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INDUSTRIAL & OFFLINE TERMINAL RAILROADS
OF BROOKLYN, QUEENS, STATEN ISLAND, BRONX & MANHATTAN:

NEW YORK CROSS HARBOR RAILROAD
1983 - 2006

and the

NEW YORK NEW JERSEY RAILROAD
2006 - present

Brooklyn, New York & Greenville, New Jersey

1983 - 2006	2006 - present

New York Regional Rail Bush Terminal Junction South Brooklyn Sunset Park Greenville New Jersey Street Running
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Visitors please take note ! This page is primarily and almost in its entirety was originally authored by Paul F. Strubeck. As of June 2010, and at his request, Paul was gracious enough to allow this page to be transferred from his "Abandoned Long Island Railroads" website to be included here with the remainder of the New York area offline terminal railroad operations on this website. I have been entrusted with updating the info, correcting grammar, adding photos and reformatting the page for better reading and to coincide with the remainder of the New York Area Offline Terminal website.  The collection of images on this website, which continues to grow; is due to the unprecedented and selfless contributions of the current owners of photo archives. These people made their generous contributions to this website in good will, and allowed me to post their images online for the entire railroading community to view and appreciate, in admiration of these Fallen Flag Railroads. In return, I strongly request that you please respect the ownership copyrights on those said images. Other than that, please enjoy the history, thanks for taking the time to visit, and don't forget to sign the guestbook on the main page!  ~ Phil

As this particular webpage deals with an active railroad, viewers should be aware that: this webpage or the author is not affiliated with: . South Brooklyn Railway, New York City Transit Authority, Metropolitan Transit Authority, City of New York, South Brooklyn Marine Terminal, New York New Jersey Rail, Davidson Pipe Supply Company, or Costco Wholesale Corporation; . or any of their subsidiaries, holding companies or parent organizations, employees or otherwise; and no affiliation or connection with those companies or municipalities is suggested or implied. This website and the information contained within has been compiled for the use of reference only, and any inaccuracies are purely accidental. This webpage sees revision for the purpose of the addition of information, or correction of inaccurate data. Suggestions or corrections should be sent directly to: crossharbor11@gmail.com

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INDEX

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Overview

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   The New York Cross Harbor Railroad was organized in the second week of August 1983, when the Brooklyn Eastern District Terminal (BEDT) and New York Dock (NYD) organizations ceased operation the week before.

   The New York Cross Harbor Railroad was organized for one sole reason, to continue carfloating operations in New York Harbor. Carfloating operations have been a part of New York Harbor since the 1860's, and Brooklyn itself would see its first carfloat operator, Palmer's Dock, in 1876.

   In 1983, the New York Cross Harbor Railroad took control of the properties at Bush Terminal, as well as Atlantic Terminal. The New York Cross Harbor Railroad also acquired all the locomotives and marine equipment (tugboats & carfloats) from each of the predecessor operations (BEDT & NYD), but it would only keep certain pieces of equipment for their operations. Unused marine equipment was sold off, and the undesired remainder of the locomotives were placed on a carfloat, and would be stored at Fulton Terminal before they were sold and / or scrapped.

   The New York Cross Harbor Railroad would initially operate carfloat service between Bush Terminal (Sunset Park) Brooklyn, NY and Greenville Yard (Jersey City), NJ as well as between the Atlantic Terminal (Downtown Brooklyn) and Greenville Yard

   In 2006, the New York Cross Harbor Railroad (in name) ceased operation. Following a change of ownership and administrative personnel, the operation would be renamed New York New Jersey Rail, LLC; and carfloating would continue to be part of New York Harbor.

   Now, over a century later; a lot of history is involved. Regardless of the change of name, it is still the last railroad to utilize carfloating operations in New York Harbor!

   If you are interested in the in depth history of Offline Terminal / Common Carrier Railroads that make up the predecessor history of the New York Cross Harbor Railroad / New York New Jersey Rail, please read the pages on: Bush Terminal, New York Dock and Brooklyn Eastern District Terminal.

RETURN TO INDEX

History

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New York Cross Harbor Railroad

   The New York Cross Harbor Railroad was born "from the ashes" so to say; of the New York Dock and Brooklyn Eastern District Terminal operations. A little back story is necessary at this time to set the stage:

   Both the Brooklyn Eastern District Terminal and New York Dock were offline terminal & common carrier railroads operating carfloat service between New Jersey and Brooklyn. Their operations, like that of most of the railroads in the Northeast, had fallen on very hard times the last years of their history due to the advent and increased usage and convenience of containerized truck traffic. As a result, this caused a decrease in Car Load (CL) and Less than Car Load (LCL) railroad freight traffic entering the New York City proper through the New Jersey railyards.

   The Bush Terminal Railroad was originally was acquired by New York Dock in 1972 when Bush Terminal filed for bankruptcy. It was at this time that the City of New York took possession of the Bush Terminal property and subsequently leased the operation to New York Dock.

   In 1976 the formation of Conrail had a very large impact on these two small offline terminal railroads in Brooklyn. As Conrail was not interested in marine operations, the Brooklyn Eastern District Terminal was subsequently contracted by Conrail to provide the carfloating services for both themselves and New York Dock; from the Greenville Yard in New Jersey to the respective locations in Brooklyn and vice versa. You can read more of the Conrail contract on the BEDT page of this website.

   In 1978, New York Dock purchased and merged with Brooklyn Eastern District Terminal. The details of this purchase / merger can also be read on the BEDT page of this website.

   In the second week of August 1983; both the New York Dock and Brooklyn Eastern District Terminal officially ceased operations. The BEDT Bulk Flour Terminal (on Kent Avenue between North 8th and North 9th Streets) received its last cars this date, (the BFT was one of the BEDT's largest entities). The NYD however, had ceased operations at their Fulton Terminal prior to this, in early 1982.

   Very shortly after all this had occurred, several employees and administrative personnel from the combined operation of Brooklyn Eastern District Terminal and New York Dock, organized and formed the New York Cross Harbor operation.

   This was not the end of the Brooklyn Eastern District Terminal / New York Dock though, as the administrative offices remained minimally staffed to disburse the remaining real estate properties.

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New York Regional Rail

   In approximately 1996, a new holding company was formed: New York Regional Rail. New Regional Rail would be the holding company for New York Cross Harbor Railroad; along with JS Transportation.

   JS Transportation was a trucking firm based out of Greenville, New Jersey; which mainly transported loose bulk materials. New York Regional Rail bought along many changes in the New York Cross Harbor operation and acquired new customers as well. One of these significant changes was updating the New York Cross Harbor's railroad operation to NORAC qualifications & standards.

   In 2006, the New York Cross Harbor Railroad would official become a "Fallen Flag", but only in name! A new company: Mid Atlantic New England Rail, LLC; (based out of West Seneca, NY); had purchased and assumed control of New York Cross Harbor Railroad. At this time it had the operation renamed to "New York New Jersey Rail LLC".

New York New Jersey Rail

   So, the carfloating operation continues today, as it was essentially and for the most part, a "name change and a paper shuffle" .

   In November 2008, the Port Authority of New York & New Jersey announced they purchased New York New Jersey Rail. This could get very interesting as the Port Authority of New York & New Jersey appears to be quite in favor of rail hubs and links.

   One only has to look across New York Bay at either New York Container Terminal  in Staten Island or the E-Rail facility in New Jersey to see the extensive improvements made to the rail hubs by the Port Authority. 

So, in short, we will see where this new ownership will take this very historical and last remaining aspect of New York Harbor freight handling.

RETURN TO INDEX

Properties

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   Throughout its history, the New York Cross Harbor Railroad would come to operate out of several terminals within the Port of New York & New Jersey.

LOCATION INDEX

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Bush Terminal

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   Bush Terminal was New York Cross Harbor Railroad's most active terminal. Bush Terminal is located on the east side of Upper New York Harbor in the Sunset Park neighborhood of Brooklyn.

   The Bush Terminal property occupies real estate from the bulkhead on the New York Harbor north to 39th Street, east to Second Avenue, south to 65th Street yard, returning west to the Bulkhead.

   The Bush Terminal Yard is located west of First Avenue between 50th Street and 43 Streets. Several spurs branch out of the yard and run east up several side streets.

   The following map, which was part of a Transportation System Management Study is not totally accurate, but serves as a general representation of the Bush Terminal Property layout.

P. M. Goldstein collection

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The Enginehouse

   The Bush Terminal enginehouse is located at the northwest corner of the yard, off of 43rd Street.

The wall facing First Avenue - unknown date (ca. 1984)
S. Goldstein photo
P. M. Goldstein collection
added 11 June 2010

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   To get into the north end of the Yard, you must access it through the 43rd Street entrance.

43rd Street Entrance - 2007
P. F. Strubeck photo

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   The structure is three tracks wide, of brick construction, and has offices in the rear (north) upstairs portion. To the right (east) of the #3 door, is a small office / workshop.

   A couple of tracks did pass along the west wall of the enginehouse to access a service alley  running parallel to and between First Avenue and the Bulkhead.

both photos:
Bush Terminal Enginehouse - 2007
P. F. Strubeck

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   Currently, this structure is condemned. Plans for this structure are unknown.

   A large water tower once towered over the west edge of the railyard bearing the lettering "Bush Terminal". However and unfortunately, this water tower was torn down in 1992.

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The Yard

Looking south from the northwest corner of the yard - 2007
The track at the bottom left corner runs north alongside the west wall of the enginehouse into a service alley.
The track directly in front of the caboose is the enginehouse lead.
P. F. Strubeck photo

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Looking southeast at the loading dock and Davidson Pipe area from the northwest corner of the yard - 2007
P. F. Strubeck photo

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Looking south from the southeast corner of the yard - 2007
The track at the bottom runs behind the photographer onto First Avenue. The right track runs onto the subway car unloading ramp.
The left track is the yard leads paralleling First Avenue.
P. F. Strubeck photo

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Continuing and looking south, we are now past the subway car ramp, with the Davidson Pipe area on the right - 2007
P. F. Strubeck photo

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Southeast corner of the yard. Vacant track is float bridge lead in background - 2007
P. F. Strubeck photo

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Between the points switch throw, Bush Terminal Yard - March 16, 2010
Some of the spurs to access the industries are located on the east side of First Avenue
but have their turnouts located on the west side of First Avenue just inside the fenced property line of the Yard. 
The close proximity of these turnouts to the fence and other tracks do not provide room for
the customary switchstand set off to the side of the track. So a "low profile between the points" switch throw is used.
This is the same type of low profile switch throw as used on the outer ends of the float bridge
for locomotives to access the center track of a carfloat. This is a Bethlehem Steel model 1222 ground throw.
P. F. Strubeck photo

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Float Bridges

   At the foot of 50th Street and at the southwest corner of the railyard, the Bush Terminal property hosts two carfloat aprons (also commonly referred to as float bridges) that the New York Cross Harbor Railroad utilizes for carfloat service to Greenville, New Jersey.: "Bush 1", (the southern float bridge) and "Bush 2" (or the northern float bridge). Both float bridges are located at the foot of 50th Street..

   Today only the Bush 2 (the northern float bridge) is in service. Bush 1 is sunk, due to a leaky pontoon. Both float bridges are of pony plate girder construction.

 
"Bush 1" Float Bridge (sunk) - 2007
P. F. Strubeck photo

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"Bush 2" - 2007
Prior to rebuild.
P. F. Strubeck collection

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   In 1998, Bush 2 was redecked with all new bridge timbers and planking. In the summer of 2007, a long overdue and necessary repair, in the form of a brand new steel pontoon was constructed for Bush 2 by the Great Lakes Shipyard of Cleveland, Ohio. This new pontoon was transported by rail in a disassembled state to the rail yard at Greenville. The pontoon was assembled in the water and floated across to the float bridge in Brooklyn, where it was installed.

   Also, in the Fall of 2007 this float bridge would again be redecked and the trackage comprising of the float bridge approach was rebuilt at this time as well:

"Bush 2"
After rebuild with new deck and pontoon- 2007
P. F. Strubeck photo

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50th Street Float Bridges - June 28, 2008
"Bush 1" in foreground (sunk) "Bush 2" in background.
P. M. Goldstein photo.

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The disconnected lead to "Bush 1" Float Bridge (behind photographer) - 2007
Bush 2 lead on right, and curves into Bush Terminal Yard.
P. F. Strubeck photo

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Interchanges

   The New York Cross Harbor Railroad made this location its base of operations, and operated two interchange points at Bush Terminal:

   The southern interchange point, with the Long Island Rail Road (and subsequently the New York & Atlantic Railway), is located at the former New York New Haven & Hartford Railroad's 65th Street Yard, accessed via the Bay Ridge Branch. Currently this location is administered to and switched by the New York & Atlantic Railway.

   A chapter on the 65th Street Yard can be read below.

   The northern interchange point is located at 39th Street and Second Avenue, and is in conjunction with the South Brooklyn Railway, a freight hauling subsidiary of the New York City Transit Authority, and part of the Metropolitan Transportation Authority.

"Bush Junction" on Second Avenue between 37th and 39th Streets, Brooklyn, NY - January 2010
Left track is South Brooklyn Railway and leads around CostCo Wholesale Club.
Right tracks is NYNJ trackage down Second Avenue.
South Brooklyn Railway 39th Street Yard is behind photographer.
Note the flange score marks in the concrete paralleling the NYNJ track. Something derailed here!
P. M. Goldstein photo

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   A separate chapter on the 39th Street Yard can be read below as well.

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Street Trackage

   What makes Bush Terminal unlike any other; is that the trains still run on trackage and routing as Bush Terminal's trains had done since 1905: right down the middle of public streets and almost every day!

   These street tracks are comprised of "girder" rail in the northern portion of trackage (the remaining unrebuilt sections). Girder rail is a special trackage designed for street running, that has a inside guard rail already cast / extruded as part of the rail to protect the flanges of the car wheels, and to prevent derailments. This is the same type of rail to what streetcars and trolleys use to this day. Please see the Glossary for an illustration of this type of rail. In some locations these tracks are still set in the original cobblestone pavers (correctly called "setts") dating back to 1905.

   As most of the trackage used by the New York Cross Harbor Railroad and now the New York New Jersey Rail is in the street, it does not take a stretch of imagination to realize the inconveniences encountered with vehicular traffic and rail operations sharing the same space:

First Avenue & 41st Street - June 11, 2007
Looking north.
P. F. Strubeck photo

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   A virtual tour of the street trackage follows:

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Bush Terminal, Brooklyn, NY - January 26, 2010
Looking South.
P. M. Goldstein photo

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Brooklyn Army Terminal

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  The Brooklyn Army Terminal would see intermittent operation from 1983 through 1992?

   In 1981, a portion of the yard was reconstructed by New York Dock to include the installation of a pontoon type float bridge in the northwest corner of the yard.

   Allegedly, the reason for this float bridge installation, was to ease congestion of Bush Terminal, and to be able to the handle longer railcars gaining use by the Class 1 railroads. This explanation leaves a little to be desired, and one only needs to reference photographs of the Bush Terminal Yard throughout the 1980's and 1990's to see the large amount of unoccupied trackage. And, the radius of the approach trackage to the float bridge at 50th Street does not appear to hinder the longer freight cars currently in service and being brought in to and shipped out from the Bush Terminal Yard.

   Documents and schematics of transportation studies obtained by Philip M. Goldstein in 2008, both independently of and from Tom Flagg; reflect the actual intention of this float bridge's installation was the fact that during the reconstruction of First Avenue, the Brooklyn Army Terminal and customers south of the New York Cross Harbor Railroad's float bridges at 50th Street, would be isolated while the street trackage was under reconstruction..

   While the following blueprint predates the organization of the New York Cross Harbor Railroad, it bears out the reason for installation of the Brooklyn Army Terminal float bridge. You may click on the image below for a enlarged version. Use the back arrow on your web browser to return you here.

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

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   This pontoon float bridge installed at the Brooklyn Army Terminal was transplanted from the Erie Railroad 's 28th Street Freight Station on the west side of Manhattan:

Army Terminal Float Bridge (ex-Erie West 28th Street Terminal Float Bridge) - August 14, 1998
Looking west-northwest.
John McCluskey photo

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   While operations at this yard would simplify interchange with the Long Island Rail Road, and subsequently the New York & Atlantic Railway, operations at this location would never reach their full potential and after several years, the location would be abandoned (and presumably after the reconstruction of First Avenue was completed). 

   With the construction of the new overhead suspension floatbridge immediately south in the 65th Street, this small yard & float bridge was superfluous.

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

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   Today this floatbridge is now half sunk and it pulled away from it's bulkhead anchors. The land side (not having a pontoon and thus not buoyant) is underwater, but the pontoon is still watertight, so that end actually still floats. (Usually, it is the pontoon that usually leaks from age, and sinks):

Army Terminal Float Bridge (ex-Erie West 28th Street Terminal Float Bridge) - July 2006
Looking northwest.
P. M. Goldstein photo

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   This float bridge, when it was in service, was referred to as the "Army Terminal Bridge".

65th Street Yard

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   The 65th Street Yard is located at the foot of 65th Street and Second Avenue, just south of Brooklyn Army Terminal. The 65th Street Yard was formerly operated by the New York, New Haven & Hartford Railroad in conjunction with the Long Island Rail Road (Bay Ridge Division). It was then taken over by the Penn Central Railroad in January 1969. The 65th Street Yard was once home to four electrically powered cable suspended float bridges. In 1970 these four float bridges were dismantled and the yard was little used. Conrail absorbed Penn Central in 1976.

      To get to the 65th Street Yard and interchange, the New York Cross Harbor Railroad has to maneuver through the Brooklyn Army Terminal, of which the trackage runs down the middle of First Avenue.

   The 65th Street Yard was never actually owned or operated by the New York Cross Harbor Railroad, but in fact this location is under the control of the Long Island Rail Road and the New York & Atlantic Railway, (being the contracted freight carrier for the Long Island Rail Road).

   While it never came to fruition, the New York Cross Harbor Railroad once planned to relocate its base of operations to the 65th Street Yard, and thus a brand new pair of cable suspended floatbridges were built at this location in 1999, ironically on the site of the previous four float bridges of the New York, New Haven & Hartford Railroad.

   But alas, this relocation never took place, and the new bridges still sit as built and unused:

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

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   However in November / December 2009, New York New Jersey Rail executed a carfloat test and move using these new float bridges, and it was discovered that the rail on the float bridges was heavier (taller) than that on the carfloats! This resulted in a rail height difference at the carfloat / float bridge joint.

   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 have not been publicized.

   The 65th Street Yard as of June 2010 is still inactive and idle and awaiting a railroad to take over operation.

39th Street Yard

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   The 39th Street Yard is a property at the northern most end of Bush Terminal. This yard is located between First & Second Avenues, and between 39th Street and 37th Streets.

South Brooklyn Railway 39th Street Yard - September 2007
Looking west.
P. F. Strubeck photo

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  The 39th Street Yard is the interchange location for New York Cross Harbor Railroad / New York New Jersey Rail and the South Brooklyn Railway. This location is also known as Bush Junction, a name that dates back to early Bush Terminal Railroad operations.

   The New York Cross Harbor Railroad transported materials much as ties, rail and other railroad related supplies to this yard, for transfer to the New York City Transit Authority. The New York Cross Harbor Railroad also once hauled scrap subway cars from this location for loading on a carfloat for transportation to a scrapper located in New Jersey, as well as placed new / rebuilt subway cars just arriving from the mainland US, for transfer to the New York City Transit Authority.

   As stated, the 39th Street Yard was rebuilt and this reconstruction eliminated the old interchange switch on 2nd Avenue, and now only cars 50 feet and under can be moved here via New York Cross Harbor Railroad.

   In 2003, the New York City Economic Development Corporation, in conjunction with the Port Authority of New York & New Jersey put forth a proposal to improve the rail access of the 39th Street Yard and to develop the property north of that yard. One of the proposals contained an automobile loading / unloading facility.

   As of January 2010, the 39th Street Yard is being reconstructed. The track entrance on Second Avenue is being discontinued, and a new access point from First Avenue is being constructed. This new trackage, eliminates the sharp radius curves encountered by trains turning from First Avenue onto 41st Street and then again from 41st Street onto Second Avenue (where the trackage ducks under the corner of the warehouse).

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Readers Please Note:

   It now appears from documents located on the web, that the 39th Street Yard is now part of the South Brooklyn Marine Terminal property which is owned by the Port Authority of New York & New Jersey, and operated by Axis Group.

   As current data reflects that the South Brooklyn Railway / New York City Transit Authority / Metropolitan Transportation Authority no longer has interest in the 39th Street Yard; all updates for this location will be posted in the South Brooklyn Marine Terminal chapter below.  

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South Brooklyn Marine Terminal

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   The piers west of the 39th Street Yard are known as the South Brooklyn Marine Terminal.

   Strangely, rail service to this pier was not provided by the South Brooklyn Railway as one would expect, but by the New York Cross Harbor Railroad which would have to pass through the 39th Street Yard of the South Brooklyn Railroad to enter the South Brooklyn Marine Terminal. By the way, the South Brooklyn Marine Terminal is not affiliated with the South Brooklyn Railway.

   It is also now understood that the 39th Street Yard is no longer associated with the South Brooklyn Railway / New York City Transit Authority / Metropolitan Transportation Authority and belongs to the South Brooklyn Marine Terminal.

   While it appears the South Brooklyn Railway will still have access via the 39th Street route (around the Costco property), the yard will be serviced by New York New Jersey Rail via a new track access located on First Avenue & 39th Street (see 2007 proposal below).

   The following is an excerpt located in the New York State Department of Transportation non-NYSDOT Economic Recovery Act / Tiger pre-application online archives. This "pre-application" was submitted by the New York City Economic Development Corporation.

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2003 Proposal

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2007 Proposal & Current Plan

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     According to published proposals, additional trackage is being installed in the yard, and the siding leading down the pier and into the South Brooklyn Marine Terminal (adjacent to the former American Stevedoring Pier) has been reconstructed as well:

   During a visit in January 2010, Philip M. Goldstein took several photos of track and siding reconstruction. Apparently the proposed improvements are underway:

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Atlantic Terminal

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   The Atlantic Terminal, located in the Atlantic Basin, was also property that was New York Dock. The Atlantic Basin is located north of Bush Terminal, right off of Ferris Street. Atlantic Terminal serviced a series of public Team Tracks as well as some customers.

P. M. Goldstein collection
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   Those customers utilizing the Atlantic Terminal received cars such as tank cars of corn syrup, as well as covered hoppers of salt & sugar.

   Service at the Atlantic Terminal ended in 1992, but remained unchanged for many years. Within the last 10 years however, the location was reconstructed as a passenger ship terminal, the float bridge (a pony plate girder) was removed in approximately 2005 and its disposition is unknown. Nothing remains of the railroad operation there:  

Atlantic Terminal - February 28, 1990
Looking north at #21 switching in the Atlantic Terminal and on the float bridge.
Carl G. Perelman photos

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Atlantic Terminal - 1997
Looking north-northwest at the Atlantic Terminal float bridge.
John McCluskey photo

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Fulton Terminal

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   Fulton Terminal was never actually a New York Cross Harbor Railroad owned or operated piece of property, but the Fulton Terminal was a former New York Dock property.

   The Fulton Terminal comprised of an enginehouse, a small yard and two pontoon float bridges.

   Fulton was the place where New York Cross Harbor Railroad stored their tugboats for a period of time, and also where the "Roster on a Barge" (excess locomotive units) was stored.

"Roster On A Barge"
Fulton Terminal, Brooklyn, NY - June 21, 1984
unknown photographer
P. M. Goldstein collection

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   Today Fulton Terminal remains in an abandoned / derelict state but portion of the site are under reconstruction.

Fulton Terminal Pier Yard and south float bridge - August 2006
Looking west-northwest.
P. M. Goldstein photo

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 As of June 1, 2010; the pier has almost totally collapsed.

Brooklyn Navy Yard

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   Another location serviced by the New York Cross Harbor Railroad was the New York Naval Shipyard a/k/a the "Brooklyn Navy Yard".

  Located here is a float bridge, and at one point a massive yard / track structure. This location was formally serviced by the Brooklyn Eastern District Terminal from 1941 through ca. 1983. The Navy Yard had just a single carfloat apron, and an interesting one at that.

   This float bridge was of the contained apron type, also known as a "French" style; and was an electrically powered overhead suspension bridge. Later on, it was converted to a pontoon float bridge in 1977 but the overhead gantry was left standing.

   New York Cross Harbor Railroad received a contract to operate in the Brooklyn Navy Yard in the late 1980's, delivering cars to a subway / electric multiple unit car assembler (rebuilder?): NemCo (believed to stand for NorthEast Motorcar Co). This customer was switched once a week. Service ended by 1992 and once the contract ended, so did service to this facility.

   Today the float bridge apron and gantry is still intact, but most of the trackage is gone.

Greenville Yard

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   The railyard at Greenville, NJ, is located in Jersey City, New Jersey, and is the westernmost point of interchange of the New York Cross Harbor Railroad / New York New Jersey Rail. It is currently the base of operations and house a modest trailer which is used as offices for management personnel.

   Greenville Yard, including the float bridges; was originally constructed by the Pennsylvania Railroad in 1904 when the PRR outgrew it's Harsimus Cove Yard (somewhat north on the New Jersey shoreline). In it's heyday, this yard was huge. But perhaps what is most interesting is that Greenville Yard rests atop a man-made peninsula.

   The original Greenville float bridges and support structures were made of all wood, but following a massive fire in 1931; they were rebuilt in steel to prevent a repeat of the conflagration. Greenville Yard now featured six pony plate girder electrically powered cable suspension float bridges, numbered 9 ½ through 14.

   Greenville Yard as originally constructed, also featured such apparatus as a hump yard, outbound / inbound yards, car repair facilities and even a steel staging area for New York City building construction.

   As mentioned above, after Conrail took over Class 1 operations in 1976; is did not want to involve itself in marine operations. Therefore, the carfloating operations were contracted out to Brooklyn Eastern District Terminal in 1976.

   Following the cessation of operations of Brooklyn Eastern District Terminal / New York Dock in 1983, the New York Cross Harbor Railroad received the lease on Greenville from Conrail.

An old sign on the main entrance road to Greenville Yard - February 26, 2009
P. M. Goldstein photo

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   It was said that part of a revised agreement in 1983, that Conrail would maintain the yard and floatbridges in Greenville, with New York Cross Harbor Railroad doing the switching and carfloat work.

   However, after two float bridges collapsed (#13 & 14 or the southernmost two) around 1991 and with Conrail refusing to repair them, ownership of the float bridges and structures, along with the floating rights were transferred to New York Cross Harbor Railroad, but the land remains Conrail Shared Assets owned. See the float bridge chapter for more information.

   Most of the float bridges are still there, albeit in various states of disrepair; except for #11 which is in service at this time. Number 11's outer apron was replaced in 1994, and numbers 13 and 14 which were dismantled in 1997, following the partial collapse of the suspension gantry.

Note that this shows 12 Bridge as operational!
As 12 Bridge was operational until 1992, this map and the others as part of the TSM Study must predate that year.
P. M. Goldstein collection

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   Tracks were numbered in Greenville as following: 12-3 (southern most), 12-2, 12-1, 11-4, 11-3, 11-2, 11-1 and the Crane Track. Greenville is currently comprised of approximately 27 acres.

   Greenville itself never really had any customers other than being a transload operation until 2006; at which time a new consignee would receive boxcars filled with hay on the Crane Track. This customer is still in operation and received this commodity to this day.

Customers

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Bush Terminal

consignee	location	commodity	time	notes
American Stevedoring?	39th Street Yard	cocoa beans	1992? - 2001?	operation later done dockside
Atlantic Waste	50th & First Ave.	garbage	199_? - 1999?
Cropsey Metal & Recycling	Bush Terminal Yard	scrap metal	199_? - 2005?
Davidson Pipe	Bush Terminal Yard	pipe	1994 - Current?	cars originally went c/o South Brooklyn Railway; now uses Bush Terminal Yard
East Peak Trading	unknown	rice	unknown
Franklin Polymers	47th & Second Ave.	plastic pellets	198_? - 2007?	company under new ownership
Interdynamics	shop alley	R134a refrigerant	198_? - 2006?
Merco Joint Venture	Bush Terminal Yard	sewage sludge	1992 - 2001	operation moved to Greenville Yard c. 1998
Midwood Lumber	54th & First Ave.	lumber	199_?	current consignee, originally had own siding, now utilizes yard
MVP Warehousing	shop alley	rice	199_? - 1996
New York City Transit Authority	c/o SBK @ 39th & Second	track material	1983 - 2006?
Plywood Specialties	40st & First Ave,	lumber / building materials	198? - 2005?	siding now used by another consignee
Safety Kleen	Bush Terminal Yard	waste oil	1993 - ?
Vesuvio Foods	unknown	unknown	unknown

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South Brooklyn Railway

   The freight subsidiary of the New York City Transit Authority, interchanges with New York Cross Harbor Railroad at the South Brooklyn Railway's 39th Street & 2nd Avenue Yard. See below for more info.

      The New York Cross Harbor Railroad used to bring freight cars or subway cars to the 39th Street Yard, at which point the South Brooklyn Railway hauls the item to its respective destination within the transit system. 

   The majority of freight that was shipped by rail (in most cases subway cars), that was destined for the New York City Transit Authority, came in via the New York Cross Harbor Railroad and their float bridges until circa 1994; when the trackage on Second Avenue and 39th Street a/k/a "Bush Junction" was reconstructed.

   Alledgely, the reconstruction of the curve restricted car lengths to around 50', so the average subway car (which is 70' to 80' in length) could not negotiate the curve. Whether this is fact or fiction is not known, but the fact remains that no new subway cars have transversed this trackage into the 39th Street Yard since 1994, but outbound subway cars for scrapping did use Bush Junction until circa 2003.

   Track material shipments were unaffected and continued to use the street trackage until circa 2004.

   Currently the interchange is unused, as the turnout on First Avenue and 41st Street is welded into the Plywood Specialties position, thereby isolating the 41st Street and Second Avenue routing. Perhaps with the construction of the new access track directly down First Avenue into the 39th Street Yard may see this yard reactivated.

   For more information on this railroad and operation please click here: South Brooklyn Railway

Interdynamics

   This customer is north of 42nd Street (one block north of the enginehouse), and received R134A refrigerant for distribution.

   This customer is no longer in occupancy.

Interdynamics Service Alley - 2007
Looking north from 42nd Street
P. F. Strubeck photo

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MVP Warehousing

   At one point this customer used to receive car load boxcars of rice. This customer was also located north of the shops. This customer went out of business in 1996.

Plywood Specialties

   Located at 40th Street & First Avenue, this customer (no longer in presence) received "centerbeam" bulkhead flatcars loaded with plywood, as well as boxcars of building materials.

   As of May 2010, rail service continues to service a different customer at this location.

Pulling an empty boxcar out of former Plywood Specialties siding at First Avenue & 40th Street - 2007
P. F. Strubeck photo

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Midwood Lumber

   Located at 50th Street & First Avenue. A spur siding was constructed, but was rarely used.

   When constructed, this siding it was designed with very sharp radii, and it isdifficult for modern length freight cars to negotiate the curve.

East Peak Trading

   Received boxcars of rice.

Merco Joint Ventures

   Beginning in 1992, New York Cross Harbor Railroad received a new freight consignee, Merco Joint Ventures.

   Merco was a third party contractor that removed the sewage sludge from City of New York sewage treatment plants. During the first few weeks of this operation, the semi-solid sludge was loaded in 20' sealed containers in which the New York Cross Harbor Railroad would then load onto their own 89' flat cars. Soon after this however,  TTCX 60' flat cars were used.

   In 1993, the flat cars would somewhat be replaced by new cars, called "WastePackers". These cars were developed by Johnstown America Freight Car Company. WastePackers were a two unit articulated spine car, in which three 20' containers can be loaded for each half of the car, thus increasing productivity.

   In transition between the TTCX flat cars and the "WastePackers", articulated "ULTRA" stack cars from Epic were used. These ULTRA cars were very similar in design to WastePacker cars. Merco's WastePacker cars used "MERX" reporting marks, and the containers themselves bore "MJVU" reporting marks.

    The loading operation would eventually be moved to Greenville circa 1998, and operated until 2001 at which time the City of New York canceled their contract with Merco. At this time, East Carbon Development Corporation Environmental a/k/a "ECDC Environmental" operated the contract until around 2006 (presumably to finish out the contract). At this same time, the majority of the MERX cars went to ECDC.

    New York Cross Harbor would transport the full containers from Brooklyn to Greenville. The cars would be loaded in Bush Terminal, floated to Greenville and then interchanged with Conrail. Only five of the articulated cars could fit on the 290' floats and seven cars on the 360' floats.

   These loads ultimately wound up in Texas, at the Sierra Blanca Sludge Ranch where it would be spread out as fertilizer.

Atlantic Waste

   At 51st Street & First Avenue: there was a waste disposal firm located here. This location is of note, as the cars ran between two buildings located to either side of a sharp curve with extremely limited clearances.

   This customer employed the use of a fleet of 60' ECOX boxcars. Service to this customer ended in the late 1990's.

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Franklin Polymers

   Located on 47th Stteet and Second Avenue, this track would cut through the corner of the junk yard on the corner of 47th Street. The track would then head east and cross Second Avenue and enter into a building.

   This customer received plastic pellets for injection molding, and it is believed this firms' primary product was plastic bags.

   Service to this customer ended on an as yet unknown date, and this customer would then draw off its load in the Bush Terminal.

Davidson Pipe

   Davidson Pipe would receive gondolas of pipe via New York Cross Harbor Railroad which would place the cars in the South Brooklyn Railway's 39th Street Yard (between First & Second Avenues). Then, the South Brooklyn Railway would move the gondolas from their 39th Street Yard into Davidson's Pipe Yard located across Second Avenue between Second & Third Avenues.

   In 1994, Davidson Pipe downsized and sold this property to Costco, the wholesale club. Davidson would continue to receive gondolas and bulkhead flatcars of pipe, but they would now be unloaded within the Bush Terminal Yard.

Bush Terminal Yard - Davidson Pipe Area - 2007
P. F. Strubeck photo

Various Customers in Bush Terminal Yard

   In the main yard, there are customers who receive cars at this location, including Davidson Pipe, Midwood Lumber, Franklin Polymers and Cropsey Metals. Also located in the northeastern end of the yard, is a paved ramp which was used to unload subway cars that arrived on flatcar for the New York City Transit Authority.

Bulk plastic pellet transfer at Bush Terminal Yard, Brooklyn, NY - July 28, 2009
Looking south. Note the subway car unloading ramp leading up to end of covered hopper car.
P. F. Strubeck photo

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American Stevedoring

   American Stevedoring received raw cocoa beans via ship and transferred the product to freight cars, which were loaded in the South Brooklyn Marine Terminal (which is located west of the South Brooklyn Railway Yard at Second Avenue & 39th Street).

   American Stevedoring would load the hopper cars with a conveyor, thus causing the carfloat to list very badly on occasion. Often, the cocoa beans were pre-bagged, and loaded directly into boxcars. Bagged cocoa loading used to take place at the 39th Street Yard. Deep sea vessels used the berth at the South Brooklyn Marine Terminal until 2002, when structural issues precluded the use of the bulkhead at this location and prevented large vessels from mooring there.

   American Stevedoring moved their operation to the Red Hook Container Terminal. Here, cocoa would be transfered directly from deep sea vessels to boxcars which were loaded on a carfloat. (Modern day lighterage serivce!) 

   In January 2006, a carfloat was tied up at this pier with loaded hoppers, when the carfloat developed a leak and consequently sunk, taking the hopper cars with it. Thus three or so hoppers were seen floating in the East River for a few days:

Bobbing for cocoa - January 2006
Red Hook Marine Terminal.
Looking west.
unknown photographer
New York Times photo

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   American Stevedoring and the cocoa loading operation has since been moved out of New York State and this dockside work is no longer done.

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Domino Sugar

   Another customer that received dedicated carfloat service was Domino Sugar on the East River by the Williamsburg Bridge. However, this dedicated carfloat service operation only took place two or three time before service was discontinued.

   Domino Sugar was the successor to American Sugar Refining which in turn was known previously as Havemeyer & Elder. Prior to New York Cross Harbor Railroad service, Domino (and it predecessors) would be stalwart customers of the Brooklyn Eastern District Terminal.

   During New York Cross Harbor Railroad service, Domino Sugar would receive carfloats with Trailer On Flat Car (TOFC) cars onboard the carfloat, that held tank trailers of liquid sugar.

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RETURN TO MAIN INDEX

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Operations & Special Moves

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   Throughout the years, the New York Cross Harbor Railroad has played host to a number of "special" moves. Many of these have been for the Long Island Rail Road, but some were for Metropolitan Transportation Authority of New York. I will list them in chronological order:

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The Intermodal Experiment

   In the late 1980’s, Long Island was in a crisis of overloaded roads and something had to be done. That is when the Long Island Rail Road, in association with the New York Cross Harbor Railroad, started an experimental Intermodal TOFC (Trailer On Flat Car) service between Greenville / Jersey City, NJ and Farmingdale, NY.

   What made this service interesting, is the fact that instead of utilizing regular style intermodal type flatcars which are commercially available; the Long Island Rail Road had opted to use, and have custom-built "Bogie" well cars instead.

   The entire purpose of these cars was to be able to introduce intermodal-type services to Long Island businesses. The reason that it took so long to do this was the fact that Long Island is plagued with some very low clearances and overpasses along the rail routes which will not accept the traditional double stack containers or trailer-on-flat-car services.

   This is somewhat ironic, being that the Long Island Rail Road helped to pioneer "intermodal service" back in the 1800’s, by placing horse drawn wagons on the decks of flat cars destined for the city!

   Never the less, these "Bogies" eliminated the height problem. The Long Island Rail Road entered into an agreement with the New York Cross Harbor Railroad, who operated carfloat service between Jersey City, New Jersey and Brooklyn, New York. Trailers would be come into New Jersey, be loaded on the Bogies and then taken by carfloat to Bush Terminal, Brooklyn. From here, the cars would be interchanged with the Long Island Rail Road at 65th Street. This is the only route the cars would ever take.

   Starting in 1988, the Berwick Car Company of Berwick, Pennsylvania designed and built the first set of the Bogies. Berwick is a known freight car builder with a line of well known boxcars and would later develop the ULTRA (universal load, twin railcar, articulated) container waste cars in 1991.

   When complete, the first 12 units were leased to the Long Island Rail Road for testing. The original cars were delivered in April 1988 and the tests went well . A Department of Transportation grant was issued to pay for the new cars, with a second order of cars being delivered in August 1991. Only a few cars of the second order ever actually saw service.

   The cars were unlike anything ever built at the time, featuring some very sleek lines on a very low profile, but a heavily built chassis. What made these cars interesting, was the fact that the trailer body became an important part of the cars. The trailer we straddle the cars with one end in the "Fifth wheel" hitch and the wheels sitting in wells of the next car. The process would then be repeated with each successive trailer.

   The end cars (Number 8000 series, “A” cars) featured a standard height tight lock (Type H) coupler and a set of cast steel counterweights. The other end featured the fifth wheel hitch.

   Next in line would be the intermediate car (Number 1000 Series, “C” cars). On one end would be a set of wells for the trailers tires to sit in, and on the other end, a fifth wheel hitch. Both ends of the car had low height couplers.

   The next and final car (Number 9000 series, “B” cars) would have only a set of wells for the wheels, then on the end would be steel counterweights and a standard height Type H coupler.

   Originally, the cars had black lettering, but this would be changed to white lettering later on. An air hose would be slung under the trailer and connected to the next car to operate the trains air brakes.

   A more refined red air hose reel was also added, along with guides for the truck tires on the wells. An interesting note is that these cars did not have a center sill like almost every other freight car has. The cars feature heavy duty 12" x 9" rectangular box cross supports. The sides of the car were thick metal which acted as a side sill.

   A typical consist would appear as such: A-C-C-C-C-B. Loading and unloading would be handled by a pair of custom built cranes, one located on the Wye Team Track in Pinelawn, Long Island, New York; and the other in the Greenville Yard, in New Jersey..

   These bogies were in limited service when they were built, but it was soon discovered they were prone to derailments due to their overall light weight even when loaded, and due to the fact there were only two axles per car as opposed to four, which made the Bogie not-as-forgiving, in regard to "less than perfect trackage".

   The trailer loader / unloaders were also problem prone. Subsequently, the Federal Railway Administration limited the Bogies to 20 miles per hour and no more than 15 cars per train.

   Initial usage has seen these Bogie sets used to transport United States Postal Service trailers to the USPS Processing & Distribution Center located in Farmingdale.

   The bogies were tested again in the early 1990's, to transport trailers for Clare Rose beer distributors. No discernible modifications were evident; and once again in limited service only. As far as this author has been able to learn, this test resulted in the bogies not having any appreciable advantage over truck traffic, and the Bogies once again experienced technical problems, along with rising costs to transport the bogies.

   Ultimately, tHe bogies were only used from October 1988 to December 1992.

   The Bogies still survive to this day, but are in storage. One long cut is located on a siding in Hicksville, NY; with another cut on the "Montauk Cutoff" located in Long Island City.

   One of the loading cranes also survives, that being the unit in Farmingdale, NY.

Greenville,  NJ - December 10, 1991
The bogies in use and on a carfloat.
Carl G. Perelman photo

Farmingdale, NY - unknown date
The bogie cars in service on the Long Island Railroad. Note the container crane and LIRR MP15 on right edge.
Albert Castelli photo

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Outbound Subway & Commuter Cars for Scrap

   Throughout the 1980's, the New York Cross Harbor Railroad received a contract for the handling of scrap subway cars for the New York City Transit Authority.

   These cars were loaded directly onto carfloats and shipped to Greenville, NJ. Some were scrapped right in the yard in Greenville by Abato Bus Sales, while others were sent to Naparano Iron & Metal in Newark, NJ.

   Also, a handful of the retired Long Island Rail Road Budd M1 "Metropolitan" cars were loaded on top of 89' flatcars by the Long Island Rail Road. These cars were then sent to Bush Terminal and subsequently carfloated to Greenville, NJ. Actually, only very few M1's went this way; with the majority of the shipment going via Canadian Pacific Rail on the New York Connecting Railroad.

   Also being sent out for scrapping, were Long Island Rail Road P72 / 75 Class cars. These were put on a carfloat where they were taken to Newark, NJ to be scrapped. Known cars included #2902, #2832, #2785, #2895, #2797 & #2871.

Inbound Subway & Commuter Cars

   During the 1980's; the Metropolitan Transportation Authority (the parent organization for the New York City Transit Authority, Staten Island Rapid Transit, Metro-North and Long Island Rail Road); commenced with a major system-wide fleet modernization program.

   As the scrap cars were sent out (as mentioned in the above chapter), new and rebuilt cars would arrive to replace the obsolete cars. Most of the new subway cars constructed by Bombardier and Kawasaki; as were the rebuilds from Morrison-Knudson; came into Brooklyn from Greenville, NJ via carfloat. These subway cars were loaded on top of flatcars "piggy back style", with trucks installed and "ready to roll". These cars were unloaded either in Bush Terminal the South Brooklyn Railway's yard at 38th Street & Third Avenue, or in a very rare instance, new subway cars were unloaded directly from a freighter onto a carfloat.

   To unload those subway cars loaded on flat cars, an earthen unloading ramp was built at the northern end of Bush Terminal, just east of the enginehouse:

Subway Car Unloading Ramp (ground view) at Bush Terminal Yard, Brooklyn, NY - January 2010
P. M. Goldstein photo

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Subway Car Unloading Ramp (elevated view) at Bush Terminal Yard, Brooklyn, NY - January 2010
P. M. Goldstein photo

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   A similar ramp made of railroad ties in located at the nearby South Brooklyn Railway Yard at 38th Street and Third Avenue (see South Brooklyn Railway for images).

   Also during this time, Metro-North sent some of their Budd M4 electric commuter cars to NemCo, located in the Brooklyn Navy Yard, thus giving the Brooklyn Navy Yard one last fleeting moment of carfloating glory.

   Ironically, the New York Cross Harbor Railroad also carfloated the rebuilt Port Authority Trans Hudson (PATH) PA 1 cars to and from the Brooklyn Army Terminal Yard at 65th Street, where the PA1's were rebuilt by New York Railcar Company.

   It is amusing that not one but both of Brooklyn's former military properties would be home to railcar rebuilders and New York Cross Harbor Railroad would have the honors to provide carfloat service to both.

   In 1999, when the Long Island Rail Road was modernizing their passenger car fleet; the brand new Bilevel cars were delivered via the New York Cross Harbor Railroad. These cars were carfloated into Bush Terminal and then delivered to New York & Atlantic Railway at 65th Street.

   Timing was important, and a "headlight to headlight meet" was needed to prevent any sort of vandalism to the brand new, million dollar commuter cars.

Valley Railroad #1647

   In January of 1990, the New York Cross Harbor Railroad transported the (then) brand new Valley Railroad 2-8-2 #1647.

   This steam locomotive was built brand new by Tan Shan Locomotive Company located in the Peoples Republic of China. #1647 was then shipped over by freighter and unloaded in New Jersey. Then it was carfloated over to the Brooklyn Army Terminal.

#1647 is still around today, operating as New York, Susquehanna & Western Railroad #142.

Inbound Plasser Track Geometry Car

Also taking place in 1999, a new Plasser-American Track Geometry Car was purchased by the Long Island Railroad. This Geometry Car was carfloated into Bush Terminal, and as before hauled to 65th Street for interchange with the New York & Atlantic Railway.

Outbound GP38-2's and Inbound DE / DM30AC

   Undertaking another fleet modernization, the Long Island Rail Road also shipped their fleet of aging GP38-2 locomotives back to ElectroMotive Division (EMD).

   These locomotives were shipped with the assistance of the New York Cross Harbor in late 1999. The locomotives were stored in Bush Terminal, then carfloated over to Greenville, several at a time.

   Some of the new replacement engines, the DE and DM30AC locomotives were transported inbound to Long Island Rail Road via the New York Cross Harbor Railroad.

RETURN TO INDEX

Miscellaneous Data & Information

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Eared Knuckles

   "Eared" knuckles are a special type of coupler knuckle that were utilized on locomotives working carfloats for Marine-Rail outfits:

   These knuckles had extensions cast into the top and bottom of the knuckle, which allowed for extra vertical movement of the adjoining coupler on the car being towed (which were without eared knuckles).

"Eared knuckle" on coupler for carfloat / float bridge work.
P. F. Strubeck photo

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   This was crucial when moving cars over the rather sharp and abrupt angle changes in either approaching the apron from land or from the apron to the carfloat.

   Only a few New York Cross Harbor Railroad locomotives were equipped with these types of eared knuckles, and if they were so equipped, it was early on in the 1980's.

   For an unknown reason, the eared knuckles were removed.

   It is also believed that when a new locomotive was acquired, the eared knuckle off the locomotive that it was replacing was transferred to the newly arrived locomotive,; but this has not been positively confirmed.

   The photo above, is of the eared knuckle on BEDT 16. All of BEDT's locomotives (steam & diesel) were equipped with eared knuckles, front and rear.

Rerail Frogs

   On the original New York Cross Harbor Railroad fleet, a special sheet metal side was added to the last handrail sanction on the engineers side extending to the cab. This small box like enclosure was on there to hold rerail frogs and heavy ropes.

Brooklyn Eastern District Terminal #16

   In late 1992, BEDT 16, a H. K. Porter 0-6-0T; was moved from is long abandoned state in front of the old Kent Avenue enginehouse to the Bush Terminal enginehouse. At this time, a few different groups tried to claim ownership. Later on, shop forces of New York Cross Harbor Railroad painted 16 to a makeshift BEDT scheme and even replaced the number plate.

   While this restoration was not 100% correct or prototypical, this makeshift restoration made it presentable. It has since been said, that the this makeshift restoration was done to commemorate the retirement of Harry Lynch; a locomotive engineer for Bush Terminal Railroad, New York Dock and subsequently the New York Cross Harbor Railroad.

In 1999, the Railroad Museum of Long Island acquired 16 and it was moved to their Riverhead Restoration Site.

BEDT 16 at Railroad Museum of Long Island - 2006
photo by author

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New York Cross Harbor Railroad Police

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   Beginning in the early 1990's, the New York Cross Harbor Railroad organized and employed its own police force.

   The New York Cross Harbor Railroad Police Department employed a full time Police Chief, in addition to about a dozen "Reserve Special Agents" , who in turn were commanded by the "Reserve Superintendent of the Railroad Police".

   In reality, the principal duty of the New York Cross Harbor Railroad Police Department was traffic control on freight movements that transversed First Avenue among the other city thoroughfares.

   The New York Cross Harbor Railroad Police Reserve held training drills on the property, as well as assisting with security during events and affairs concerning Robert Diamond and Brooklyn Historic Railway Association.

   Most of the Reserve Agents had been previously employed in some facet of law enforcement. The uniform was a light blue shirt, with blue jeans and work boots. A pair of patches were used: one design was for property protection, and the other design for train protection. Both were worn, with one on each sleeve of the shirt.

   Gold colored badges were also issued for use.

New York Cross Harbor Railroad "Train Protection Unit" patch.
P. F. Strubeck collection

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Float Bridge Pinning Procedures

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In this chapter, the procedure for using a float bridge will be discussed.

Greenville, NJ - November 30, 1990
New York Cross Harbor Railroad carfloat #16
with rebuilt subway cars and New York Cross Harbor Railroad flatcars.
Carl G. Perelman photo

Bush Terminal Float Bridge Operations:

   Bush Terminal uses a common type of carfloat apron, the Pontoon style (see Carfloat Aprons for more information). This type of apron was also used in Atlantic and Fulton terminal as well as the Navy yard.

To pin (attach) the carfloat to the apron at Bush Terminal,

1.	A locomotive or loaded car would be used to ballast the apron and push the pontoon down so the apron was level with the carfloat if needed. Some aprons have jacks on the ends in the middle of the tracks to help raise the apron up if needed.
2.	A first line would be hooked onto the carfloat from a winch on the apron, and it would then bring the carfloat into initial alignment.
3.	A bridgeman would slide the toggles (the pins that keep the barge from having any side to side or up and down movement) into receptacles on the carfloat. These toggles would then be chocked in.
4.	A second line would be attached to the carfloat from the apron and both lines would be tightened up, the second line helps in case the initial line was to break, thus acting as a "safety".
5.	A bridgeman would then put the rails into final alignment using a hand jack ( sort of like a binder ) if needed.
6.	The locomotive would pull the left most cut of cars halfway off the float.
7.	The locomotive would switch to the right track and pull that cut of cars all the way back into the yard.
8.	The locomotive would the go back to the cut of cars that were halfway pulled off, and pull them back to clear the switch on the apron. The switch was thrown and that cut of cars was shoved forward and coupled onto the remaining cars on the center track, and both would be pulled back into the yard.

To load, the procedure would be reversed. This operation varied often depending on the cars on the carfloat.

Greenville Floatbridge Operations:

   Unlike Bush Terminal, Greenville operations are quite different, and utilized a completely different kind of float bridge.

   The float bridge utilized at Greenville is a design that is completely suspended over the water by means of a gantry system, unlike the pontoon type used at Bush Terminal. Since Greenville is of Pennsylvania RR heritage, so are the floatbridges.

To pin (attach) the carfloat to the apron in Greenville:

1.	The tugboat would bring in a loaded carfloat and it would be moored to finger pier on the sides.
2.	The float bridge operator would raise or lower the apron depending on the tide to get the correct matching height between the carfloat and the apron.
3.	A deckhand would attach a line from an electric power winch to a cleat on the carfloat, to pull it in and bring it into alignment to the apron.
4.	The apron would then be pinned to the carfloat. This is done by driving the toggles on the apron into corresponding hole on the carfloat with a crowbar and then the toggle would be choked to prevent them from slipping out.
5.	A secondary line would be attached from a manually operated winch to the carfloat and this would also be drawn tight.
6.	A deckhand would then put the rails into final alignment using a ratcheting hand jack (sort of like a binder).
7.	The locomotive would then approach the carfloat on the left track, and pull that cut of cars back to about the crossover.
8.	The locomotive would then go to the right most track and pull that cut of cars all the way back into the yard.
9.	The locomotive would go back to the left track and finish pulling that cut of cars off just to clear the switch on the apron. The switch would be thrown and the cut of cars still coupled up would shove onto the center track and pull off the remaining cars back into the yard.

Note: While all of this is taking place the operator in the cabin would be constantly raising and lowering the aprons
to match the tides and weight distribution on the carfloat.

Click here for more information on the types of floatbridges used

Reach Cars

   The New York Cross Harbor Railroad never really made use of Reacher / Idler car, even though it owned one which was, ex-New York Dock and originally Bush Terminal (Idler Car #101).

   Today an empty gondola or spine car is used if it is warranted.

   See Non Revenue Equipment chapter below for more info.

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Locomotive Overview

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Greenville, NJ - April 3, 1986
A. Tillotson photo
P. F. Strubeck collection
added 02 June 2010

   When the New York Cross Harbor Railroad was organized, it acquired all the locomotives from the 1978 New York Dock / Brooklyn Eastern District Terminal merger. Some of these locomotives would go on to be used, others would become parts donors, and some surplus for sale.

   From the beginning of operations in August 1983, the New York Cross Harbor Railroad used several of the ex-Brooklyn Eastern District Terminal American Locomotive Company Model S-1 locomotives. Locomotives used were 22, 25; with 21 originally being stored with the remainder of the surplus locomotives but would be reactivated by New York Cross Harbor Railroad.

   Also, New York Cross Harbor Railroad operated the pair of ex-New York Dock ElectroMotive Division Model NW-2's: which were numbered #58 and 59. Number 59 would have the honor of being the first locomotive to be painted in the new New York Cross Harbor Railroad livery scheme.

   New York Cross Harbor Railroad chose not to utilize three of the former Brooklyn Eastern District Terminal S1's (#23, 24 & 26) which served as parts donors for #21, 22 and 25, nor did they operate either of the pair of the former New York Dock's American Locomotive Company Model RS-3's or any of the four General Electric  Model 44 Tonners (#51, 52, 54 or 55).

   The unused and surplus locomotives  (the two RS3's, four 44 tonners and three S1's were first stored in the Brooklyn Army Terminal for eventual parts use (as the BEDT S1's would be) or stored in the hopes another railroad would purchase them outright for use. This only occurred with one locomotive: New York Dock #55. This locomotive was sold to Eastern Railcar in New Jersey, which has since be resold to East Penn Railroad.

   Soon after the locomotives being placed in the Brooklyn Army Terminal however, the remaining locomotives would be stored on a carfloat, and moved to the former New York Dock Fulton Terminal. It would be moored to the pier until January 1986, at which time the carfloat that the locomotives were stored on, was relocated to Newark, NJ; and all units were scrapped at this location.

   The first locomotive to actually have been purchased by New York Cross Harbor Railroad was #11, an American Locomotive Company model S4. This locomotive was purchased from the Massena Terminal Railroad in upstate NY, where it was also their #11. Massena Terminal purchased this locomotive new. Unfortunately in 2000, #11 blew it's turbocharger and sat idle until June 2006 which at such time it was scrapped in the Greenville Yard.

   The Alco model S4 is almost identical in appearance to the model S1, with the only differences between the models being that the engine on the S4 was equipped with a turbocharger, which resulted in a trapezoidal base exhaust stack. The S1 model is not turbocharged and has a conical base exhaust stack. The other significant difference is that the S4 model rides on AAR Type A switcher trucks and the S1 model rides on Alco "Blunt" trucks, which have a "thinner" and "lighter duty" appearance.

   In 2000, New York Cross Harbor Railroad purchased a General Electric model U23B. This locomotive did not see service often, and would be sold in 2006.

   Also in 2000, the New York Cross Harbor Railroad purchased three ex-Green Bay & Western American Locomotive Company model C424 (Century 424) locomotives. The New York Cross Harbor Railroad planned to make "mother-slug" sets out of these locomotives with the retired ex-BEDT Alco S1's. But this never happened and the plans came to naught.

   In 2004, New York Cross Harbor Railroad purchased two ex-Union Pacific Yard (UPY) Electro Motive Division model SW-1500 Switchers. One of these locomotives remains in service today. The other unit was sold / traded to Juniata Terminal and is no longer on the property.

   The New York Cross Harbor Railroad has leased other locomotives over the years. These mostly BDLX units, of which denotes Big Dog Leasing. One of these locomotives, #2293 was overhauled in 2006. During this period, New York Cross Harbor Railroad borrowed / leased a locomotive from the Morristown & Erie Railroad, #563.

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Locomotive Livery & Paint Schemes

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   Over the years, the New York Cross Harbor Railroad has employed the use of a few interesting paint schemes and heralds that were used on the locomotives.

First Generation, 'A' Variant: 1983 - 1989

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   Originally when New York Cross Harbor Railroad was organized, in those first few weeks of operation, they used "patched", i.e. the letters BEDT on the engine doors and cab sides painted over, and with NY Cross Harbor Railroad lettering now on the side of the cabs. The handrails remained yellow.

   Locomotives 22 and 25 wore this patched BEDT livery for the first few months of operation in 1983. Shortly thereafter, the locomotives were painted blue with a white hood stripe, white handrails, white safety stripes on the front & rear pilots, white cab roof, but with the same text on the cab sides.

  When locomotive #21 was re-activated in 1985, it too wore this patched BEDT livery for a few weeks of operation until being repainted, of which by this time the B Variant was in use.

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First Generation, 'B' Variant: 1984 - 1989

original design by B. Schaeffer
website artwork by J. Otto

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   In 1983, Locomotives #58 and 59 were also painted into the blue scheme as mentioned above, however they did not receive the cab lettering. #58 and 59 operated with no l;ettering on the cab sides until late 1984. At this time, the herald designed by Benjamin Schaeffer (a very prominent and well regarded railroad historian and railfan of the Metro New York Area) was adopted for use on the New York Cross Harbor Railroad locomotives.

   As mentioned above, #21 recevied this logo.

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Second Generation: 1989 - 1998

   In 1989, a more refined variation of Ben Schaeffer's herald was created. The new design now had an "air brushed" style to the images of the tugboat and locomotive (as opposed to the outline drawing appearance of the first generation herald).

    However, while the diagonal "CROSS HARBOR" in the first generation herald is solid, the diagonal lettering of "CROSS HARBOR" in the second generation appears to be a stencil.

At this time, the color scheme of the overall locomotive was also changed. Locomotives were now painted with the majority of the carbody in medium blue, with a white hood stripe and the top of the carbody in teal blue. However, #59 was an exception ain that it did not have  the white stripe and the medium blue and teal blue were nerxt to each other with no dividing line.

   Locomotives #11, 21, 22 and 25 received this livery circa 1989, with #59 following in 1991. #58 did not receive this livery as it was already out of service.

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Third Generation: 1998 - 2006

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    In 1998, the New York Cross Harbor Railroad completely changed the livery of it's locomotives. The locomotives would now be painted in all black with yellow highlights. A new herald: "Cross Harbor" with opposing arrows above and below the letters, held its debut.

   Locomotive #1337 & #11, would received the new black & yellow paint scheme, however only #11 would received the new "opposing arrow"  herald.

   All other operable locomotives obtained and utilized after this livery was released, remained in their original or as delivered liveries, until New York New Jersey Rail ownership.

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NYNJ Rail: 2006 - Current 

   BDLX #2293 would arrive in 2000 in red & gray primer, and would not be repainted by the New York Cross Harbor Railroad. In 2006, upon the New York New Jersey Rail purchase, this locomotive would be painted in a red and green livery by New York New Jersey Rail. This livery was euphemistically called the Christmas livery by area railfans.

   UPY #1133 was to remain in Union Pacific Yard livery (yellow with red lettering) right up until May 2010. Fortunately, this author was on hand the very weekend the locomotive was repainted and I captured the first photographs of the new but incomplete livery. It is now red, white and blue: blue body, red ends with a white stripe and the NYNJ Rail logo within the white stripe.

   Also as of May 2010, it was learned that NYNJ Rail has repainted locomotive #2293 and now both locomotives (#2293 & #1133) are in a unified NYNJ Rail livery.

   This would mark the first time in 12 years that two locomotives operating for the sole remaining New York Area carfloating operation would share the same livery! 

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Locomotive Photo Index

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Please note:
All locomotives listed in the rosters below are standard gauge (56.5" / 4' 8 ½ ") and are of B-B (four powered axles) wheel arrangement.

New York Cross Harbor Locomotive Roster

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Roster research by P. F. Strubeck, D. Keller, T. Darnell & P. M. Goldstein

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Tugboats

   In the early years of operation, New York Cross Harbor Railroad used a pair of ex-Brooklyn Eastern District Terminal tugboats: the "Brooklyn III" and the "New Jersey", to transport carfloats around New York Harbor.

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New York Cross Harbor Railroad Marine Vessel Roster

Carfloats:

   The New York Cross Harbor Railroad utilized four carfloats in its operation. As constructed, carfloats can range from 200 to 350 feet long and each carfloat can hold between 10 to 15 cars, depending on the car lengths and loads.

  An interesting side note is that New York Cross Harbor Railroad Carfloat #29 was involved in a lawsuit between New York Cross Harbor Railroad and their insurance underwriter in 1987, when #29 sank with its compliment of 15 loaded cars in the Brooklyn Army Terminal.

   This carfloat has since been refloated and is still in service today.

Greenville, NJ - November 30, 1990
A New York Cross Harbor Railroad carfloat (presumed to be either #16 or #17)
with rebuilt subway cars and New York Cross Harbor Railroad flatcars.
Carl G. Perelman photo

New York Cross Harbor Railroad Carfloat Roster

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Non-Revenue Equipment

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   The New York Cross Harbor Railroad also came to own several of other pieces of various non-revenue equipment, as listed below:

MOW #3 Boxcar

   This was an ex-Pennsylvania Railroad X-31 round roof boxcar and this car was used for general storage, Maintenance of Way service and as fuel storage by the New York Cross Harbor Railroad. Inside, a workbench, a hanging winch, 55 gallon drums and a large diesel generator were installed.

   This car was landlocked on the #12 bridge lead in Greenville, NJ. A number 3 was painted on it in the New York Cross Harbor blue and teal, although it became heavily covered in graffiti.    

   This boxcar was scrapped in 2006 (believed to be July 2006).

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Greenville, NJ - March 2006
P. F. Strubeck photos

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BEDT Bicentennial Boxcar

   Inherited from the Brooklyn Eastern District Terminal. The origins of this car are not known. It had been painted red, white and blue by Brooklyn Eastern District Terminal shops in 1976 for the Bicentennial Celebration of the United States and for Operation Sail..

   The New York Cross Harbor Railroad had this car in ownership from August 1983 until at least 1997. During this time, it was used for storage in Greenville, NJ. This car also had holding tanks for diesel fuel for the locomotives which were gravity fed.

   The disposition of this car is unknown and is presumed scrapped:

Greenville, NJ - 1997
John McCluskey photo

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N5 Class Caboose - Yard Office

   The New York Cross Harbor Railroad and now New York New Jersey Rail has a caboose, which was used as a Yard Office at Bush Terminal but is now vacant. It was originally a Pennsylvania Railroad N5 class caboose.

   Careful examination by both this author and fellow historian Philip M. Goldstein in July 2007 and again in February 2009 has revealed that this caboose has a layer of red paint and then green paint under the current blue paint. Therefore, this caboose is in all likelihood the caboose formerly used as the master mechanics office of the Brooklyn Eastern District Terminal, and of which was located behind the enginehouse and shops of that railroad at North 8th Street and the East River Bulkhead.

   After acquisition by the New York Cross Harbor Railroad and moved to Bush Terminal, is was painted in the blue livery with the second type of New York Cross Harbor Railroad herald painted on one side of the caboose. Also a deck was added to the east side (facing First Avenue) making sort of a "veranda"; and a steel box was converted into a bar-b-que grill and mounted on the end platform, which can be seen protruding from the right platform in the immediate photo below:

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New York Cross Harbor Railroad Caboose / Office, Bush Terminal Yard - September 2006
P. F. Strubeck photos

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New York Cross Harbor Railroad Caboose / Office - June 28, 2008
P. M. Goldstein photo

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New York Dock Caboose:

   The New York Cross Harbor Railroad also acquired this caboose as well in 1983. It was painted blue and was heavily covered in graffiti in 1995. It was painted in red primer and sat on the First Avenue track for awhile.

   This caboose might have been the Bush Terminal Railroad's Yard Office which was located at 50th Street and First Avenue at the base of the coal silo. Images of the caboose show it was numbered C31. However, this is unconfirmed at this time.

   Disposition is unknown and presumably scrapped.

LIRR C-70 Caboose

   This caboose was stored in Bush Terminal for a period of time, and would eventually be towed to Gershow Recycling and scrapped.

   It is not confirmed at this time if in fact it was even owned by New York Cross Harbor Railroad.

89' Flatcars

   In the late 1980's through the early 1990's, the New York Cross Harbor Railroad had their own fleet of flat cars. These were former Canadian Pacific Railway 89' 4" Trailer On Flat Car (TOFC) flatcars. The cars were numbered 89100-89199.

   They were equipped to move three 20' containers. It appears that these were also used for the short move of liquid sugar done dockside.

   Disposition unknown. Presumed sold.

NYCTA Flatcars

   In 1997, the New York Cross Harbor Railroad acquired a pair of ex-New York City Transit Authority flatcars to use as rail & tie cars.

   These cars were located in Greenville, New Jersey until March 2006, it is assumed they were scrapped.

Conrail Gondola #539891

   Conrail gondola #539891 was an old beat up and battered 50' gondola that New York Cross Harbor Railroad used through the 1980's as a carfloat reacher car.

   #529891 had friction bearing trucks and was severely deteriorated. Its disposition is unknown and it is presumably scrapped.

New York Dock Idler Car 101

   #101 was another idler car used by New York Cross Harbor Railroad in the 1980's.

   #101 was acquired from New York Dock, who in turn got it from Bush Terminal. This car was filled with rails for weight and was notched on the ends for ladders.

   Information received from Fred Briemann, (retired Bush Terminal / New York Dock / New York Cross Harbor locomotive engineer) has it that this car was originally an outside braced high side gondola and modified by Bush Terminal.

   It was last seen on its side in Greenville , New Jersey in 1997, and it has presumably been scrapped:

Greenville, NJ - 1997
That is one of the container cranes used in the experimental bogie service behind the reacher car.
Both were presumably scrapped.
John Teichmoeller photo

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Kalmar Container Crane

   New York Cross Harbor Railroad acquired a Kalmar 42-1200 container loader for use at Bush Terminal for the loading of the sludge containers.

   It was painted red and black and had "NYCHRR" painted on the side.

   Disposition unknown.

Pick-up Truck

   The New York Cross Harbor Railroad had an old Ford truck in the 1990's. It was painted blue and was equipped with a work body.

   Disposition unknown.

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Modeling

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   Here is a chapter that has needed to have been composed for quite a while. Modeling!

   If anyone has anything they would like to submit, please send it to bedt14@aol.com for inclusion

Prof Klyzlr Models

   John was gracious enough to include articles about modeling the New York Cross Harbor Railroad locomotive #11, #25 and #59!

   Please click the photos below to view each page (PDF format).

#11    #25    #59

Paul  F. Strubeck models:

Tugs

   Here is my model of the "Brooklyn III". It is a stock Walthers kit. However, I have removed some of the Lehigh Valley Railroad details from the model (of which was used as a prototype) and started to rework it to confirm to the Brooklyn III.

   I will also be adding the canopy of course.

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Memorabilia

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As this particular webpage deals with an active railroad, viewers should be aware that:

this webpage or the author is not affiliated with:
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the New York City Transit Authority,
Metropolitan Transit Authority,
or the City of New York;

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or any of their subsidieries, holding companies or parent organizations, employees or otherwise;
and no affliation or connection with those companies or municipalities is suggested or implied.

This website and the information contained within has been compiled for the use of reference only, and any inaccuracies are purely accidental.
This webpage sees revision for the purpose of the addition of information, or correction of inaccurate data.

Suggestions or corrections should be sent directly to:
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