552-A
traction motors: 4x GE731
weight: 199,000 lbs
rating S1: 660 hp
rating S2: 1000 hp

tractive effort: 49,790 lbs
power: diesel-electric
assignment: yard switching and road switching


LIRR #444 [ALCo S2] & reacher car - LIRR 65th Street Yard; Bay Ridge, Brooklyn, NY - 1968
S. Goldstein photo
authors collection

added 02 May 2024



New Haven Class EF-3 [C-C]

built by: General Electric 
built: October 1956 and January 1957
wheel arrancement: C-C

road numbers: NYNH&H #300-310 
power: electric, overhead catenary; 11,000 VAC - 25hz
weight: 492,000 pounds
hp rating: 4,860
tractive effort: 90,000 lbs
assignment: freight line haul road locomotive


   General Electric delivered 12 locomotives, to the Virginian Railway numbered 130–141 between October 1956 and January 1957.

   The locomotives performed well in freight service and the Virginian retired the EL-3As as planned. The situation changed dramatically in December 1959 when the long-discussed merger between the Virginian and the Norfolk and Western Railway occurred. The routes were largely parallel, and the Norfolk & Western had scrapped its own electrification scheme in 1950. The Norfolk & Western renumbered the EL-Cs 230–241 and kept them operating, but the die was cast as the Norfolk & Western routed only eastbound traffic over the former Virginian, with all westbound traffic going over the Norfolk & Western main line. The electrification system became surplus to requirements and was deenergized on June 30, 1962, surplussing the E's.

   Norfolk & Western rebuilt one EL-C, #230; as a road slug, but the experiment proved unsuccessful.

   In 1963 the New York, New Haven and Hartford Railroad stepped in. The New Haven was cash-strapped but in need of power to replace 1910s-era boxcabs on its electrification between New York and New Haven. The Norfolk & Western sold all 12 locomotives, including the slug as a parts source, for $300,000. The New Haven designated the locomotives EF-4 and renumbered them 300–310.

   They found their home
dragging heavy freight trains running between Bay Ridge, Brooklyn; over the Hell Gate Bridge and to Oak Point in the Bronx, as well as points north on the electrified trackage of the New Haven.

   While the locomotives were large and heavy, they only developed 3,300 hp, but with their weight they produced ample tractive effort to perform their freight assignments. The AC electrical gear was similar to that used in the GE EP-5 electric locomotives, because they used 12 water cooled Ignitron rectifier tubes to produce power for the six DC standard GE 752 traction motors. Most of these locomotives lasted into the Conrail era beginning 1976, until 1981, when Conrail stopped using electric power for freight trains. 



NYNH&H Oak Point Yard, the Bronx - ca. 1965
NYNH&H #309, # 304 [Class: EF-3]
unknown photographer
added 02 May 2024


#309#304
builder: General ElectricGeneral Electric
c/n: 3255332548
ship date: 11/12/1956 11/21/1956 
GE Class: C-C-394/394-6GE752C-C-394/394-6GE752
NH Loco Class: EL-C  EL-C  
weight: 197 tons197 tons
wheel arrangement: C-CC-C
propulsion: overhead electric catenary 11,000v AC 25 hzoverhead electric catenary 11,000v AC 25 hz
rating: 3300hp 3300hp 
built for: Virginian #140 [EL-C]    Virginian #135 [EL-C]
to:: Norfolk & Western #240 [EL-C]  
New York, New Haven & Hartford #309 [EF-4]  
Penn Central #4609 [E33]
Conrail #4609 [E33]  
Virginia Museum of Transportation, Roanoke, Va   
Norfolk & Western #235 [EL-C]  
New York, New Haven & Hartford #304 [EF-4]  
Penn Central #4604 [E33]
Conrail #4604 [E33]  
Virginia Museum of Transportation, Roanoke, Va          
restored and displayed to Virginian #135
                       






Idler / Reacher Cars

   An unusual aspect to Bay Ridge Yard operations was that the Long Island Rail Road; unlike many of the other railroads operating transfer or float bridges in New York Harbor; was that they preferred the use of a idler or float reacher car to "reach" onto the carfloat to place or retrieve a cut of cars and pull them off.

   It is a popular misconception that the use of reacher cars was because "the locomotive was too heavy to go onto the carfloat", but this is an erroneous assumption. Most of the other Class 1's in New York Harbor had no such reservations, with plenty of images to prove this assumption wrong; and frankly by the 1950's and 1960's, the ALCo's assigned to switching at Bay Ridge Yard weighed almost the same (115 tons) than a lot of the freight loads being transported in modern 60 foot box cars and gondolas.

   Use of a reacher car appears to be to alleviate stress on the toggle pins that joined the transfer bridge and carfloat together; and as it should be kept in mind that the transfer bridges were built in 1916, when freight cars were made of wood and substatially lighter that later cars made of steel. 

   Even this hypothesis is questionable, as PRR operations at the Greenville Transfer Bridges (and other railroads at other locations) did not utilize idler / reacher cars in daily operations and those transfer bridges were just as old. I address this on another page of my website: A Popular Misconception

   It is more than likely that reacher cars were used primarily in the electrified yards of here at Bay Ridge and Oak Island, as the electric catenary ended at the outshore edge of the transfer bridge, leaving an unpowered space of about one car length between the locomotive (which could not venture any further or out onto the carfloat without power) and where the end of the freight cars were on the carfloat. 

   Using a reacher car bridged that unpowered gap, and allowed the train crew to couple onto the cars with the locomotive the length of the reacher car away and remaining under power:

.

.

Long Island Rail Road Float Reacher Car - ca. 1958
Note, electric B1 locomotive.
Bay Ridge, Brooklyn, NY
F. G. Zahn photo
added 24 January 2012

   However, we still see usage of the reacher cars after the catenary was deenergized in 1958 and switching was done by self contained diesel-electric locomotives; as well as on non-catenary railroads.

Note the recliner!
added 02 May 2024



Marine Roster

Long Island Rail Road

Tugboats

date built
(service dates)

builder /
location

official
number/
hull number


length

beam

draft


hp

gross
tonnage

net
tonnage

former owner
"vessel name"


power


notes

"Long Island" (first)
1885Brooklyn, NY140784103298.4163106steamwood hull
.
.
"Gladiator"
1888Baltimore Steamboat & Dry Dock Co
Boston, MA
86020110.62211.555 NHP16783steam, compound
20" + 36" x 26"
.
.
"Wrestler"
1889American Car & Foundry??
Boston, MA
3086911525.513.250019899steam, compound
17" + 36" x 26"
2 boilers, water tube, 150 psi
.
.
"Montauk"
1895Wilmington, DE96.6221050012151steam, compound
17" + 36 "x 26"
wood hull
2 boilers, water tube, 150 psi
.
.
"Syosset"
1899Neafie & Levy
Philadelphia, PA
116895102.62310.5700
71 NHP

20" + 40" x 28"
steel hull
2 boilers, water tube, 150 psi
.
.

"Patchogue"

1907
(1907 - 1959)
Camden, NJ 204384 90.5 25.4 11.6 800 190 129 steam, compound
18" + 38"x28"
steel hull
2 boilers, water tube, 150 psi
.
.
"Cutchogue"
1918Wilmington, DE21784598.525.115.1600184105steam, compound
17" + 36 "x 26"
wood hull
boilers, water tube, 150 psi
.
.
"Quogue"
1919Wilmington, DE21941992.525.115.7600184105steam, compound
17" + 36 "x 26"
wood hull
boilers, water tube, 150 psi
.
.
"Talisman"
1920
<1926>
Valley Iron Works
Camden, NJ
2200094.224.513450
61 NHP
188127
steam, compound
18" + 36 "x 26"
steel hull
2 boilers, water tube, 200 psi
.
.
"Meitowax"
1926 - 1963Staten Island Shipbuilding
Staten Island, NY

or Jakobson Ship Yard ?
Oyster Bay, NY
22621996'2613.3800
(680?)
199135diesel - electric
(2) Ingersoll Rand
6 cylinder 4 cycle
single action
vertical, 13" bore x 19" stroke
Price Rathbone solid fuel inj,
water cooled
steel hull
sold 1963 to L. W. Bicaise, South Carolina'
sunk in transit 10/22/1963 with all four hands
.
.

"Number 1"
"Long Island"
(second)

1930 - 1963 Pusey & Jones
Wilmington, DE
229322 / 402 104.6' 24' 13.6' 750
(550?)
186 129 diesel-electric
(2) Winton 6-121
steel screw
steel hull
renamed "Long Island" unknown date
Sold 1965 to Port Everglades Towing, of
Ft. Lauderdale, FL;
renamed "Battler", later renamed "Sandra St Philip"
Repowered, then completely rebuilt; in service until early 1990's.
Final disposition unknown
.
.
.

"Garden City"

1941-1963 Pusey & Jones
Wilmington, DE
240341 101.2 25.2 13 800 218 148 steam, uniflow
22" + 22 " x 24"
steel hull
1 boiler, water tube, 280 psi
sold to McAllister Towing, became the "Wm. H. McAllister"
scrapped 2003, in VA.

.
.


LIRR "Patchogue" - July 2, 1932
northbound East River, NY
Percy Loomis Sperr photo
Dave Keller archives
added 14 May 2024

.

.


LIRR "Patchogue" - October 11, 1944
East River; Long Island City, Queens,  NY
Frederick Weber photo
Dave Keller archives
added 14 May 2024

.

.


LIRR "Garden City"(?) - September 14, 1942
southbound, East River, Brooklyn, NY
(passing Brooklyn Eastern District Terminal, taken from Williamsburg Bridge)

Percy Loomis Sperr photo
Dave Keller archives
added 14 May 2024

.

.


zoom and crop on above image - September 14, 1942
southbound, East River, Brooklyn, NY
(passing Brooklyn Eastern District Terminal, taken from Williamsburg Bridge)

Percy Loomis Sperr photo
Dave Keller archives
added 14 May 2024

.

.


LIRR "Meitowax" - April 23, 1939
southbound, Upper New York Harbor,  NY
Percy Loomis Sperr photo
Dave Keller archives
added 14 May 2024

.

.

New York New Haven & Hartford RR

Tugboats

date built
(service dates)

builder /
location

official number/
hull number


length

beam

draft


hp

gross
tonnage

net
tonnage

former owner
"vessel name"


power


notes

"Transfer 2"

1880Philadephia, PA14521892.3218.835010150steamcrew: 11
.
.

"Transfer 3"

1880Philadephia, PA14542692.7221050013065steamcrew: 11
.
.

"Transfer 5"

1888Wilmington, DE14547591209.560014271steamcrew: 13
.
.

"Transfer 6"

1888Wilmington, DE14547691209.560014271steamcrew: 13
.
.

"Transfer 7"

1891Elizabeth, NJ14558190.122.210.560012964steamcrew: 13
.
.

"Transfer 8"

1891Elizabeth, NJ14558590.122.210.560013165steamiron hull, crew: 13
.
.

"Transfer 9"

1891Elizabeth, NJ145587101.72910.960019698steamcrew: 13
.
.

"Transfer 10"

1889Wilmington, DE13044411423.611.6600217108steamcrew: 13
.
.

"Transfer 11"

1898 Wilmington, DE 145764 110 25 14 750 248 109 steam crew: 13; oil fired
.
.

"Transfer 12"

1898Wilmington, DE1457701102514750249110steamcrew: 13
.
.

"Transfer 14"

1900Bath, ME145839119.926.115.81500322189steamcrew: 13
.
.

"Transfer 15"

1900Bath, ME145827119.926.115.81500322189steamcrew: 16
.
.

"Transfer 16"

1904Philadelphia, PA20076111226.2141000268182steamcrew: 13; oil fired
.
.

"Transfer 17"

1904Philadelphia, PA20029911226.2141000268182steamcrew: 13
.
.

"Transfer 18"

1904Philadelphia, PA20084411226.2141000268182steamcrew: 7; oil fired
.
.

"Transfer 19"

1905Philadelphia, PA20263111226.2141000270183steamcrew: 5
oil fired
.
.

"Transfer 20"

1905Philadelphia, PA20263411226.2141000270183steamcrew: 5
.
.

"Transfer 21"

1908Quincy, MA204859110.927.913.51000267155steamoil fired
.
.

"Cordelia" / "Transfer 23"

1952Jakobson Shipyard
Oyster Bay, NY
266145 / 344106'27'12'1350262178Cleveland 16-278A
diesel-electric
renamed "Transfer 23"
transferred 1969 to Penn Central
sold to 1972 to Brooklyn Eastern District Terminal
renamed "Petro Arrow"
renamed 1978 "Williamsburgh"
renamed 1979 the "Brooklyn III"
(had a canvas canopy over boat deck)
not to be confused with New York Dock "Brooklyn III"
sold 1983 to New York Cross Harbor
main engine failure in the early 1990s [4]
scrapped 1996
.
.
"Bumble Bee" / "Transfer 24"
1952Jakobson Shipyard
 Oyster Bay, NY
265688 / 345106'27'12'1350262178Cleveland 16-278A
diesel-electric
renamed "Transfer 24"
transferred 1969 to Penn Central
sold 1972 to Brooklyn Eastern District Terminal
renamed "Petro Flame"

renamed 1978? "Greenpoint"
renamed 1979 "New Jersey"
sold 1983 to New York Cross Harbor,
renamed 1985 "Cross Harbor I"
out of service late 1980s due to main generator failure
sold 1998 to Eastern Towboat in Boston, MA.
sold 2007 to Yacht Club in Melville, RI, partially sunk

date built
(service dates)

builder /
location

official number/
hull number

lengthbeamdrafthpgross
tonnage
net
tonnage
former owner
"vessel name"
powernotes

  It should be noted that the NYNH&H Railroad chartered several tugboats owned by Dalzell Towing.
  For specifications on these vessels, please refer to Diesel Railroad Tugboats, Volume 1 - East Coast; by Paul F. Strubeck.




Carfloats
.

.
   The following table is from the US Army Corp of Engineers, Transportation Lines on the Atlantic, Gulf and Pacific Coasts - 1940, 1950 and 1958 editions; and edited to show only non-powered floating craft for the Long Island Rail Road.

.

.

   The following table is from the US Army Corp of Engineers, Transportation Lines on the Atlantic, Gulf and Pacific Coasts - 1940; Transportation Series #5publication; and edited to show only non-powered floating craft for the New York, New Haven & Hartford RR.



.





Memorabilia


100 shares certificate; unissued
authors colection
added 13 June 2024

.

.


1st Mortgage 2 7/8% Series B
Cancelled 3/10/1980
authors colection
added 13 June 2024

.



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