New York New Haven & Hartford RR - Bronx Yards & Terminals

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

Port Morris Casanova Willis Avenue

NEW YORK, NEW HAVEN & HARTFORD RAILROAD.

BRONX FREIGHT FACILITIES:

HARLEM RIVER YARD
Mott Haven

HELL GATE YARD
Stony Point

OAK POINT YARD
Port Morris

updated: 04 May 2024 - 19:20 CDT

update summary:	date:
marine rosters added		5/13/2024
locomotive & location data & photos added		5/4/2024
page created		4/30/2024

Table Of Contents . .
Overview	Harlem River Station	Hell Gate Yard	Oak Point (Casanova)
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Locomotives			Marine Roster

The Bronx Terminals & Stations - Overview

The New York, New Haven & Hartford Railroad (NYNH&H RR) or simply "the New Haven" was, the first railroad to network through New England beginning in 1872. Yes, there had been smaller railroads organized prior to this, but these were either shortlines or very small regional lines.

In terms of miles of track, the NYNH&H was surpassed by the Boston & Maine Railroad which took the northern half (north of an imaginary demarcation line of Springfield to Worcester to Boston) of New England to include the states Massachusetts (northern half) Vermont and New Hampshire as its operating area.

The NYNH&H took the southern half, to include southern half of Massachusetts including access to Boston; Rhode Island; Connecticut; and as we will see, the Port of New York.

But as large as the NYNH&H RR was, its network went no farther south than New York City, and with exception for a short 35 mile line to Campbell Hall over the Poughkeepsie railroad bridge; the NYNH&H would go no farther west than the Hudson River.

It is this New York to Boston route would see significant traffic, as well as connecting smaller ports and cities such as Bridgeport, New London, Westerly, Providence, and Boston and with inland cities like Pittsfield, Waterbury, Hartford, Springfield, and Worcester.

The NYNH&H also enjoyed significant long distance passenger revenue between Boston and New York; including later on - commuter travel from New York City to Stamford, Norwalk, Bridgeport & New Haven. When viewed on a map, these coastal cities in Connecticut were actually closer to New York City; than most towns in Suffolk County on Long Island, and where most commuters travelled to and from on the Long Island Rail Road in the post-war (WW2) surburbia expansion.

So, at New York City, the southernmost point of the NYNH&H system, would be the freight gateway to New England; and with it, Boston Massachusetts.

The NYNH&H would come to have three yards and one freight station located in the borough of the Bronx. These would be their southernmost terminals until 1916, when the Bay Ridge Yard in Brooklyn, and the Hell Gate Bridge opened to connect Brooklyn & Queens with the Bronx.

The first of these Bronx freight terminals to open, was the Harlem River Station (freight) located at the confluence of the Harlem River and Bronx Kill. Here, freight houses and four pontoon type float bridges were located. This facility opened in sometime in the late 1800's, but the exact date unknown. Because this facility outgrew efficient handling and capacity, an extension was built to the east, the Hell Gate Yard. Trackage would be laid going under the Hell Gate Bridge viaduct to access the Hell Gate Yard.

At the Hell Gate Yard, would be location of the Team Tracks & Yard (where customers could load / unload freight directly to / from freight cars from / to horse drawn wagons and later motor trucks; by the means of paved driveways between tracks. There was also a warehouse serviced by the yard owned by the The Great Atlantic & Pacific Tea Company, which became better known for the A&P Supermarket chain; as well as a warehouse for fish.

The Harlem River Station (Freight) also reached carfloating capacity with only room for four pontoon type float bridges. The configuration and the location of the yard prevented any improvement to build modern transfer bridges, so the New Haven commenced in building the Oak Point Yard, to contain eight electrically operated overhead supported transfer bridges (with room for more if desired). At this location in nautical geography, was open water in the vicinity of North Brother Island, and not a narrow river like the Harlem River.

So, it is to Oak Point that the New York, New Haven & Hartford Railroad would relocate and expand their rail-marine carfloating operation and capacity from the Harlem River Station; however the freight houses would remain at Harlem River Station.

So after 1910; basically, New York, New Haven & Hartford Railroad freight handling was divided up but utilized three separate locations:

Break Bulk / Less Than Carload, Freight Storage & Handling:	Harlem River Station
Car Load / Team Tracks:	Hell Gate Yard
Carfloating:	Oak Point Yard

These three locations were within 2¼ miles of one another, easily connected by existing main line trackage. So, relocating the transfer bridges to Oak Point did not hinder servicing the freight station at Mott Haven.

The following map section is taken from a New York, New Haven & Hartford Railroad Lighterage Map, issued ca. 1918:

The tip of the pencil is pointing at the location of the original float bridges in the images below.

New York, New Haven & Hartford Railroad Lighterage & Facility Map - 1918
Pencil points to location of float bridge in images below.
authors collection

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New York, New Haven & Hartford Railroad Harlem River Station - 1921
Fairchild Aerial Survey Photo
Library of Congress
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unknown year - 1955?
Triborough Bridge aubtment upper left
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Fairchild Aerial Survey Photo - December 15, 1957
New York, New Haven & Hartford RR
Harlem River Station & Yards, Mott Haven, the Bronx, NY
Oak Point Yards; Port Morris, the Bronx, NY
New York State Library - Digital Collections
this annotated map: © 2024 ~ freightrrofnyc.info ~ Philip M. Goldstein
added 04 May 2024

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Harlem River Station.

G. W. Bromley 1911 - Plates 3 & 2
New York Public Library Digital Archives
Lionel Pincus and Princess Firyal Map Division
this stitched map: © 2024 ~ freightrrofnyc.info ~ Philip M. Goldstein
added 04 May 2024

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New York, New Haven & Hartford Railroad "Harlem River Yard" - April 21, 1931
Unfortunately, this image location has been mis-attributed (including here) to the Hell Gate Yard to the east.
The Hell Gate Yard did not have float bridges, and it was located at Stony Point, east of the Hell Gate Bridge abutments.
The Harlem River Yard did have float bridges, and was located west of the Hell Gate Bridge at the confluence of the Bronx Kill and Harlem River.
Also, the stone abutment of the Willis Avenue swingbridge can be seen on the extreme left edge.
Looking north.
P. L. Sperr photo
NYPL Digital Archives
added 03 February 2010

New York, New Haven & Hartford Railroad - Harlem River Yard - unknown date
Looking north.
unknown photographer
added 03 February 2010

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New York, New Haven & Hartford Railroad - Harlem River Yard - 1937
Looking southeast at Triborough Bridge - Manhattan Lift Bridge, Hell Gate Railroad Bridge to left.
Photographer is standing on Willis Avenue off ramp.
unknown photographer
added 02 May 2024

Hell Gate Yard

We know the Hell Gate Yard was built after the Harlem River Station, around 1910; but oddly it is not shown in in the 1911 G. W. Bromley Property Atlases on 1911. or 1920's. It first appears in the 1942 edition, of which is shown below.

While most of the trackage is laid to facilitate team service; we also see two sidings servicing the Atlantic & Pacific Tea Company Warehouse (A&P Supermarkets) as well as a Fish Warehouse.

I have edited the below map with thicker lines to reflect the trackage of the Hell Gate Bridge viaduct as opposed to yard trackage on the surface. Both the four tracks on the surface and four track viaduct lead northeast to Casanova and Oak Point Yard Junction.

images needed

Oak Point (Casanova)

THE OAK POINT YARDS OF THE NEW HAVEN ROAD

Some impression of the magnitude of the freight traffic interchanged between the New York New Haven & Hartford and the lines terminating in Jersey City may be conveyed by the statement that in addition to the large yard at the Harlem River terminus of the Harlem River branch of the New Haven Road that company has in operation south of New Rochelle two yards with approximately 15 miles of tracks in each, and this year has finished a third yard with no less than 200 miles of tracks.

The one last mentioned, known as the Oak Point Yard, is situated at Casanova Station, on the East River, about 2 miles from the Harlem River. It may be stated here, for the information of those unfamiliar with the layout, that the Grand Central Station and its approaches are used by the New York New Haven & Hartford for passenger business exclusively. All of that company's freight business originating in, destined to or passing through New York is handled over the Harlem River branch, the southern terminus of which is on the north side of the Harlem, just beyond One Hundred and Twenty-ninth street, New York, while the point of junction with the main line is at New Rochelle, 12 miles from Harlem River and 164 miles from the Grand Central Station.

The Oak Point Yard is designed primarily as an overflow yard. During the rush of traffic last spring it was brought into use for two or three months, immediately upon its completion. Since that time, business having dropped off, it has remained unoccupied, but available for use whenever needed. No thought of transferring the passenger service carried on by means of the steamer Maryland, which conveys two trains each way daily between the New York New Haven & Hartford and the Pennsylvania, is entertained. In one respect the Harlem River location is preferable, the East River at Oak Point having at flood tide a current of 6 or 8 miles an hour. The East River at this point is open and broad.

From the accompanying map, for which the Railway Age is indebted to Mr. C. M. Ingersoll, Jr., Chief Engineer, and Mr. Edward Gagel, Assistant Engineer in charge of the Western district, the arrangement of the yard may be determined at a glance. Mr. W. J. Black, Division Engineer at Harlem River Station, is in immediate charge.

The broad space intervening the northern and southern wings of the yard is now occupied by a low hill. This may be removed if occasion shall demand, so that ultimately, if necessary, the entire space may be filled with tracks, thus more than doubling the present extent of the yard. The northern wing will be used chiefly for storage, and, to a less extent, for drilling cars received from Jersey City. The outer half of the south wing will be likewise available. At present trains brought to the Harlem River branch from the east are arranged and classified chiefly at the Van Nest Yard, 2½ miles east of Casanova. Eastbound cars are arranged for divisions or stations partly at Harlem River and partly at Westchester. The expectation is that Oak Point will supplement the two last named in the particulars specified.

On the whole, the distinguishing characteristic of the Oak Point arrangement is the number of slip lines introduced. It is said, indeed, that no other yard in the country has so many slips and double slips. The cross-overs just above the bridges are also regarded as an important innovation, particularly by the operating department, inasmuch as by the arrangement here made the transfer floats may be loaded and unloaded simultaneously. In some ways this method is more convenient than at Harlem River.

In the construction of the bridges, and the works pertaining to them, some unusual features were introduced necessarily, because of the fact that the foundation close under the inner end is solid rock, while at the outer end the channel of the river is some 50 feet deep and piles had to be driven in rip-rap. With this exception no extraordinary difficulty was encountered in the construction of the yard and its appurtenances. The precise arrangement adopted is due in some measure to the fact that lack of room east of Leggett Avenue compelled the close contraction of the throat of the yard that is indicated in the plan.

The Railway Age - Volume 30
August 26, 1900

The Railway Age - August 24, 1900
Google Books
added 02 May 2024.

G. W. Bromley 1911 - Plate 25
New York Public Library Digital Archives
Lionel Pincus and Princess Firyal Map Division

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Fairchild Aerial Survey Photo - 1921
Steven Smith collection

Fairchild Aerial Survey Photo - 1951
Looking northwest.
New York State Archives Digital Collections
NYSA B1598-99 3673
added 02 May 2024

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Fairchild Aerial Survey Photo - 1951
Looking northeast.
New York State Archives Digital Collections
NYSA B1598-99 3673
added 02 May 2024

Fairchild Aerial Survey Photo - 1951
Looking southeast.
New York State Archives Digital Collections
NYSA B1598-99 3671
added 02 May 2024

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US ACoE Port Facilities at Port of New York - Plate 44; 1942 Edition
University of Missouri - St Louis Library - John W. Barringer III National Railroad Collection
added 02 May 2024

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US ACoE Port Facilities at Port of New York - Plates 20, 21, 34, 35; 1942 Edition
University of Missouri - St Louis Library - John W. Barringer III National Railroad Collection
combined plates stitched by author.
added 02 May 2024
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The transfer bridges constructed at Oak Point were of the "Bensel" patent design; similar to those at Pennsylvania Railroads' Greenville Yard, located in New Jersey. The Bensel design utilized two support gantries, and independently supported transfer bridge and apron.

They were constructed in two groups: a group of three to the north, and a group of 5 to the south. Space was left between the two groups for additional transfer bridge if necessity dictated, but these were never built.

added 04 May 2024

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NYNH&H RR Oak Point Transfer Bridge - unknown date (appears post closure)
collection of Paul F. Strubeck
added 13 May 2024

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NYNH&H RR Oak Point Transfer Bridge - unknown date (appears post closure)
collection of Paul F. Strubeck
added 13 May 2024

Locomotives

In 1905, long before any of the other Class 1 Railroad did; the New York, New Haven & Hartford Railroad investigated electrification for their 35 mile main line from Grand Central Station to Stamford, Connecticut; with a possible extension to New Haven, Connecticut.

Following the Park Avenue Tunnel accident of January 8, 1902 in which a train overran stop signals obscured by smoke conditions in the tunnel, electrification for passenger service in tunnels was required in New York; and of which applied to the NYNH&H, as they operated into Grand Central Terminal. This regulation is not to be confused with steam locomotive operations in general, which continued for above ground freight lines.

Operation of such trains to the suburbs, where changeover to steam locomotives outside New York limits, however this was slightly time consuming. Electrification would eliminate this change over of motive power, as well as increase the capacity of the existing four track main line.

Proposals were thenceforth obtained from both General Electric (GE) and Westinghouse. Both companies submitted a variety of Alternating Current and Direct Current current schemes, however General Electric favored DC electrification.

The New Haven ultimately chose single-phase AC as proposed by Westinghouse, which operated at 11,000 volts and 25 Hertz (cycles). The generating station for this power supply was constructed at Cos Cob, Connecticut.

After several experimental locomotives; the NYNH&H ordered twenty-two locomotives from Baldwin - Westinghouse and two from General Electric, designed specifically for switching and yard operations. These locomotives were built beginning in September 1911 and commenced through 1927. They were B-B wheel arrangement and produced 652 hp.

As such, the New Haven was already equipped with a significant roster of electric locomotives when the Kaufman Act - Anti-Smoke Legislation was proposed in 1925, and of which was fully enacted in 1931. They were one of, if not the only; Class 1 railroad operating within the City of New York that did not have to install catenary for, and purchase electric locomotives or purchase diesel-electric locomotives to comply with the Act.

These electric yard / switching locomotives were as follows. It is not confirmed whether all or which were assigned to Oak Point, or if they rotated assignments. Furthermore, as time progressed, the New Haven would purchase diesel-electric powered switchers and road-switchers that took up assignments in Oak Point; but as these could be used anywhere in NYNH&H system, they will not be listed here in the roster; however images of locomotives at Oak Point will be shown.

road number:	builder	c/n	model / style	build date	wheel arrangement	wheel dia	hp rating	NH loco class	disposition	notes
0200	Baldwin / Westinghouse	36253	steeple cab	9/1911	B-B	63"	480	EY-2		weight: 158,000 lbs; tractive effort:33,500 lbs motors: (4) WEM 410; gear ratio: 17/101

0201	Baldwin / Westinghouse	36784	steeple cab	8/1911	B-B	63"	480	EY-2		weight: 159,200 lbs tractive effort:38,500 lbs motors: (4) WEM 410; gear ratio: 17/101
0202, 0203	Baldwin / Westinghouse	36827, 36828	steeple cab	9/1911	B-B	63"	480	EY-2
0204, 0205	Baldwin / Westinghouse	36830, 36831	steeple cab	9/1911	B-B	63"	480	EY-2
0206, 0207	Baldwin / Westinghouse	36834, 36835	steeple cab	9/1911	B-B	63"	480	EY-2
0208, 0209	Baldwin / Westinghouse	36931, 36832	steeple cab	9/1911	B-B	63"	480	EY-2
0210, 0211	Baldwin / Westinghouse	36948, 36849	steeple cab	9/1911	B-B	63"	480	EY-2
0212, 0213, 0214	Baldwin / Westinghouse	36988, 36989, 36990	steeple cab	9/1911	B-B	63"	480	EY-2

0215	Baldwin / Westinghouse	37153	steeple cab	10/1911	B-B		480	EY-2a

0216 - 0217	General Electric	9732 9733	box cab	10/1926	B+B	42”	440	EY-3	rebuilt to Diesel Hump Trailer #DT-1	weight: 196,000 lbs (98 tons) tractive effort: 58,200 lbs GE Class: B+B-196/196-4GE286A order: A-66349 & A-66350

0218	Baldwin / Westinghouse	59383	steeple cab	8/1926	B-B	63"	655	EY-2b		weight: 181,000 lbs; tractive effort: 45,200 lbs motors: (4) WEM 410; gear ratio: 17/101
0219	Baldwin / Westinghouse	59406	steeple cab	8/1926	B-B	63"	655	EY-2b
0220	Baldwin / Westinghouse	59454	steeple cab	8/1926	B-B	63"	655	EY-2b
0221	Baldwin / Westinghouse	59456	steeple cab	8/1926	B-B	63"	655	EY-2b
0222	Baldwin / Westinghouse	59541	steeple cab	10/1926	B-B	63"	655	EY-2b
0223	Baldwin / Westinghouse	59548	steeple cab	10/1926	B-B	63"	655	EY-2b

New York, New Haven & Hartford RR #0211 - July 1948
Oak Island, the Bronx, NY
Note the reacher car!
unknown photographer
D. S. Hutchinson collection
added 04 May 2024
..

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courtesy of "The Alphabet Route"
alphabetroute.com
added 04 May 2024
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New York, New Haven & Hartford RR #0215 (Class EY2a) - July 1948
unknown location
Gary Everhart collection

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courtesy of "The Alphabet Route"
alphabetroute.com
added 04 May 2024
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courtesy of "The Alphabet Route"
alphabetroute.com
added 04 May 2024

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Electrical Review & Western Electrician - 1914
Google Books
added 04 May 2024

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NYNH&H RR #0948 - Oak Point Yard, the Bronx, NY - 1958
ALCo S1

	#0948
builder:	American Locomotive Co.
c/n:	69859
built:	1942
ALCo model:	S-1
NH Loco Class:	DEY-3
weight:	199,000 lbs
wheel arrangement:	B-B
propulsion:	diesel-electric
rating:	660 hp
built for:	New York, New Haven & Hartford
to:	Penn Central #4604 [E33] Conrail #4604 [E33] Virginia Museum of Transportation, Roanoke, Va restored and displayed to Virginian #135

unknown photographer (but looks like Gene Collora's work!)
Mike Robbins collection

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NYNH&H RR #304 & 302, departing Oak Point, the Bronx, NY - ca. 1955

	#304	#302
builder:	General Electric	General Electric
c/n	32548	32546
ship date:	11/21/1956	11/12/1956
GE Class	C-C-394/394-6GE752	C-C-394/394-6GE752
NH Loco Class	EL-C	EL-C
weight	197 tons	197 tons
wheel arrangement	C-C	C-C
propulsion	electric 11,000v AC 25 hz	electric 11,000v AC 25 hz
rating	3300hp	300hp
built for:	Virginian #135 [EL-C]	Virginian #133 [EL-C]
to:	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	Norfolk & Western #233 [EL-C] New York, New Haven & Hartford #302 [EF-4] Penn Central #4602 [E33] Conrail #4602 [E33] Virginia Museum of Transportation, Roanoke, Va

unknown photographer
Mike Robbins collection

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NYNH&H Oak Point Yard, the Bronx - ca. 1965

	#309	#304
builder:	General Electric	General Electric
c/n:	32553	32548
ship date:	11/12/1956	11/21/1956
GE Class:	C-C-394/394-6GE752	C-C-394/394-6GE752
NH Loco Class:	EL-C	EL-C
weight:	197 tons	197 tons
wheel arrangement:	C-C	C-C
propulsion:	overhead electric catenary 11,000v AC 25 hz	overhead 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

unknown photographer
added 02 May 2024

NYNH&H #0666 & 0960 [ALCo S1]

	#0666	#0960
builder:	American Locomotive Co.	American Locomotive Co.
c/n:	75835	69859
built:	1948	1948
ALCo model:	RS-1	S-1
NH Loco Class:	DERS-1b	DEY-3
weight:	247,500 lbs	199,000 lbs
wheel arrangement:	B-B	B-B
propulsion:	diesel-electric	diesel-electric
rating:	1000 hp	660 hp
built for:	New York, New Haven & Hartford	New York, New Haven & Hartford
disposition:	scrapped	unknown

New Haven Railroad Historical & Technical Association
Steven Allen collection
added 04 May 2024

Tugboats & Marine Equipment

Steam Powered Tug Roster

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"
1880	Philadephia, PA	145218	92.3	21	8.8	350	101	50		steam	crew: 11
. .
"Transfer 3"
1880	Philadephia, PA	145426	92.7	22	10	500	130	65		steam	crew: 11
. .
"Transfer 5"
1888	Wilmington, DE	145475	91	20	9.5	600	142	71		steam	crew: 13
. .
"Transfer 6"
1888	Wilmington, DE	145476	91	20	9.5	600	142	71		steam	crew: 13
. .
"Transfer 7"
1891	Elizabeth, NJ	145581	90.1	22.2	10.5	600	129	64		steam	crew: 13
. .
"Transfer 8"
1891	Elizabeth, NJ	145585	90.1	22.2	10.5	600	131	65		steam	iron hull, crew: 13
. .
"Transfer 9"
1891	Elizabeth, NJ	145587	101.7	29	10.9	600	196	98		steam	crew: 13
. .
"Transfer 10"
1889	Wilmington, DE	130444	114	23.6	11.6	600	217	108		steam	crew: 13
. .
"Transfer 11"
1898	Wilmington, DE	145764	110	25	14	750	248	109		steam	crew: 13; oil fired
. .
"Transfer 12"
1898	Wilmington, DE	145770	110	25	14	750	249	110		steam	crew: 13
. .
"Transfer 14"
1900	Bath, ME	145839	119.9	26.1	15.8	1500	322	189		steam	crew: 13
. .
"Transfer 15"
1900	Bath, ME	145827	119.9	26.1	15.8	1500	322	189		steam	crew: 16
. .
"Transfer 16"
1904	Philadelphia, PA	200761	112	26.2	14	1000	268	182		steam	crew: 13; oil fired
. .
"Transfer 17"
1904	Philadelphia, PA	200299	112	26.2	14	1000	268	182		steam	crew: 13
. .
"Transfer 18"
1904	Philadelphia, PA	200844	112	26.2	14	1000	268	182		steam	crew: 7; oil fired

. .
"Transfer 19"
1905	Philadelphia, PA	202631	112	26.2	14	1000	270	183		steam	crew: 5 oil fired
. .
"Transfer 20"
1905	Philadelphia, PA	202634	112	26.2	14	1000	270	183		steam	crew: 5
. .
"Transfer 21"
1908	Quincy, MA	204859	110.9	27.9	13.5	1000	267	155		steam	oil fired

Diesel Powered Tug Roster:

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.

date built (service dates)	builder / location	official number/ hull number	length	beam	draft	hp	gross tonnage	net tonnage	former owner "vessel name"	power	notes
*"Cordelia" / "Transfer 23"*
1952	Jakobson Shipyard Oyster Bay, NY	266145 / 344	106'	27'	12'	1350	262	178		Cleveland 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"*
1952	Jakobson Shipyard Oyster Bay, NY	265688 / 345	106'	27'	12'	1350	262	178		Cleveland 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

"Bumble Bee" - 1952
Publicity Photo - Cleveland Diesel Engine Division of GM
collection of Paul F. Strubeck
added 13 May 2024

"Cordelia" - 1952
Advertisement - Cleveland Diesel Engine Division of GM
collection of Paul F. Strubeck
added 13 May 2024

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"Cordelia" - unknown date
Bob's Photos
added 13 May 2024

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"Bumble Bee"? - unknown date
southwestbound to New Jersey in front of Stature of Liberty.
photographer unknown
collection of Paul F. Strubeck
added 13 May 2024

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unknown tug - unknown date
departing Oak Point, the Bronx; southbound on East River approaching Hell Gate Bridge.
photographer unknown
collection of Paul F. Strubeck
added 13 May 2024

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unknown tug - unknown date
departing Oak Point, the Bronx; southbound on East River approaching Hell Gate Bridge.
photographer unknown
collection of Paul F. Strubeck
added 13 May 2024

Carfloats

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

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American Dock & Trust	Glossary of Definitions Indicative to Rail / Marine Terminal Operations in New York Harbor	Rikers Island
Astoria Light, Heat & Power	Harlem Station (Erie / EL)	Seatrain Shipbuilding
Atlantic, Gulf & Pacific	Harlem Transfer (DL&W)	South Brooklyn (NYCTA)
Atlas Terminal	Jay Street Terminal / Connecting	South Brooklyn Terminal / Brooklyn Marginal
Bronx Terminal (CRRNJ)	Long Island City (LIRR)	St. George Terminal (B&O)
Bronx Terminal (LV)	Manhattan Freight Operations - West Side Line (NYC&HR / NYC / PC)	Waste Management
Bronx Terminal Market	Military Railroads of the New York Metropolitan Area	West 15th St Freight Yard (CRRNJ)
Bronx Terminals - Harlem River, Hell Gate & Oak Point Yards (NYNH&H)	New York Container Terminal	West 23rd St Freight Sta (NYLE&W / Erie)
Brooklyn Ash Removal	New York Cross Harbor	West 26th St Freight Sta (B&O)
Brooklyn Dock & Terminal	New York Dock	West 27th St Freight Yard (LV)
Brooklyn Eastern District Terminal	New York New Jersey Rail / Port Jersey	West 28th St Freight Sta (Erie / EL)
Brooklyn Wharf & Warehouse	North 1st Street Freight Station (NYNH&H)	West 37th St Freight Sta (PRR)
Bush Terminal	North 4th St Freight Station (PRR)	Wallabout Terminal (DLW)
Comprehensive List of Transfer & Float Bridges Located in New York Harbor	Phelps - Dodge	Wallabout Station (Erie)
Degnon Contracting / Degnon Terminal	Pouch Terminal	Wallabout Union (PRR, NYC, LV, B&O)
Development of Car Float Transfer Bridges in New York Harbor	Procter & Gamble	25th St / South Brooklyn Terminal (DLW)
Double Ended Wreckers of the New York Area	Queens Subway Apartment & Loft Building	65th Street / Bay Ridge Yard (LIRR / NYNH&H / PRR)
G & R Packing	Railroad Operated Pier Stations of Manhattan	207th St Yard (IND / NYCTA)
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