INDUSTRIAL &
TERMINAL RAILROADS &
RAIL-MARINE OPERATIONS
OF BROOKLYN, QUEENS, STATEN
ISLAND, BRONX &
MANHATTAN:
South Brooklyn Railway So Bk Rwy SoB SBRR Railroad SBK
LOCOMOTIVE and EQUIPMENT OVERVIEW, PHOTOGRAPHS and ROSTERS
South Brooklyn Railway New York Municipal Railroad Prospect Park Coney Island Long Island Nassau Street Rapid Transit Manhattan Heights
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update summary: |
date: | |
unmarked boxcar heritage added | 27 July 2023 | Electric Work / Freight Equipment |
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As this particular webpage deals with an active
railroad and company,
or any of their subsidiaries, holding companies
or parent organizations, employees or otherwise;
This website and the information contained
within has been compiled for the use of reference only, and any inaccuracies
are purely accidental. Also, this website does not condone or authorize anyone not employed or affiliated with the above companies or agencies |
Locomotive & Equipment Overview | Locomotive Images: | Locomotive & Equipment Rosters | |||||||||||||||||||||||||||||||||||||||||||||||||
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Return to main South Brooklyn Railway page |
Locomotive &
Equipment Overview
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Upon the formation of the South Brooklyn Railway, it used small second hand steam locomotives (typically 0-4-4T type) surplussed from elevated lines. Unfortunately, these locomotives were not suited for freight work.
Three electric locomotives (#1, 2 & 3) were built in 1904 for freight service by the Brooklyn Heights Railroad, which at this time, the South Brooklyn Railways was merely a subsidiary of. As their freight traffic blossomed, the South Brooklyn Railway was found wanting for even more powerful locomotives.
In 1907, a new
powerful electric locomotive: #4; was constructed by the Brooklyn
Heights Railroad in its own shops. It was built with
four 150 hp electric motors, housed in a simple easy to access boxcab
design. When it was constructed, it was one of the most powerful
locomotives owned by the Brooklyn Heights Railroad at that time. It
cost over $6,000. (Adjusted for inflation, this translates to $154,000
in 2018 dollars.) Unfortunately, a cost comparison to a modern
locomotive would not translate as any nerw locomotive for the South
Brooklyn Railway would need to be diesel-electric thereby greatly
increasing the unit cost, over a simpler straight electric locomotive.
#4 was constructed specifically in mind for South Brooklyn Railway and
would be the first locomotive to carry South Brooklyn Railway
lettering.
In 1910, another new electric locomotive was purchased. This one
from General Electric; and became South Brooklyn Railway #5. This
"modern" locomotive was state of the art, and capable of high
speeds and the ability to climb grades because of new electrical
equipment. It was also a steeplecab design like 1, 2, and 3 before it.
Upon receipt of a copy of the Bernard Linder / Paul Eppler series of articles that appeared in the 1975 and 1976 issues of the ERA Bulletin; an amazing discovery took place. Ben Schaeffer brought it to attention that there were in fact TWO South Brooklyn #6's and TWO South Brooklyn #7's listed. Locomotive builders records for General Electric, and recently acquired by the author; confirm this revelation. As it would happen to be the case; the first #6 and #7 were not on the South Brooklyn Railway roster for long: 1914 through 1917, when they were both sold to two different railroads (#6 - West Side Railway of Charleroi, PA and #7 to Interurban Railway of Iowa). South Brooklyn would then replace those locomotives of identical models (albeit 5 tons lighter) in 1921 and 1925 respectively and bearing the same numbers, These are the locomotives currently in the NYCTA Museum Collection.
This is quite a startling discovery to be made after so many decades of research!
The following image, is a scan of the Official Railway Equipment Register dated June 1917. It contains a very detailed description of the equipment owned and operated by the South Brooklyn Railway and I show it here:
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Note that all connections with the trunk line railroads are made through Bush Docks a/k/a Bush Terminal (by way of carfloating), with the exception of the Long Island Rail Road which was interchanged with at the Parkville Interchange.
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#1, #2, #3, #5, #6, #7 Steeplecabs & #4 Boxcab
#5
Revenue & Non-Revenue Car Drawing Manual - MTA New York City Transit,
January 1998 edition
authors collection
added 18 May 2009
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#6 & #7
Revenue & Non-Revenue Car Drawing Manual - MTA New York City Transit,
January 1998 edition
authors
collection
added 18 May 2009
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The electric locomotives used by the South Brooklyn Railway from it's inception until 1961 utilized overhead trolley wire and third rail (overriding type) shoes.
Prior to the arrival of diesel locomotives #8 & 9, the South Brooklyn Railway would operate a total of seven electric locomotives, of both Steeplecab and Boxcab configuration. Unusually, the first four of these locomotives were built by the Brooklyn Heights Railroad, and not one of the major locomotive builders of the era.
Locomotive numbers 1, 2, 3, 5, 6, 7 were of Steeplecab design and locomotive #4 was of Boxcab design.
#1, 2, and 3 were unfortunately scrapped in the 1950's.
#4 has been saved and is located the Shore Line Trolley Museum in East Haven, CT awaiting eventual restoration.
#5, 6 (first and second), 7 (first and second) would be constructed by General Electric. Please see the technical drawings and roster below for build dates and specifications.
#5, 6 (second), and 7 (second) have been preserved by the NYCTA. #5 is on static display (but I believe it is operational) and can be seen at the Transit Museum located in the Court Street Station in Downtown Brooklyn.
#6 (first) and #7 (first) were sold in 1917. It is not known if either survive. #6 (second) and #7 (second) however are stored serviceable and reside in the Coney Island Shops of the NYCTA in Brooklyn.
Several times a year, the NYCTA and the NYC Transit Museum organize railfan days where they operate one of the three surviving steeplecab units for a fan trip throughout the Transit System. Usually, this is #7.
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 a photo on page 20 in Bendersky's book shows one unit (#13) pulling a string of R32's ascending the steep ramp at Ninth Avenue, with no pusher locomotive.
On July 18, 2021, #7 was sold to Shoreline (Branford) Trolley Museum and brought to the Second Avenue and 39th Street Interchange for transfer to road hauler. It was loaded on a roadhauler on July 20 and departed for Connecticut later that day. Fortunately, Bill Wall of the NYCTA Transit Museum was on had; and took images of the loading, which may be viewed in the #7 chapter of photos below.
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#8, #9 (first) & #9 (second) - Whitcomb 65 Ton
Military Railway Service - U.S.A. Equipment Data Book - Locomotives, Freight Cars & Rolling Stock; issued by GHQ MRS
(Applicable to South Brooklyn Railway #8 and #9 (first)
collection of C. Robert; used with permission
added 28 May 2019
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#9 (second)
Revenue & Non-Revenue Car Drawing Manual - MTA New York City Transit, 1968 edition?
authors
collection
added 07 September 2009
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#9 (second)
Revenue & Non-Revenue Car Drawing Manual - MTA New York City Transit,
January 1998 edition
authors
collection
added 07 September 2009
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Arriving in 1946 would be the first of South Brooklyn Railway's diesel locomotives, in the form of a pair of ex-US Army Whitcomb 65DE19A center-cab units. These would be numbered 8 & 9 respectively.
On 03 July 2010, I received an email from John Baggaley of the UK referencing a photo of #9 (first) (and still in US Army markings), which can be seen in the photos below. John states:
"I believe that this loco may well have been used by the US Army in Europe late in WWII as the two dark patches on the pilot beam would be the where the European buffers would have been bolted on and further the top of a slot in the pilot beam above the rather new looking coupler is where the hook and screw or chain link coupling would have been.
The tapered cab would also have been necessary for European or maybe even UK operations as the loading gauge over here is considerably smaller than in the US."
I suppose that there are two options concerning First #9:
1) That it was prepared for European use and never shipped, but held in store. Unused, as it obviously wouldn't couple to US rolling stock! That is I feel the most likely. It could have been converted sometime after build, but being a military loco, they probably bought quite a lot and only used some!!
2) It was shipped (overseas) but came back very soon after hostilities ceased. That is of course possible, but it does seem a bit of an early return, given the battered state of European railways at that time.
Regardless, I commend John for his excellent eyes! Something us railfans on this "side of the pond" never noticed!
#8 is reported (ERA Souvenir Brochure for the South Brooklyn Railway Fan Trip dated September 20, 1975) to now be working at a mining firm in Brighton, Michigan. Whether or not it still exists in the present day, remains to be discovered.
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All three Whitcombs were low profile hood units powered by twin Buda LaNova engines. In 1955, #9 (first) was sold off to American Aggregate, but in 1961 an identical unit would replace #9 and this new unit would be numbered 9 as well, becoming #9 (second).
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Cab Roof Modifications
Each of the Whitcomb locomotives differed by the shape, height and contour of the cab roofs from one another throughout the years:
#8
#8 as built, had a "high" cab roof (extending a few inches above the top of the hoods). In late 1958 or early 1959, the NYCTA modified the cab roof by lowering it to match the height of the hoods.
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#9 (first)
#9 (first) can be distinguished from #9 (second) by this modification as the cab roof of #9 (first) projected above the hood line and was never lowered.
#9 second
#9 (second) was modified (as #8 had been) with the cab roof flush with top of the hoods.
Also, the original "high" cab roofs on #8 and #9 (first) had a more of a curved shape, while #8 and #9 (second) was angular after the modification took place.
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Cab Side Modifications
As with the roofs, the Whitcomb locomotives cab sides differed in details from one another:
#8
The cab on #8 (as far as can be told by photographs seen to date) was narrowed by the NYCTA, and cab sides was not sloped inward at the roof line.
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9 (first)
A photo (acquired 08 March 2010) of 9 (first) shows the locomotive still marked for US Army #7966 at Coney Island Shops. Of particular note is that the cab sides sloped inwards towards the roof and the cab bottom did not overhang the frame. This profile conforms to US Army specifications sheets & drawings to conform with European loading gauge (not to be confused with track gauge),
However in the the next photo in this authors collection, shows that the NYCTA apparently rebuilt the cab sides to be vertically straight and now overhang the frame, widening the interior cab area.
It is unknown if this modification precluded use in subway tunnels.
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9 (second)
The cab sides on #9 (second) however are seen gently sloped inwards (as it progressed up from the walkway to the roofline and similar to the slope angle of the hood sides). This modification was performed by the NYCTA to increase subway tunnel clearances. But now with the photo of #9 (first) arriving from US Army already with sloped cab sides, it is left to wonder if 9 (second) arrived like this as well and NYCTA did not modify the cab sides as they had with 9 (first).
With the discovery of an earlier version of the NYCTA Locomotive Specification Diagrams, it clearly states this locomotive was US Army 7980, was from Johnstown & Stony Creek #3 cab roof & hoods lowered by Coney I'd Shops.
Furthermore, the cab on 9 (second) never appears to have overhung the frame at any time.
After serving on the South Brooklyn Railway, #9 (the second) would continue to see life on the Staten Island Rapid Transit, before being preserved at the Trolley Museum of New York located in Kingston, NY; where it remains to this day in operable condition. Because there is no overhead trolley wire (yet) or third rail power at the Trolley Museum of New York, #9 is used to shunt the trolleys and streetcars around when rearranging exhibits.
Paint Schemes:
Paint schemes for #8 & #9 varied:
#8 in the early days would receive an interesting purple cab with silver carbody and black frame. Eventually, #8 would receive the ubiquitous yellow carbody with black frame and pilot safety stripes.
#9 (first) is seen in all yellow with black frame and skirts.
#9 (second) throughout it tenure at South Brooklyn Railway, would be seen in: all silver, all yellow, yellow with black roof and hood tops, and when assigned to the Staten Island Rapid Transit, it would be repainted with a blue carbody and black roof and hood tops. There is even an image of #9 in olive drab with black roof and hood top while in Staten Island, but I believe this to be a cosmetic restoration.
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#* and #9 (first) had an MU box mounted to center stanchion on front and rear hand railings. These are understood to have been factory installed to US Army specification. Upon acquisition by the NYCTA, small red marker lights located at bottom corners of the front and rear hoods were installed.
#8 and #9 (first) had its bell mounted on the top of walkway on one side directly next to cab wall, as well as a toolbox diagonally opposed on the other side.
#8 & #9 had their frame skirts under the cab. #9 (second) did not have a frame skirt.
#9 (second) had sand fill pipes on the top corners of the cab hood, that gave the appearance of "horns".
#12 & #13 - GE 70 Ton
#12 & #13
Revenue & Non-Revenue Car Drawing Manual - MTA New York City Transit,
January 1998 edition
authors
collection
added 07 September 2009
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Both #12 & 13 would be purchased second hand and both were General Electric 70 Ton end-cab locomotives.
#12 was purchased in November 1961 from the Claremont & Concord Railroad in New Hampshire. Upon arrival this locomotive was numbered 20008. Upon transfer to South Brooklyn Railway Roster in 1966, it would be renumbered #12.
Also soon after arriving, #12 would have it's cab roof modified, so it could access all of the NYCTA tunnel trackage:
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Originally, the disposition for #12 was unknown, and believed to have been scrapped by the NYCTA. In November 2009 however, Tim Darnell sent a photo of a #12 in green and yellow livery and marked for Naparano Scrap (NIMX) in Jersey City, NJ.
Without a doubt, this locomotive is the former South Brooklyn Railway #12. How can anyone have any doubt, just look at the roof and weird sandbox on front!
#12 - Jersey City, NJ - unknown date
at Naparano Scrap
T. Darnell photo
added 13 Dec 2009
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#13 was purchased from the Hoosac Tunnel & Wilmington RR located in Massachusetts. Upon arrival this locomotive was numbered 20009 and upon transfer to South Brooklyn Railway Roster in 1966, it would be renumbered #13. This locomotive did not receive the roof modification, thus it would be restricted to which trackage it would access and where it could go.
Note the above technical drawing where it states "Locomotives were renumbered 20006 (#12) & 20007 (#13) (6/1966)". This is clearly erroneous as a photo below show #12 wearing both the number "12" and "20008" on the cab!
Both of these engines would be painted in a yellow paint with black roof and chassis.
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N1 & N2 - GE 47 Ton
#N1 & #N2
Revenue & Non-Revenue Car Drawing Manual - MTA New York City Transit,
January 1998 edition
authors collection
added 07 September 2009
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In 1975, the South Brooklyn Railway took delivery of a pair of brand new General Electric 47 Ton end-cab switchers. These two locomotives would be part of a "block" or group of ten 47 ton locomotives ordered by the New York City Transit Authority, which became an affiliate of the Metropolitan Transit Authority in 1968.
These two locomotives would be the first new motive power received by the South Brooklyn Railway in over 50 years! Ironically and coincidentally, our very own co-author Joe Roborecky, who was employed with Brooklyn Eastern District Terminal at the time, was assigned to Greenville Yard, NJ; when the locomotives were delivered. He and another BEDT engineer, Sean McLoughlin; as inquisitive railroad employees they are, took a few moments to look over the brand new NYCTA locomotives.
Why Greenville, New Jersey you might ask? As it turns out, the NYCTA locomotives would have to be carfloated from Greenville, NJ to Bush Terminal for interchange with the South Brooklyn Railway at 39th Street & Second Avenue, and then on to either the 36th Street Yard or Coney Island Yard, for further disbursement depending on the final destinations of the rest of the locomotives (Linden Shops in East New York, 207th Street Yard in the Bronx, or any of the other twenty storage yards of the NYCTA)
According to the January 1998 issue of the "MTA New York City Transit Car Equipment Engineering & Technical Support, Revenue & Non - Revenue Car Drawing Manual", the last two locomotives in this order were ordered for the South Brooklyn Railway and are listed as N1 and N2 in this manual.
These locomotives, being numbered N1 & N2 and not part of the NYCTA's numbering method of its other work locomotives, would denote the dedicated motive power of the South Brooklyn Railway. The remaining locomotives in that order would be assigned to various yards (and likewise, work trains) throughout the NYCTA system.
As delivered, all the locomotives were painted in the MTA (Metropolitan Transportation Authority of New York) grey and blue livery, yellow frame with wide black & yellow safety stripes of the nose and back of cab, and with the MTA two tone 'M' herald on the cab. This standard herald affixed to the Transit Authority's equipment, had the word "TRANSIT" under the "M".
However, the South Brooklyn Railway locomotives wore a unique version of the "M" herald, with "SBK" under the "M":
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This livery would last until 1983 when N1 was repainted into a paint scheme of safety yellow with black nose, frame and roof. It appears the rest of the NYCTA's work locomotives would receive variations of this all yellow scheme. But for the South Brooklyn locomotive, this livery was short lived.
Only one year later, both South Brooklyn locomotives were repainted into a dark red livery with black roofs and chassis. This livery was modified shortly after with red and white safety stripes and large "SBK" on the sides of the hood. Also with this scheme, came a new herald replacing the original Metropolitan Transit Authority's two-tone"M". This new herald was designed by noted New York area railfan & historian Benjamin Schaeffer, and to this day is still used on the locomotives:
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Throughout the years the actual structure of these units changed very little, with most modifications being minor due to revisions in FRA rules or NYCTA modifications; such as the removal of the footboards per FRA regulations enacted in 1979 with the snowplows presumably being installed this year in place of the footboards.
In the late 1990's the original dark red livery was simplified with the removal of the hood lettering and white diagonal stripe, and the snowplows were painted safety yellow.
N1 and N2 are currently in service and are used today for moving new and scrap subway cars, ballast trains, as well as general NYCTA right-of-way work being that they no longer have any non-NYCTA freight customers. They are also frequently used for fan trips.
At the most recent Coney Island Rodeo in 2007, Paul Strubeck not only had the opportunity to view the N1 and N2 locomotives inside and out, but to also receive a cab ride and a chance to operate them for a brief distance.
Superdetails
For those of you who are interested, here is a list of differences in paint schemes.and details by locomotive and date.
Basic Paint Scheme
1975: "MTA" Blue/ Gray
1983: "Safety" Yellow / Black
1984: "SBK" phase 1: Maroon / White (plain)
1985: "SBK" phase 2: Maroon / White (with white sashes & safety
stripes)
post 1995: "SBK" phase 3: Fire Engine Red / White (no hood sash)
Sill Stripes
N1: 1992 - diagonal sill stripes removed
Steps
N1 & N2: ca 1979 - ladder style steps replaced with switching style step (presumably at same as footboards were removed to comply with FRA regs)
Step Treads
N1: 1988 - painted red
N1: 1992 - painted white
N1: 2001 - painted yellow
N2: 1988 - painted red
N2: 1992 - stayed red
N2: 2001 - painted yellow
Handrails
N1: unknown
N2: 2007 only: Vertical handrail by steps painted yellow. Rest of railing
painted black. All other years entire handrail painted black
Safety Stripes, (back of cab)
N1: 1992 - wraparound to sides of cab
N2: did not
Headlights
N1 & N2: front & rear headlights changed from single sealed beam
to dual sealed beam between 1995 and 2001.
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Safety Beacons
N1: 1984 - 1 revolving on cab roof, none on nose
1986 - 1 revolving on cab roof, 1 revolving on
nose
1992 to current - 2 revolving on cab roof (mounted
on lightbar), none on nose
N2: 1984 - 1 revolving on cab roof, none on nose
1987 - 1 revolving cab roof, 1 revolving on nose
1995 - 1 strobe on cab roof, none on nose
2007 - 2 strobes on cab roof, none on nose
Front Radiator Grill:
N1: 2003 (possibly 2001) front radiator grill covered with welded steel
plate.
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Horns:
N1 & N2: single WABCO AA2, changed to pair of WABCO AA2
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Naturally, any South Brooklyn Railway
or Transit Authority employees (active or retired) are invited to contact
me
to add or correct any information on this page. If you so desire, your name
can be kept confidential.
Please contact me at: bedt14@aol.com
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Locomotive & Equipment Photo
Index
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#1 - Third Avenue Yard - April 1940 J. Winslow collection ERA Headlights May - June 1993 Issue added 22 Dec 2009 |
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#4 - Bay Ridge Coal & Phoenix Hermetic - ca. 1950 37th Street Right Of Way between Fifteenth and Fourteen Avenues (looking southwest) unknown photographer added 01 November 2022 |
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American Locomotive Works - ca. September 1910 builders card Brooklyn Rapid Transit (Transit Development Corp) #5 authors collection added 17 February 2022 | ||||||||||||||||||||||||||||||||||||||||||||
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#5, #8, #9980 - Second Avenue & 39th Street Yard - unknown date G. Abere photo added 05 November 2022 | ||||||||||||||||||||||||||||||||||||||||||||
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#7 - Second Avenue & 39th Street SBK / NYNJ Interchange - July 18, 2021 preparing to be loaded aboard heavy hauler for transport to Shore Line Trolley Museum. J. McCluskey photo added 18 July 2021 | ||||||||||||||||||||||||||||||||||||||||||||
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#7 - Second Avenue & 39th Street SBK / NYNJ Interchange - July 18, 2021 preparing to be loaded aboard heavy hauler for transport to Shore Line Trolley Museum. J. McCluskey photo added 18 July 2021 | ||||||||||||||||||||||||||||||||||||||||||||
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#7 - Second Avenue & 39th Street SBK / NYNJ Interchange - July 18, 2021 being loaded aboard heavy hauler for transport to Shore Line Trolley Museum. W. Wall photo added 21 July 2021 | ||||||||||||||||||||||||||||||||||||||||||||
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#7 - Second Avenue & 39th Street SBK / NYNJ Interchange - July 18, 2021 being loaded aboard heavy hauler for transport to Shore Line Trolley Museum. W. Wall photo added 21 July 2021 | ||||||||||||||||||||||||||||||||||||||||||||
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#7 - Second Avenue & 39th Street SBK / NYNJ Interchange - July 18, 2021 being loaded aboard heavy hauler for transport to Shore Line Trolley Museum. W. Wall photo added 21 July 2021 | ||||||||||||||||||||||||||||||||||||||||||||
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#7 - Second Avenue & 39th Street SBK / NYNJ Interchange - July 18, 2021 being loaded aboard heavy hauler for transport to Shore Line Trolley Museum. W. Wall photo added 21 July 2021 | ||||||||||||||||||||||||||||||||||||||||||||
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#7 - Second Avenue & 39th Street SBK / NYNJ Interchange - July 18, 2021 being loaded aboard heavy hauler for transport to Shore Line Trolley Museum. W. Wall photo added 21 July 2021 | ||||||||||||||||||||||||||||||||||||||||||||
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#8 - unknown date - 37th Street Right Of Way (under Culver Shuttle Elevated) black diamond around numeral 8 gone. unknown photographer added 31 October 2022 |
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#8 - unknown date - McDonald Avenue (under Culver Elevated) black diamond around numeral 8 gone. unknown photographer added 31 October 2022 | ||||||||||||||||||||||||||||||||||||||||||||
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#9 (first) - unknown date (but pre-September 1955, and before the locomotive sold) Note poling bar under cab! Under the Culver El. M. DeLuca photo authors collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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#9 (first) - Entering Coney Island Yard (looking north-northeast.) - ca. 1948 or 1949 R12's or R14's arriving, with BMT Standards on the IND Culver Elevated IND "Culver / Sixth Avenue" in background. unknown photographer M. DeLuca collection authors collection added 29 June 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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#9 (second) - Staten Island, NY - May 1975 While no longer on the South Brooklyn Railway roster, I have included this image because of its history, not to mention it is still technically under MTA parentage. unknown photographer Lee Rogers collection ( I cannot remember who submitted this image to me. If it is yours please contact me for credit or removal.) added 29 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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SBK 12 with 20008 on nose and cab - 39th Street Yard between Second and First Avenues (Davidson Pipe Yard) - June 27, 1962 After cab but before sandbox modification unknown photographer added 08 January 2023 | ||||||||||||||||||||||||||||||||||||||||||||
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#12 - Parkville Interchange - unknown date (ca . 1971-73 - receiving new R44's) M. DeLuca photo authors collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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#12 - 37th Street and unknown intersection - unknown date Under the BMT "Culver Shuttle" elevated (now demolished) (ca . 1971-73 - receiving new R44's) M. DeLuca photo authors collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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#12 - 39th Street between Second & Third Avenues (Davidson Pipe Yard) - unknown date M. DeLuca photo authors collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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#12 - Parkville Interchange - unknown date "Culver / Sixth Avenue" line / McDonald Avenue in background. M. DeLuca photo authors collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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#12 - northbound on McDonald Avenue and Avenue P on the northbound track! - unknown date Under the "Culver / Sixth Avenue" line. M. DeLuca photo authors collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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#12 - 39th Street Yard between Second and Third Avenues (Davidson Pipe Yard) - unknown date M. DeLuca photo authors collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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#12 - southbound into Coney Island Yard, South Brooklyn Railway sub-yard (south of main facilities). - unknown date (ca . 1971-73: receiving R44's) "Culver / Sixth Avenue" line to left. Looking south. Also, take note of the cut vertical gussets on the gondola with what appears to be stenciled "Platform Side" on the sides of the gondola. These appear to be modified from standard freight gondolas for captured service on the NYCTA System. This modification would allow the gondola to fit past subway station platforms. M. DeLuca photo authors collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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#12 - southbound on Shell Road (McDonald Avenue) - unknown date between Avenue Y and Avenue Z (behind photographer) and approaching the SBK switch into Coney Island Yard (bottom left corner of image) with R40M's. Looking north. Under the "Culver / Sixth Avenue" line. M. DeLuca photo authors collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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#12 - 39th Street Yard between Second and Third Avenues (Davidson Pipe Yard) - 1976 Note headlight and cab window glass covered for shipment. And, I have a sneaking suspicion, that all those pock marks on the front of the sandbox are hammer marks from beating on the box in the winter to break up frozen sand. M. DeLuca photo authors collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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#13 also numbered 20009 - SBK / LIRR Parkville Interchange - 1964 SBK picking up new R32's set out by LIRR for pre-service inspection at Coney Island Shops. unknown photographer added 07 November 2022 | ||||||||||||||||||||||||||||||||||||||||||||
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#13 - McDonald Avenue; Brooklyn, NY - 1971 Joseph Biem photo William Mangahas collection added 18 April 2021 | ||||||||||||||||||||||||||||||||||||||||||||
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#13 - McDonald Avenue; Brooklyn, NY - 1971 Joseph Biem photo William Mangahas collection added 18 April 2021 | ||||||||||||||||||||||||||||||||||||||||||||
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#13 - McDonald Avenue; Brooklyn, NY - 1971 Joseph Biem photo William Mangahas collection added 18 April 2021 | ||||||||||||||||||||||||||||||||||||||||||||
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#13 - Parkville Junction - June 21, 1973 M. DeLuca photo authors collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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#13 - 39th Street between Second & Third Avenues (Davidson Pipe) - June 21, 1973 M. DeLuca photo authors collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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#13 - Parkville Junction - unknown date Note what appears to be a tunnel inspection car behind locomotive. M. DeLuca photographer authors collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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#13 - Parkville Junction - unknown date M. DeLuca photographer authors collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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#13 - Coney Island Yard - unknown date Dumped school desks! M. DeLuca photographer authors collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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#13 - Parkville Interchange - unknown date Delaware & Hudson boxcar on the Leeds Paper track. M. DeLuca photographer authors collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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#13 39th Street Yard between Second and Third Avenues (Davidson Pipe Yard) - 1976 Note headlight and cab window glass covered for shipment to Naparano. M. DeLuca photographer authors collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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#13 - 39th Street Yard between Second and Third Avenues (Davidson Pipe Yard) - 1976 Note headlight and cab window glass covered for shipment. M. DeLuca photographer authors collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N1 - Davidson Pipe Yard (38th Street Yard between Second & Third Avenues) - November 6, 1975 Note graffiti on hood and note higher cab profile of SBK #13 behind. unknown photo P. F. Strubeck collection added 18 April 2021 | ||||||||||||||||||||||||||||||||||||||||||||
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N1 - 39th Street Yard between Second and Third Avenues (Davidson Pipe Yard) - September 1984 Looking east. M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N1 - 39th Street Yard between Second and Third Avenues (Davidson Pipe Yard) - May 1985 Looking east. M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N1 - 39th Street between Second and Third Avenues (Davidson Pipe Yard) - November 1986 Bringing R62A's through Davidson Pipe from Bush Interchange on Second Avenue. Looking west. M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N1 - 39th Street between Second and Third Avenues (Davidson Pipe Yard) - November 1986 Bringing R62A's through Davidson Pipe from Bush Interchange on Second Avenue. Looking west from Third Avenue. Looking west. M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N1 - 38th Street "unloading" Yard between Third and Fourth Avenues - November 1986 Looking east. M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N1 - 38th Street "unloading" Yard between Third and Fourth Avenues - November 1986 Facing east. M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N1 - 38th Street "unloading" Yard between Third and Fourth Avenues - November 1986 Looking northwest. M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N1 - 39th Street Yard between Second and Third Avenues (Davidson Pipe Yard) - October 1988 Looking west. M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N1 - 39th Street Yard between Second and Third Avenues (Davidson Pipe Yard) - October 1988 Looking west. M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N1 - 36th / 38th Street BMT Yard - June 1, 1992 R44's behind. M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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September 20, 1975 - NYCTA Fan Trip | ||||||||||||||||||||||||||||||||||||||||||||
The following sequence of images, were taken by three different photographers: Michael DeLuca, William Madden and Doug Grotjahn, all of whom are (or were) Brooklyn rail & transit afficionados. The images were taken on September 20, 1975 during a New York City Transit System sponsored fan trip over the South Brooklyn Railway. The trip originated at Brooklyn Army Terminal at First Avenue and 58th Street and concluding at Coney Island Yard. The images were acquired on separate dates by the author. They are now presented here in order of location. | ||||||||||||||||||||||||||||||||||||||||||||
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N2 - McDonald Avenue crossing Kings Highway (looking south) - September 20, 1975 Under the "Culver / Sixth Avenue" line. M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N2 - looking north onMcDonald Avenue between Avenue S (behind photographer) and Kings Highway (behind train) - September 20, 1975 Under the "Culver / Sixth Avenue" line. M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N2 - looking north on McDonald Avenue between Avenue S (behind photographer) and Kings Highway (behind train) - September 20, 1975 Under the "Culver / Sixth Avenue" line. M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N2 - looking north on McDonald Avenue crossing intersection of Avenue T - September 20, 1975 Under the "Culver / Sixth Avenue" line. Note older style two aspect vehicular traffic signal (caution was indicated by illumination of both red and green lenses). M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N2 - Shell Road (McDonald Avenue) just past Avenue Y - September 20, 1975 SBK's two track main combine into single track and approaching SBK's Coney Island Yard entrance about two hundred feet behind photographer (looking north) Under the "Culver / Sixth Avenue" line. NYCTA Coney Island Shops and Yard are to left. Note the Culver Line's Coney Island Yard approach ramp upper right corner of image. M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N2 - exiting Parkville Interchange southbound and about to cross Avenue I - January 1976 This particular move will enter upon McDonald Avenue, throw turnout and proceed north to 36th / 38th Street Yard with load of tieplates. M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N2 - exiting Parkville Interchange southbound and about to cross Avenue I - January 1976 This particular move will enter upon McDonald Avenue, throw turnout and proceed north to 36th / 38th Street Yard with load of tieplates. M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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. N2 - exiting Parkville Interchange southbound, crossing Avenue I and 20th Avenue - January 1976 This particular move will enter upon McDonald Avenue, stop, throw turnout and proceed north to 36th / 38th Street Yard with load of tieplates. M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N2 - stopped on McDonald Avenue between Avenue I and Avenue J - January 1976 With the turnout thrown for the McDonald Avenue alignment, the train can now continue north to the 36-38th Street Yard. Under the "Culver / Sixth Avenue" line. M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N2 - Northbound on McDonald Avenue between Avenue M and Bay Parkway (looking south) - April 6, 1976 Under the "Culver / Sixth Avenue" line. Washington Cemetery to right, Friends Field on left. NYCTA Coney Island Shops and Yard are to left. Note the Culver Line's Coney Island Yard approach ramp upper right corner of image. M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N2 and N1 - 39th Street between First and Second Avenues "39th Street Yard" (looking west) - September 1984 M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N2 - 38th Street "unloading" Yard between Third and Fourth Avenues - October 1988 Loading R32's for shipment to rebuilder Morrison Knudsen M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N1 & N2 - 38th Street "unloading" Yard between Third and Fourth Avenues - October 1988 Loading R32's for shipment to rebuilder Morrison Knudsen (Hornell, NY) M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N1 & N2 - 38th Street "unloading" Yard between Third and Fourth Avenues - October 1988 Loading R32's for shipment to rebuilder Morrison Knudsen (Hornell, NY) M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N1 & N2 - 38th Street "unloading" Yard between Third and Fourth Avenues - October 1988 Loading R32's for shipment to rebuilder Morrison Knudsen (Hornell, NY) M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N2 - March 29, 1995 - 36th-38th Street "BMT" Yard Note wording on side of car: "Transition Car" - also not the spacing between N2 and the Transition Car as opposed to N1 and the Transition Car. N2 has a compromise coupler / adapter mounted. M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N2 - 38th Street "Unloading" Yard between Third Avenues and Fourth Avenues - unknown date M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N2 - 39th Street between Second and Third Avenues (Davidson Pipe Yard) - March 29, 1995 M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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N2 - 39th Street between Second and Third Avenues (Davidson Pipe Yard) - March 29, 1995 M. DeLuca photo P. M. Goldstein / P. F. Strubeck collection added 02 July 2018 | ||||||||||||||||||||||||||||||||||||||||||||
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#9137 - First Avenue & 39th Street Yard - 1957 unknown photographer authors collection added 31 October 2022 |
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The following image was taken by my father; in the South Brooklyn Railway's 39th Street Yard, which was located between Second and First Avenues. If only these wooden boxcars could talk! At the least, they appear to have been painted.
"These are not South Brooklyn Railway boxcars, as you have listed on your site (obviously now amended). These are ex-Singer Sewing Machine Company boxcars that were brought to the SBK by a gentleman named Bruce Thain, who had gotten a bunch of them from the Singer plant in Elizabethport, NJ to use for parts storage at Branford. Many went to Branford of assorted types, some also went to what is now the Connecticut Trolley Museum in East Windsor. They had all been used on the in plant railroad they had at Elizabethport. In 1961, the SBK ended electric operation and the contract to remove the overhead wire removal was given to the Sarnelli Brothers scrap firm. Over the next few years, the wire was removed from Avenue X to Fort Hamilton Parkway by Sarnelli's crew. The section from just below Fourth Avenue to the end of track in the lower yard; however, was done under some kind of deal worked out with Sarnelli by Bruce Thain and his brother Bob, with others. They removed the overhead wire, keeping some of it and the overhead line fittings for use at Branford, with the rest going to scrap by Sarnelli, with some payment to Bruce and Bob in the form of cash and a trolley or two from the SBK yard. A deal within a deal within a deal...
Now, what does this have to do with the boxcars? Well, not being able to take them to Branford and wanting to make nice with the SBK folks; as a peace offering, Bruce gave them the boxcars to use as storage areas on the SBK. It seems that the last storage area they had before was box motor 9425, which was sold to Branford in 1964, so Bruce was able to make nice while avoiding having to find of some other way to deal with taking the boxcars off the SBK. They were still there for years, finally being burned by vandals and ultimately junked. And if you really want some trivia, Singer had purchased these from the Seaboard Air Line, who they had been built for in the 1880's with link and pin couplers and no air brakes, which you can see in the photo. Branford still has one of these, and inside it still has the Seaboard number and lettering. Now the real debate can begin, as while these cars were given to the SBK to use, no paperwork was ever generated, all done on a handshake and a wave bye-bye. So they really are not SBK boxcars, per se, more along the line of abandoned vehicles or an unofficial donation. All of this saga was told to me by Bruce Thain and confirmed by Bob Thain, which is how I came to know about it. It's a Brooklyn thing... |
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South Brooklyn Railway Locomotive
& Equipment Roster
all equipment listed was/is standard gauge: 4' 8.5" / 56 ½"
Locomotives - Electric & Diesel | ||||||||||
number / name | builder |
c/n |
build date |
wheel arrangement |
model | wheel dia |
acquired |
disposition |
notes |
ref |
1 | BHRR | 1904 | B-B | new | scrapped 1955 | steeple cab - sold 1920 to NY Municipal Railway $5,199.58? | [55] | |||
2 | BHRR | 1904 | B-B | new | scrapped 1944 | steeple cab sold 1920? to NY Municipal Railway |
[55] | |||
3 | BHRR | 1904 | B-B | new | scrapped 1954 | steeple cab - sold 1921 to NY Municipal Railway $6065.85 |
[55] | |||
4 | BHRR | 1907 | B-B | new | out of service 1965, to Shore Line Trolley
Museum under restoration / stabilization 2016 first locomotive actually lettered for South Brooklyn Railway |
box
cab [c] temp renumber 1962: NYCTA 20001 |
[55] | |||
5 / 20002 |
ALCo / GE | 48559 / 3266 |
9/2/1910 | B-B | E517 | 34" | new | to NYCTA 1961, currently on static display in NY Transit Museum; Brooklyn, NY |
55 ton steeple cab
[i] ALCo order #S-726 temp renumber NYCTA #20002 (3/1962) |
[55] [1] [25] |
6 (first) | GE | 4621 | 3/23/1914 | B-B | 0440-LS404-E-110 -4GE212 | 36" | new |
new for Transit
Development Co (South Brooklyn #6)
sold 12/1917: to West Side Railway; Charleroi, PA sold 5/1937: Niagara, St Catherines & Toronto #21 (20?) |
55 ton steeple cab, 600 volt 0440-E-110-4GE212 gearing: 64:19 | GE ERA [25] |
6 (second) re #20003 |
GE | 7280 | 4/2/1921 | B-B | B-B-100/100-4GE-248 RM95A - 248B |
34¼" | new | to NYCTA 1961, NYCTA Coney Island Shops, Museum Collection operational? ca. 2021: to NYCTA 207th Street shops - for? |
50 ton steeple cab
[a][j] B-B-100/100-4GE-248 gearing: 66:17 temp renumber NYCTA #20003 (3/1962) |
[55] [25] |
7 (first) | GE | 4622 | 3/23/1914 | B-B | 0440-LS404-E-110 -4GE212 | 36" | new | new for Transit Development Co (South Brooklyn #7) sold 10/1917 to Interurban Railway, Iowa #806 absorbed into Des Moines & Central Iowa #1806 |
| GE ERA [25] |
7 (second) re# 20004 |
GE / Westinghouse |
9946 | 12/7/1925 | B-B | B-B-100/100-4GE-248 RM95A - 248B |
34¼" | new | to NYCTA 1961, formerly NYCTA Coney Island Shops, Museum Collection non-operational sold to Shoreline Trolley Museum 7/2021 |
50 ton steeple cab
[a][k] B-B-100/100-4GE-248 gearing: 66:17 temp renumber NYCTA #20004 (5/1962) |
[55] [25] |
8 / 20005 |
Whitcomb | 60353 | 12/1943 | B-B | 65DE19A | 42" | used 11/1946 |
Transferred to NYCTA general usage, believed to be scrapped |
ex-US Army #7983; purchased directly from US Army 11/1946 renumbered NYCTA #20005 - 11/1961 renumbered South Brooklyn Railway #8 - 6/1966 cab widened by NYCTA to NYCTA general roster 1957 |
[d] [13] $ |
9 (first) |
Whitcomb | 60336 | 10/1943 | B-B | 65DE19A | 42" | used 11/1946 |
sold 9/1955 to Acme Equipment Co, Detroit, MI (dealer) resold to American Aggregates #5082; Brighton, MI |
ex-US Army #7966; purchased directly from US Army 11/1946 |
[d] [13] $ |
9 (second) / 20000 |
Whitcomb | 60350 | 11/1943 | B-B | 65DE19A | 42" | used 1961 |
from Marshall Equipment Co, Ashley, PA (dealer) Trolley Museum of NY; Kingston, NY operational |
ex-US Army #7980; contract W-2789-TC-976 to Union Railroad, #408; PA 11/1946; to Johnstown & Stony Creek RR #3, PA 1954 purchased from Johnstown & Stony Creek RR #3, PA 1961 renumbered NYCTA #20000 - 11/1961; renumbered #9 and assigned to South Brooklyn Railway - 6/1966 cab narrowed by NYCTA transfered to Staten Island Rapid Transit #9, painted blue (faded or painted to odd drab color) stored Travis Generating Station track, before being sold to TMNY, Kingston, NY |
[d] [e] [13] $ |
NYCTA locomotives #10 & 11 were not assigned to or used on South Brooklyn Railway, but did exist on the NYCTA roster. |
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12 / 20008 |
GE | 30021 | 8/1948 | B-B |
B-B-140/140-4GE748 70 Ton |
36" | used 1960 | sold to Naparano Scrap, Jersey City, NJ; then believed to have been scrapped |
Cooper Bessemer FWL-6LT
600hp renumbered NYCTA 20008 (11/1961) built as Grafton & Upton #12 |
[f] [g] |
13 / 20009 |
GE | 28239 | 10/1946 | B-B |
B-B-140/140-4GE748 70 Ton |
36" | used11/1960 | sold 11/1981 Geo. Silcott (dealer) 12/1981: Thurso & Nation Valley (Thurso Pulp & Paper) #13; Thurso, Quebec, Canada 1983: re-engined w/ Cummins 600hp (turbo) 1990: sold to Port Stanley Terminal Rail; Ontario, Canada 1994: leased to Ontario Southland Railway currently in service leased to Babcock & Wilcox #L4; Cambridge, Ontario, Canada |
Cooper Bessemer FWL-6LT
600hp built as Saratoga & Schuylerville #11 - (second recorded built GE 70 Ton) exxx-Claremont & Concord #11 (unknown date) exx-Montpelier & Barre #23 (1957) ex-Hoosac Tunnel & Wilmington #23 (1959) renumbered NYCTA 20009 (11/1961) |
[f] [l] |
N1 | GE | 38946 | 2/1975 | B-B | B-B-90/90-4GE763 47 ton |
34" | new | in general service NYCTA System | B-B-90/90-4GE763 Cummins NT855 - 400hp overhauled 1985? |
[h] |
N2 | GE | 38947 | 2/1975 | B-B | B-B-90/90-4GE763 47 ton |
34" | new | in general service NYCTA System | B-B-90/90-4GE763 Cummins NT855 - 400hp overhauled 1985? |
[h] |
. . Trolley Motors, Trailers & Non Revenue Cars | ||||||||||
2580-2599 | Stephenson Car | 1907 | purchased from BMT 3/21/1914 | revenue service - passenger trolley | ERA | |||||
7200-7205 | Cincinnati Car | 1918 | for use on Norton Point Shuttle and Gravesend Avenue | revenue service - passenger trolley "Birney Cars" | ERA | |||||
3000 series | unpowered boxcars | |||||||||
3020-3039 | McGuire-Cummings | 1904 | gondolas (3037, 3038, 3039 renumbered from 3017, 3018, 3019) | ERA | ||||||
3040-3044 | McGuire-Cummings | 1906 | flatcars | ERA | ||||||
3052-3059 | Western Wheeled Scraper | 1914 | air dump, ex-trailers 9940-9947 | ERA | ||||||
3062-3079 | Western Wheeled Scraper | 1914 | air dump, ex-trailers 9948-9959, 9981-9986 | ERA | ||||||
3080-3099 | Western Wheeled Scraper | 1914 | dump ex-1-27, sold to SBK 1916 | ERA | ||||||
3100-3109 | McGuire-Cummings | 1904 | box freight trailer | ERA | ||||||
3110 | unknown | 1903 | box freight, purchased 1924 | ERA | ||||||
9004 | Brooklyn Heights RR | 1900 | crane car with Whiting hoist | ERA | ||||||
9006 | Brown Hoisting Machinery |
1910 | unknown on property in 1959 |
rail derrick sold BMT to SBK 1928; renumbered 20161 in 1962 |
[30] | |||||
9007 | Brown Hoisting Machinery? |
unknown on property in 1959 |
rail crane renumbered 20162 in 1962; renumbered 21 in 1966 |
ERA | ||||||
9120-9130 | Brooklyn Heights RR | 1903 | gondola motors | ERA | ||||||
9131-9137 | Middletown | 1903 | 9137 @ Shore Line Trolley Museum | gondola derrick motors | ERA | |||||
9138-9139 | Middletown | 1903 | plows - renumbered 85 & 86 in 1948 | ERA | ||||||
9140-9154 | Middletown | 1903 | gondola motors | ERA | ||||||
9156-9183 | Baltimore Car | 1904 | 9161 @ Shore Line Trolley Museum | gondola motors | ERA | |||||
9200-9234 | Laconia Car | 1905 | gondola motors | ERA | ||||||
9405-9406 | Brooklyn Heights RR | 1903 | freight box motors (from Am Rwy Trfc Co in 1910) | ERA | ||||||
9408-9428 | Middletown | 1903 | 9421, 9425 @ Shore Line Trolley Museum 9422, 9423 unknown, on property 1959 | freight box motors | ERA [31] | |||||
9429-9443 | Laconia Car | 1905 | 9431, 9433 on property in 1934 | freight box motors | ERA | |||||
9444 | Transit Development | 1907 | in use 1928 | freight box supply car (unpowered) | ERA | |||||
9558-9564 | Middletown | 1903 | freight box motors | ERA | ||||||
9802-9805 | Smith & Wallace | 1905 | plows - 9802, 03, 05 sold to Brooklyn City Development in 1920 | ERA | ||||||
9806-9807 | Ruggles | 1903 | rotary plows | ERA | ||||||
9912-9913 | Brooklyn Heights RR | 1903 | line cars | ERA | ||||||
9940-9947 | Western Wheeled Scraper | renumbered in 1916 from 3052-3059 above | air dump, ex-trailers 9940-9947 | ERA | ||||||
9948-9959 | Western Wheeled Scraper | renumbered in 1916 from 3062-3073 above | air dump, ex-trailers 9948-9959, 9981-9986 | ERA | ||||||
9960-9963 | Brooklyn Heights RR | 1906 | pusher cars (sold to SBK 1910) | ERA | ||||||
9980 | Treadwell | 1905 | B-B | used | scrapped 1958 | acquired in 1910 from American Railway Traffic as ash dump car. [b] converted by South Brooklyn Railway in 1927. |
[55] | |||
9981-9986 | Western Wheeled Scraper | renumbered from 3074-3079 above | air dump, ex-trailers 9981-9986 | ERA | ||||||
9987-9988 | Transit Development | 1915 | rail car trailer | ERA | ||||||
There were additional cars assigned to South Brooklyn Railway. Please refer to the Official Railway Equipment Register page for a detailed roster:
|
||||||||||
ALCo = American Locomotive Company ARTC = American Railway Traffic Corp BHRR = Brooklyn Heights Railroad BRT = Brooklyn Rapid Transit GE = General Electric NYCTA = New York City Transit Authority |
Locomotive Footnotes:
[a] |
Locomotive #5 only has MCB/AAR
coupler. Locomotive #7 is the only remaining locomotive to be equipped with trolley pole.
#5 had arched top cab windows.
#5 has straight handrails
#5 has vaulted roof
#5 has four GE 212B traction motors #1, 2, 3, 4, 5, 6, and 7 were equipped with both trolley pole and third rail pick up shoes (overriding type) |
|||||
[b] |
American Railway Traffic Co was a subsidiary of the Brooklyn Heights RR. |
|||||
[c] | #4 specs: | |||||
Owner/City: |
South Brooklyn Ry. NYC |
|||||
[d] | #8 & 9 (first & second) 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 335 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 |
|||||
[i] |
|
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[j] [k] |
|
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[l] | #13 disposition courtesy of Old Time Trains
and Colin Churcher websites as well as info furnished by Tom Brill in "NY Railroads, Subways & Trolleys" facebook group |
|||||
$ = Hugh A. Dunne's roster that appeared in the March 1961 issue of Electric Railroaders' Association "Headlights" has the US Army road numbers transposed between SBK #8 and SBK #9 (first). This Dunne roster was subsequently reprinted in the Souvenir Brochure for the September 20, 1975 ERA Fan Trip of the South Brooklyn Railway, which restated this error in numbering, which has subsequently caused a lot of confusion in the following years. This roster above is confirmed to be correct. |
Tally of cars in service as of January 1:
gondolas | gondola / derricks | boxcars | snowplows | tow cars | trailing cars | |
1924 | 65 | 59 | 46 | 6 | 4 | 4 |
1925 | 64 | 59 | 46 | 6 | 4 | 4 |
1926 | 58 | 58 | 46 | 5 | 4 | 4 |
1927 | 44 | 47 | 46 | 5 | 4 | 4 |
1928 | 44 | 47 | 46 | 5 | 4 | 4 |
1929 | 41 | 43 | 46 | 5 | 2 | 4 |
1930 | 31 | 42 | 46 | 5 | 2 | 4 |
1931 | 14 | 31 | 46 | 4 | 2 | 4 |
1932 | 14 | 31 | 42 | 4 | 2 | 4 |
1933 | 14 | 31 | 39 | 4 | 2 | 4 |
1934 | 13 | 27 | 32 | 4 | 2 | 4 |
1935 | 13 | 27 | 31 | 4 | 2 | 4 |
1936 | 13 | 27 | 31 | 4 | 2 | 4 |
1937 | 13 | 27 | 31 | 4 | 2 | 4 |
1938 | 13 | 27 | 31 | 4 | 2 | 0 |
1939 | 13 | 26 | 31 | 4 | 2 | 0 |
1940 | 13 | 26 | 31 | 4 | 2 | 0 |
1941 | 13 | 21 | 22 | 4 | 2 | 0 |
..
.
.
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