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

SOUTH BROOKLYN RAILWAY
Sunset Park, Greenwood, Kensington, Parkville, Gravesend, Coney Island, Brooklyn

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Visitors please take note ! 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 if 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

INDEX

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History
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The South Brooklyn Railway or "SBK" (as it is known within New York area railfanning groups) as organized, was unique in the fact that it is handled both freight and passenger service. This webpage will focus itself upon the freight aspects of their operations.    According to the New York Times article dated July 16th, 1892 (seen at right); the South Brooklyn Railroad & Terminal Company was organized in 1889, (some references cite 1887) as an extension of the Brooklyn, Bath & West End RR, a passenger hauling railroad.    In 1892, the South Brooklyn Railway & Terminal Company spent a great deal of money to purchase land and extend the route to the new ferry terminus at the foot of 39th Street and the shoreline of New York Harbor. A Terminal Station and Freighthouse was built at Third Avenue & 37 through 39th Streets.    The company was reorganized as the South Brooklyn Railway on January 13, 1900 and was leased to the Brooklyn Heights Railroad in 1903.    In 1907, the South Brooklyn began as an independent operation, but was almost immediately purchased by Brooklyn Rapid Transit, which would operate the South Brooklyn Railway as a completely separate subsidiary company.   According to Brian Cudahy's book "How We Got to Coney Island" page 193; this arrangement allowed Brooklyn Rapid Transit to operate the South Brooklyn Railway as a freight carrier, without subjecting the Brooklyn Rapid Transit passenger operations to federal (Interstate Commerce Commission?) statutes and regulations.    In 1909, the South Brooklyn Railway petitioned the Public Services Commission to discontinue the use of its freight yard and station located on the Prospect Park & Coney Island Railway property, adjoining the Culver Station.    This request was made based on the fact that the freight house that was in use, which was leased from the Long Island Rail Road; was in a dilapidated condition. Furthermore, the South Brooklyn Railway did not want to build a new freight house on the property of the Long Island Rail Road, and as congestion in the Culver Yards induced many delays upon South Brooklyn Railway's operations and train movements.    The South Brooklyn Railway acknowledged that if permitted, it would build a new freight house on the property of the Sea Beach Railroad Co., as well as use Sea Beach trackage to access the new terminal. This application was granted.       I have been unable to ascertain what year passenger service was discontinued on the South Brooklyn Railway, but I have found a photo showing a trolley car on the line as late as February 12, 1949. Freight service would continue for many years to come. New York City Transit Authority    In 1940, the South Brooklyn Railway, (still a subsidiary of Brooklyn Rapid Transit) became part of the New York City Board of Transportation, which consolidated all the transit companies in the New York City proper under one governmental organization.    In 1946, the South Brooklyn Railway would purchase two Whitcomb ex-U.S. Army diesel locomotives, but electric locomotive operations would not cease until early 1961, when it was deemed cost prohibitive to refurbish the overhead trolley wire along the right of way.    In 1953, the New York City Board of Transportation was renamed the New York City Transit Authority.    The South Brooklyn Railway would partake somewhat of the interchange of the Bush Terminal with the New York, New Haven & Hartford / Long Island Rail Road's Bay Ridge Division.    Freight would continue to be transported along the South Brooklyn Railway to several merchants, but like the rest of the terminal railroad located in Brooklyn; freight traffic was dwindling due to the ever increasing use of the truck.      The schematic seen below shows the route of the South Brooklyn Railway until 1978 (in blue) and the connections and interchanges to the BMT Subway (gray), Bush Terminal (red); and the NYNH&H / LIRR Bay Ridge Division (shown in brown).    Please keep in mind, is it not to scale and is a composite of the various railroads and industries that operated throughout the Twentieth Century, even though some of the businesses may not have existed all at the same time.

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   Joe Korman was gracious enough to allow me to use the following two images from his website www.thejoekorner.com. These two images, which are from a New York City Transit Employees internal magazine, called (what else?) "Transit".

   The article was published in the March 1955 issue, and contains some interesting information on the South Brooklyn Railway:

both images above:
 March 1955 issue of "Transit Magazine"
collection of Joseph D. Korman
added 07 Sept 2009

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   Unfortunately, as stated in the Transit article above, and like the other contract terminals in the New York City, the South Brooklyn's freight customers were vanishing. With the closing of Davidson Pipe (early 1990's) on Third Avenue and 38th Street (and where the South Brooklyn Railway would store it's locomotives) the New York City Transit Authority now provides the only "business" for the South Brooklyn Railway. This means more often than not, the freight consists of nothing more than hauling subway cars.

   The following photo taken by my father; in the South Brooklyn Railway's 39th Street Yard, which was located between Second and First Avenues, 38th and 39th Streets. (Previously mis-identified at the Davidson Pipe Yard). If only these wooden boxcars could talk! At the least, they appear to have painted.

September 1968 - South Brooklyn Railway Yard - 39th Street
Looking west. The shallow peaked roof in the background is the piershed that replaced the ferry terminal)
S. Goldstein photo
authors collection

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   According to information within Jay Bendersky's book "Brooklyn's Waterfront Railways", South Brooklyn Railway movements are conducted in a "push - pull" arrangement; meaning there is a locomotive at both the front and rear of the train. The reason for this is stated to prevent runaway cars on the steep grades encountered along the South Brooklyn Railway right of way. I have however personally witnessed one locomotive operations in a pulling capacity and several of the photos below show one locomotive operations, even ascending the steep ramp at Ninth Avenue.

   As of February 1, 1978; South Brooklyn Railway operations on the portion of trackage south of Fort Hamilton Parkway, including the trackage between Dahill Road and Avenue I along McDonald Avenue would cease. The new route would take South Brooklyn Railway trains through Bush Terminal, into and through the Brooklyn Army Terminal, into the now LIRR (ex-NYNH&H) 65th Street Yard and up the Bay Ridge Branch to Parkville Junction, where the South Brooklyn Railway resumed McDonald Avenue Street running.

   Even this routing is no longer the case, as the South Brooklyn Railway now travels strictly via NYCTA subway and elevated routes once out of the 36th Street Yard.

   In 1988, the emergency rehabilitation of the Williamsburg Bridge isolated portions of the Transit System. The South Brooklyn Railway (NYCTA) would enter into an agreement with the Long Island Rail Road to operate on the Bay Ridge Branch between the hours of 7:00 pm and 3:00 am from the Bay Ridge Yard to the NYCTA Linden Shops in East New York. However several daytime photos exist of South Brooklyn Railway operations on the Bay Ridge Branch, so it is clear the South Brooklyn Railway operated on the Bay Ridge Branch at other times as well.

   Even after the Williamsburg Bridge was reconstructed, the South Brooklyn Railway would still see use of the Bay Ridge Branch (see Memoirs).

   Ironically, the South Brooklyn Railway is still in operation as a freight subsidiary to the New York City Transit Authority, where it hauls new inbound subway cars and outbound obsolete subway cars for scrapping or rebuilding to & from the float bridges at Bush Terminal..

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Trackage - Right of Way

1 - 39th Street Yard - Sunset Park

     The northwestern-most point of the trackage was the ferry terminal and storage yard located between 39th and 38th Streets between Second Avenue and the Upper New York Harbor bulkhead. Also at this location, the South Brooklyn Railway connected with ferries and a loop track was in place for turning trolley cars. When passenger service ended on the South Brooklyn Railway, the yard became strictly freight.

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Bush Terminal Railroad Interchange

   On Second Avenue, there was interchange with the Bush Terminal Railroad (now NYNJ Rail); and it was at Bush Terminal where freight cars destined for and from the South Brooklyn Railway customers had arrived and departed from Brooklyn.

   From here, the tracks run east between 39th and 38th Streets, and enter what used to be the Davidson Pipe Yard. Currently there is a Costco wholesale club now, and the tracks were realigned to skirt the edge of the property, instead of running straight through the middle of it. Exiting the Davidson Pipe Yard, the tracks would cross Fourth Avenue.

   This was a major crossing, with tracks crossing 6 lanes of traffic with a wide island in the middle, in which the supports for the Brooklyn Queens / Gowanus Expressway are located. East of this crossing would be another small yard. At this location was the ramp built of railroad ties with track laid upon it. This ramp was used to load / unload subway cars that were transported on top of flat cars.

  After this small yard, the right of way begins to slope downhill to run subgrade under Fourth Avenue. At this location it meets the Brooklyn Manhattan Transit "BMT" lines and continues to run sub-grade, to yet another railyard located at Fifth Avenue.

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2 - 36th Street Yard

   This is the "36th Street Yard" of the New York City Transit Authority (NYCTA) and former Brooklyn Manhattan Transit (BMT). It is a rather decent sized railyard, bordered by 36th and 39th Streets and Fifth and New Utrecht Avenues. This railyard continues to operate to this day as a track maintenance facility as well as used as a work yard for storing ties, rails, panel track, etc for the NYCTA. This yard and facility is subgrade and to get to it you have to drive or walk down ramps to yard level. General access is restricted.    

   As the South Brooklyn Railway employed the use of the overhead trolley wire, as used by it's passenger streetcars, but it's locomotives were also equipped with third rail pick-ups (over-riding type) for use on the BMT trackage that is also served by the 36th Street Yard. At the east end of this facility, 9th Avenue; the South Brooklyn Railway trackage returns to street level and overhead trolley wire.

   In later years, after the elevateds were built; the South Brooklyn Railway would retain its right of way at street level, and the BMT "Culver Shuttle" would have its western terminus at this location. The BMT Culver Shuttle followed the same route as the South Brooklyn Railway but on an elevated structure.

   It is at this location, in later years after street trackage was removed that the South Brooklyn Railway would run over the BMT elevated to Coney Island Yard (red line on map above).

   Continuing east out of the yard, South Brooklyn Railway trackage paralleled 37th Street about one half of a mile to Dahill Road. Also at this location, the Culver Shuttle elevated connected with and had it's eastern terminus across the platform from the Independent Subway [IND] "Sixth Avenue Line" (also an elevated), and the South Brooklyn Railway right of way would continue to run under the IND el. 

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Greenwood

   This segment from of the route from Fort Hamilton Avenue to13th Avenue has been obliterated, with town houses being built on what was once the right of way. East of 13th Avenue, portions of the right of way still exists, albeit paved over for use as parking lots. At Church Avenue is a large industrial building which has a covered loading dock on 37th Street. I believe there was a siding at this location to service the loading dock. After this, the right of was has been built on again, with more town houses, a parking lot and a brick yard.

  This was part of the original routing, and is shown in blue in the map above.

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3 - Kensington Junction

   Upon arriving at Dahill Road, the right of way begins to curve to the south and enters the centerline of McDonald Avenue (which was formerly known as Gravesend Avenue and was renamed in the 1930's). There is a another brickyard and a small concrete mixing plant on the right of way at this location. This is formerly the location of the Kensington Junction. A track ran north from this point up Gravesend Avenue (McDonald Avenue, ending at a point I have not yet ascertained.

   Continuing south from here, the South Brooklyn right of way heads almost due south towards Coney Island.

   Also part of the original street level routing, this is shown in blue on the map above.

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4 - Parkville Interchange

   Continuing south along McDonald Avenue and at Avenue I, there was an interchange with the NYNH&H / LIRR Bay Ridge Division, which was subgrade.

   As the South Brooklyn Railway tracks running north/south were street trackage, they ran over the NYNH&H / LIRR subgrade tracks running east/west. The turnout was south of the overpass at the "triangle" intersection of McDonald Ave (a/k/a Gravesend Avenue), Avenue I and 21st Avenue. The track connected the south and west legs of the interchange.

   Returning to the "mainline" of the South Brooklyn Railway, the right of way would continue south towards Coney Island following McDonald Avenue to Kings Highway, where both the McDonald Avenue and the railway jogs a little to the west. It follows this alignment until Avenue X, at which point McDonald Avenue changes name to Shell Road.

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5 - Coney Island Shops & Yard

   The South Brooklyn Railway right of way would continue to follow Shell Road (McDonald Ave) for another block or so south, bypassing the Shop Structures, then veer west and enter the Coney Island Yard directly at approximately Avenue Y, and at which point the South Brooklyn Railway right of way ends.

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Rerouting Throughout the Years

   The first segment of the original South Brooklyn Railway trackage to be abandoned, was the segment east of Fort Hamilton Parkway to McDonald Avenue and Avenue I. The trackage has since been torn up or built upon. In some locations, you can see a wide undeveloped strip of land that is now used as parking lots, but in some places town houses have been built upon the old right of way completely obliterating it.

   Usage of the segment south of 37th Street to Avenue I (Greenwood, Kensington Junction, Parkville Interchange) was discontinued in the mid to late 1970's. By the early 1980's, the McDonald Avenue overpass over the Bay Ridge Branch was scheduled for reconstruction. When it was rebuilt, street trackage was not part of the design, so the 37th Street segment (between 3rd Avenue & McDonald Avenues) would be forever removed from service.

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Bush Terminal / Brooklyn Army Terminal / Bay Ridge Branch Routing

   With the 37th Street segment abandoned, this would force South Brooklyn to reroute its travel from their yard at 39th Street and Second Avenue. This route follows along Second Avenue, curves west on 41st Street (and under the corner of the warehouse of which so many photos are taken) for one block. The trackage then curves south again at First Avenue, where Bush Terminal Yard is located. Trackage continues down the middle of First Avenue and through the Brooklyn Army Terminal, to the LIRR 65th Street Yard where the trackage curves east and up the Bay Ridge Branch to Parkville Junction.

   The South Brooklyn Railway would follow this route to the "Parkville Junction" at McDonald Avenue & Avenue I. At this point it would switch off the Bay Ridge Branch and turn south again and pick up it's original trackage along McDonald Avenue to the Coney Island Yard.

   This "alternate" routing is shown as bright green on the route map above.

   While out of service north of Avenue I, most of the rails remained in embedded in the street for many years to come. By this time however, the northern portion of the trackage around Dahill Road and 37th Street was used by some of the local Italian elders where they constructed boccie courts within the rails!

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Subway Routing

   Due to the lobbying of Dov Hikind, a local Brooklyn assemblyman; the remainder of the trackage along McDonald Avenue south of Avenue I was abandoned. The Parkville Junction was in his district, and I believe it was stated in his proposal, that the:

• railway wasn't used to it's full potential,

• that alternative routes existed,

• the rails in the pavement both presented asphalt resurfacing problems, and

• when wet, the rails were slippery causing vehicular and pedestrian accidents.

   So, at some point around the 1990's, McDonald Avenue was resurfaced without street trackage.

   Adding to this dilemma, was the fact that Davidson Pipe (located on the block bordered by 39th and 38th Streets, Second and Third Avenues) closed. The property was sold to Costco (the wholesale membership club), and due to their construction plans, the South Brooklyn Railway right of way would have to be relocated from the middle of the property to the southern edge:

(ca. 1993 and prior)

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(present)

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   It also appears from aerial photos, that the South Brooklyn Railway Yard was reconstructed or at least rehabilitated, as well.

  With the removal of the McDonald Avenue trackage from service, this forced the South Brooklyn Railway to be routed along existing subway / elevated trackage, thus ending the era of the South Brooklyn Railway's dedicated street running freight operations.

   All South Brooklyn train movements to and from Coney Island Yard would now have to be routed along the BMT "West End Line" elevated (currently the "D" and "M" trains) along New Utrecht & Stillwell Avenues.

   The South Brooklyn Railway would enter "subway" trackage at the east end of the 36th Street Yard. It is here that South Brooklyn Railway trains would be switched from yard trackage to the "mainline" of the West End Line, which circumvents the yard for it's continuous and unhindered routing under Fourth Avenue.

   An inclined transition from the subgrade trackage to the elevated had been constructed in 1916 with the construction of the West End Line elevated. Now this elevated would see freight movements of the South Brooklyn Railway, as well as the ubiquitous subway trains.

   This route is shown in red in the map above.

   It must also be understood that with this routing, South Brooklyn Railway train movements would now be dovetailed into the off-peak schedules of those regular subway trains.

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Locomotives

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South Brooklyn Railway Locomotive & Equipment Roster

BHRR = Brooklyn Heights Railroad

Locomotive Footnotes:

[a]	Locomotives #5, 6 & 7 are equipped with dual couplers (knuckle & subway) Locomotive #7 is the only remaining locomotive to be equipped with trolley pole. #5 had square cab windows as built, converted to arched cab windows prior to 1954. #6 & #7 have retained square cab windows #5 had ornate (curved) handrails, converted to straight handrail prior to  1954 #6 & 7 have retained ornate (curved) handrails, #7 has no front hand rail in builders photo above, unknown if #5 & 6 were built this way as well #5 had flat cab roof, converted to vaulted roof prior to 1954 #6 & 7 have retained flat roof #5 has GE 212B traction motors (4) #6 & #7 have GE 248B traction motors (4 per locomotive)
[b]	American Railway Traffic Co was a subsidiary of the Brooklyn Heights RR.
[c]	#4 specs:
	Owner/City: Builder: Date Built: Num Trucks: Truck Type: Number of Motors: Motors: Controls: Brakes: Compressor: Length: Weight: Height: Seats: Ends: Open closed: Roof: Structural: Type:	South Brooklyn Ry. NYC Brooklyn Heights Ry. 1907 2 Alco Z-380 4 Westinghouse 300 Westinghouse 251A D3F 31' 114,000 lbs. 0 2 Closed arch steel work locomotive, boxcab
[d]	# 8 & 9 specs:
	Engine: Cylinders: Horsepower: Bore: Stroke: Number of  Motors: Motor Type: Controls: Brakes: Weight: Length: Height: Lubricant cap'y Fuel cap'y	Buda LaNova 6DCS-1879 w/ supercharger 6 251 6 3/4" 8 3/4 4 Westinghouse 970A, 100hp Westinghouse 14EL 138,200 lbs 43' 2" (coupler to coupler) 12' 1/4" 23 gal 750 gal
[e]	#9 cab roof modified for tunnel clearances
[f]	# 12 & 13 specs:
	Engine: Cylinders: Horsepower: Bore: Stroke: Number of  Motors: Motor Type: Controls: Brakes: Weight: Length: Height: Width: Lubricant cap'y Fuel cap'y	Cooper Bessemer FWL 6T 6 GE 5GE748C17 137,600 lbs 37' (coupler to coupler) 13' 5 3/8" 10'
[g]	#12 cab roof modified for tunnel clearances
[h]	N1 & N2 specs:
	Engine: Cylinders: Turbocharger: Horsepower: Bore: Stroke: Number of  Motors: Motor Type: Master Control: Brakes: Weight: Length: Height: Width: Lubricant cap'y Fuel cap'y Coolant cap'y Sand cap'y Exhaust Cleaner:	Cummins NT350 6 T590 350 hp 4 5GE763A2 17KC101A2 14EL / SA9 94,000 lbs. 37' 7" (pulling face to pulling face) 10' 6" 8' 11.5 gal 400 gal. 16 gal. 13.2 cu. ft. National Mine Scrubber

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South Brooklyn Railway Memoirs

   Being a Brooklyn resident of the Gravesend neighborhood, and living within walking distance to South Brooklyn Railway's McDonald Avenue trackage, I remember when the first portion of the McDonald Avenue trackage was removed from service, and then the second.

   At least on one occasion many years before, I remember vividly as a child, sitting in the family car waiting for a traffic light to change when a big bellowing diesel locomotive sauntered by, running the street trackage on McDonald Avenue.

   Sometime in 1991 or 1992, my friends Dave, Joe & Charlie, my sister Randi and I decided to go "exploring" the Bay Ridge Division tracks. We took the subway (F Train) from Kings Highway to Avenue I, where we knew we could get onto the Bay Ridge Division right of way through the South Brooklyn Railway / LIRR Parkville interchange at Avenue I and McDonald Avenue.

   About 1/4 of a mile west of Parkville Junction / McDonald Avenue and Avenue I,  we found a Nolan TS-1 tool cart from the Transit Authority laying off to the side of the tracks. Well, riding is always better than walking, and we loaded our gear on the cart and set off towards Owls Head. After a few hundred feet, we discovered our stuff kept wanting to slide off the deck, so we looked through the debris thrown into the right of way, and we found some wire, that we used to tie our stuff down with. We took turns sitting on the back of the tool cart pushing with our feet. When we would come to an incline, two of us would push. We found a 2" x 3" piece of wood, and we would jam it between a wheel flange and the frame to slow the cart down when going down a hill. Don't kid yourself; Brooklyn isn't as flat as you think and that cart would pick up some pretty decent speed heading downhill and that "jam" brake was necessary.

   About 30 minutes later, the right of way really opened up, and we arrived at Fort Hamilton Parkway. Here, we took a well needed rest break and took the time to inspect an old position signal left over from the New York New Haven & Hartford Railroad's days of ownership of the Bay Ridge Division, and watch some subway trains on the adjacent West End Line, we started off again.

   We arrived at the Fourth Avenue underpass about another 30 minutes later. The underpass actually stretches for a couple of city blocks, so it's more of a wide multi-track tunnel than a simple overpass, and it gets dark under there. We were about half way through, when I caught movement in front of us and to our right, and behind the concrete support pillars. I said something to my friends about it, (and of whom couldn't care less), so they tell me keep pushing. (Seems like I was the one always pushing...) Lo and behold 2 seconds later, here comes a headlight out from behind the pillars and onto our track!

   Well, we panicked with visions of a Casey Jones type wreck, so we picked the tool cart up and literally threw the cart a good 15 feet off the tracks. Mind you with all our stuff still tied down on it: backpacks with clothes, my camera, and a large ice chest full of sandwiches and soda, and including the weight of the cart, we're talking several hundred pounds! My sister and friends ran behind the pillars and like the railfan I am, I stood off the tracks and watched the loco approach us. It wasn't going very fast (we didn't know that when we first saw it) and about a minute later the locomotive stops with the cab right next to me. It was South Brooklyn Railway N1 hauling some subway cars eastbound out of the Brooklyn Army Terminal trackage and Bush Terminal.

   By this time my friends and sister came out from hiding and the engineer had stuck head out the cab window and asked what we were doing. I told him we were heading to the Owl's Head Yard for a picnic, and to take pictures. He smiled, said "no problem" but to be careful. He told us he would be returning westbound around 2 p.m., so if were to be on the track outside the yard, we were to keep an eye out for him heading towards us. He also told us vandals had broken into the firehose lockers in the Bay Ridge Yard and hose was stretched across the tracks, so that if we really wanted to get all the way to the water with the cart, we'd have to clean up some hoses.

   He told us his name, but my memory fails to recall it (somehow Angelo seems familiar) and he headed east. We rerailed our tool cart and headed west. We then came to a turnout where the tracks diverge for the Brooklyn Army Terminal and the Bay Ridge Yard, and the switch was thrown for the BAT, so we threw the switch, ran the cart through, and returned the switch to it's original position. Then we came across a derail that was locked and we had to "hump" the cart over the derail (it's funny how the cart felt heavier now than in the moment of panic and we threw it off the tracks!)

   Once in the yard, we picked up and rolled quite a few rolls of firehose that morning to clear "our track" and finally made it to the water. I remember seeing a tug with the BEDT herald on it's stack tied up along the wharf, and I went to get my camera. But, like a schmoe, I forgot to bring film! All that way, all that railroad history and memories, and I forget the film!

   After a few hours, and after some lunch and some exploring, we decided to head back to McDonald Avenue. We decided to take a roll of fire hose with us and one of the hose nozzles and we set off. We had to hump the tool cart over the derail (now it felt even heavier) and play with the switch again. We didn't encounter N1 all the way to McDonald Avenue, and when we went to unload, we realized we lost the hose nozzle somewhere along the way. We split the cart into two parts and buried the tool cart under some old tires and debris under an overpass for a future trip. A few months later when we returned (with film this time) to get the tool cart, the tool cart was gone.

   For what it's worth, looking back upon it, that was one of my best days of "railfanning"!.

   I also recall a moderately sized coal retailer (long since out of business during my years) with four 3 story concrete coal silos located at Homecrest Court and McDonald Avenue (between Avenue S and Kings Highway). In the street was a turnout, and branching off the mainline, tracks entered under the silos. This sight frequently greeted me as I disembarked from the "F" Train on my way home from work, and I  was saddened to see that  these coal silos were torn down several years ago during a visit to my old neighborhood..

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