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The Brooklyn shops did service work on SIRT cars if the Clifton shop wasn’t able to.

Original SIRT cars were olive green for many years. Car in the bus photo was one of them for servicing or retrofitting. Those headlight cars were not assigned to the BMT.

 

I was unable to ever locate a close up of the round logo for the BMT version car for MTH as both were in the works at one time. Even Joe F. at the time didn’t have a sample.

The poor economy put a hold on the project so they (MTH) claim.

Maybe someday we will have a few sets of both lines made.

IMW made some shells but making detailed parts along with many hours of labor are not practical or possible for some to complete. One must seek or have the MTH Standards to start with.

If anyone has the BMT round logo, please post it for future reference.

Thanks,

S.

When the SIRT cars were modified and painted Maroon with Beige window panels for BMT service the logo used was the NYCTA type with the R-10 and  the  Manhattan skyline for background, (in color). It was also used on the Ex IRT Q-cars sent over from the 3rd Ave El. They were painted the same Maroon color that was used on the SIRT cars. Which was the Maroon color used on the lower half of the R-15's and the entire R-17's. The Q Car had their canvas roof painted Silver. The marker lights were left in the IRT position and were quite good looking until the roofs were chopped. The Rattan flip over seats in the SIRT cars were painted Red to match the colors of the R-17's. Unfortunately the paint did not stick and would flake off from the flexing due to the people sitting. They began to look hideous. I remember comming down from the Bronx on the D train to ride them on the Culver Shuttle. I like them except for the seats. The LO-V High-V doors looked good though and made up for it. 

Here is a photo of the Triboro Bridge under construction in the 1930s. The towers  in place and cables stringing underway. On Randall Island, the piers for the roadway are in place. To the right of the photo would be the Hellgate Bridge and trackways over Randall 's Island . Passing under the Bridge is a steam tug with an interesting Barge at her side. 1935616_10208625592941327_7818113947063392030_n 

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Last edited by LIRR Steamer

So lets go over to Brooklyn for some combinations. 

First off is the BMT and the Snow.  Not sure which Elevated this is, maybe the West End. Looks like we are in operation just after a big snow storm and trains are running.

El01

We are on the Brighton Line and its snowing. The set of Standards is covered nicely in the snow. Picturesque but glad i am not out there riding,

Subway02

How about a B&QT Peter Witt 8000 series and an El? This one is near the end of its service career. Some of these cars were held over to cover Rush Hour high traffic needs on remaining lines in the 1950s.

ThomMcAn3  

Trolleys went well with Baseball too. Here is the original Clark company prototype PCC car near Ebbets Field, the home of the fabulous Brooklyn Dodgers. 

TrollyEbbets

Brooklyn PCCs and Ebingers Bakery . Both Brooklyn Traditions we would sure like to have back again to enjoy.

EbingerBakery02

And there was a Peter Witt and the Brooklyn Paramount. This Peter Witt is on the Dekalb avenue line and probably went across the Brooklyn Bridge to Park Row in Manhattan. Its a great film with fabulous stars of the time that is playing at the Paramount. The Peter Witt in Pre Board of Transport colors is the real star in this shot. Hope you enjoyed Combinations.

TheaterParamount02

 

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Last edited by LIRR Steamer

Well there aren't any more trolleys  The two last pictures there are the most recent   One of them is on the Williamsburg bridge in 1995  It was blamed on the motormans fatigue and he probably fell asleep running into a stopped train   There have been what they call grade time signals installed there to prevent that now  If a train goes above 25 its emergency brakes are tripped and if a train gets too close the same thing happens.

The other one is on the Lexington ave line in 1991  The motorman was going 50 and the switch speed limit was 10.  They have installed grade time signals there also.

The worst subway accident was in 1918 at Malbone street   There was a strike going on and an inexperienced motorman hit the curve at 35 MPH on a 6 MPH limit curve.  They don't use that tunnel anymore as the FRanklin shuttle only uses one track there

malbone 2malbone 3malbone 4malbone 5malbone st 1

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Hi Ben

At the time of this wreck, the BRT operated the Brighton Line to Manhattan via the Fulton El . Sands Street and Park row in Manhattan. There was an on grade turnout that connected the Franklin Ave Shuttle portion of the Brighton Line to the Fulton El. The Brighton Subway connection via Dekalb Ave, Atlantic Ave and the run to Prospect park opened in 1920. At this time, Subway service was established from Coney Island/Brighton Beach via the new connection , over the Manhattan Bridge and up the Broadway Manhattan subway. There was a station at Myrtle Ave used by Brighton Locals. It was eliminated with the Dekalb Ave rebuild. 

Sometime after the new connection was placed in service, the operation via the Fulton El was eliminated creating the Franklin ave Shuttle. There waas a through service from There that operated through Stillwell ave and went express into downtown Brooklyn via the sea Beach line and 4th ave subway. From there it went to Manhattan Chambers street either via the tunnel or the South side  tracks on the Manhattan Bridge depending on the time of day. It was a popular Coney Island service during the summer months . The Southbound track at malbone st was used when these services were in operation and probably when the 1967 NX service operated from Franklin ave for a brief period.

In the photos attached , There is  Green Hornet heading west on the Fulton El . You can make out the crossover and Franklin connection just west of the train. The second photo shows the Fulton El Franklin Ave Station structure with walkways and stairs from the Franklin ave shuttle in 1942. This structure was there for at least 10 more years as I can remember. 

green hornet westbound Franklin ave.

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Last edited by LIRR Steamer

The significant change is the creation of essentially a single track line. In the 1950s, it was operated as a two track line from Prospect Park up to Dean Street station,now gone and single track North of there, although prior to the 50s, there was a second track .  I always remembered the Northbound platform being extended over the Northbound track so that trains on the Southbound track could receive and discharge passengers to both platforms.

Here is a Zephyrette at Franklin back in the day

zephyr at franklin

On Fulton Street, there was a piece of the old Fulton Street El left in place used for walkways to reach the North side of Fulton Street.  It was there for almost 50 years after the El was removed.

franklin entrance

Here are standards at Franklin

stds at frnklin

Here are two shots coming into Franklin 

Low V's

cross atlantic

More modern equipment

into franklin

 

At Dean Street just South of Franklin, the Northbound track switched over to the Southbound track to continue the short distance into Franklin. Here is a couple of shots of the Dean Street area.

lving dean st

leaving Dean st

At Dean Street

zephyr

South of Dean street, the line was operated as a two track line. Southbound Shuttles would crossover just before the Malbone st Curve into Prospect Park and discharged passengers on the island platform.   The Northbound local track just South of Prospect Park was used as a layup for a shuttle train. I remember seeing the Zephyrette there.

img_34517

There was a Franklin service that did go South of Prospect park . It Operated on the Southbound Express track and entered Prospect park using the infamous Malbone st tunnel.  

The El service that connected with the Fulton El at Franklin ended when the BRT extension was placed in Service serving 7th ave and Atlantic avenue into Dekalb. That was in late 1920. A BMT map from 1922 or so still showed the el connection, showing a single dot for the stop. A subsequent map from 1928 till showed the connection but now showed the station as two seperate stops. The map stayed that way for a while after that. Before the turn of the century, the Brighton Franklin route connected with the LIRR at atlantic Ave. when that arrangement stopped after LIRR had control of the Manhattan Beach line, the connection was made to the Fulton El . Appears that it was used for about 20 years.  

 

 

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Hello Ben F and all

There was some controversy about whether this BMT Blue Bird Unit photo was taken at East New York Junction of the BMT Jamaica EL Station there,  or at Queens Plaza as I always stated it was located at.  

Well, here is a large file size of the well known promotional photo -- and it IS CLEARLY a Blue Bird heading Westbound to the LOWER level Manhattan Bound (southerly side of lower level island platform) Track,  on the BMT's "north half" of the Queens Plaza Complex. At the right of the Blue Bird train, can be clearly seen the IRT's "south half" portion of the complex,  with the IRT's lower level Manhattan bound 2nd Ave EL line  track --- which ran along  the northerly side of the IRT's lower level island platform, and  then the IRT  2nd Ave. EL train headed out westward  on this track,  originally heading straight west and out to and upward on to the Queensboro Bridge to Manhattan and the IRT 2nd Avenue EL. !!

The BMT Blue Bird Unit seen in the photo attached below, entered Queens Plaza from the BMT 60th Street Tunnel, rising upward toward and on to the UPPER LEVEL track located on the southerly side of the BMT's "north half" upper level island platform station and discharged its passengers ... and then dead-headed eastward out from the upper level station platform,  continuing to the switch back turn-around tracks used solely for the larger and 10' wide bodied BMT subway trains, those switch back tracks located near the IRT Flushing Line tracks near the IRT's EL overpass over the LIRR-PRR Sunnyside Yards.

The BMT motorman changed ends,  and  the Blue Bird consist ( and any BMT subway trains as such ) then headed back westward  - and now descended to the lower level westward track to be returned to Queens Plaza Station complex and now to the BMT's "north half"  southerly side track of the Manhattan-bound  LOWER level BMT Island Platform, located directly UNDER the above upper level southerly side track it earlier arrived upon to Queens FROM Manhattan.

If you look in the outside background of the photo,   you can see the IRT line's "Astoria Line Connection" connective very high up structure and track,  with an IRT Astoria bound train upon it,  crossing south to north -- that structure and track being the same one now that the BMT Division uses (Since November 1949) uses to depart from, via using  the IRT's "south half" upper level Island Platform Queens Plaza Station to Astoria, via the old former IRT 2nd Ave. EL's  "northerly side" of platform  track,  originally for the IRT EL trains from Manhattan to run to Astoria prior to Summer 1942 !!

Also, the unique structure and bracing design, and significant mass and amount of same,  of the supporting steelwork of this Queens Plaza complex,  even on the sole remaining eastern end of the IRT "south half" double deck structure still remaining today and in use,  is readily identifiable and different that the simpler structure used at the East NY BMT Complex.  That remaining "IRT south half"  portion structure is also the easterly end of the structure visible to the right of the Blue Bird Train in the attached photo  !

Ben, I suspect as a NYCTA Motorman, you have probably piloted a lot of subway (either IRT or BMT  "A" or "B" divisions  trains thru there in your time as a motorman presently.

Finally,  the BMT's "north half" double deck Queens Plaza Station and Structure,  the BMT Blue Bird is seen on it,  are many decades long gone.  I well remember seeing many times, the abandoned (since Nov. 1949)  old BMT "north side"  half of the once massive station complex,   thru the 1950's to early 1962 -  and photographed it when it was being demolished in 1962 !

 

Regards ! - Joe F

 East to S/B BMT BlueBird entering Queens Plaza lower level BMT north side station-1939

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Last edited by Joseph Frank

What a great description of the infrastructure and operation of Queensboro Plaza. In its heyday, it was a rapid transit mecca. Both the Steinway line and the 2nd Ave line connected to Flushing and Astoria. The BMT served with the 60th st tunnel connection and the BMT El cars operated between Queensboro Plaza and Flushing and Astoria. The crossover which allowed the 2nd ave El trains and the Steinway Tunnel trains to access either the Astoria or Flushing line trains is still in place on the Eastbound upper level. It allows the 7 line equipment to access the rest of the subway system via the 60th street tunnel. 

The Bluebird in the photo I think is the number 8000 which was the prototype set from Clark the builder who had the BMT contract to build 50 such car sets. They apparently had many technical features from the PCC trolley design. The prototype set was demonstrated on various lines of the BMT to get exposure to the public. In Joe's Photo , it looks like it was working a run on the Broadway Line down to City Hall station. There are photos showing this prototype on various other BMT routes including the Fulton Street El. The Green Hornet worked that route as well.

When the City took over in May 1940, Clark had 5 -3 car sets on the assembly line. The City put a hold on the contract and only those 5 were completed. After delivery, they were assigned to the Canarsie -14th st line. They were in service until 1956 . As a youngster, I lived near the Canarsie route during the late 1940s and 1950s. I think I may have ridden a Bluebird once or twice in those days. The most common equipment on this line was the Multi]s another BMT lightweight articulated design.

Thanks for posting the photo.

The Bluebird photo is 8000. The way to tell is if you look close you will see theat it has no H2C coupler. It seems that the here is no coupler at all. But if you look real close you will see that it actually ha 2 couplers. The shaft assembly was shaped in a V. It swung out to either side of the car. The right side had a small knuckle coupler head and a the left side had a male end that would mate with the female end of a Van Dorn coupler. This set of Bluebirds  was mainly used on the Fulton Street El.

Now take a look at the photo's of the Green Hornet and the Zephyr in the previous   Photos. They were in service on the Fulton Street El. They had no couplers at all. If there was a problem link bars needed to be used. 

Nate

You could file these pics in Current New York if there was such a topic. I took them this morning around the old MO tower in the Bronx behind the 139th St Post Office next to C.Hayes H.S. Exploring with my 4 year old helper. 

She was bored so I'll have to go back to get some better shots. There is a nice ConRail painted 40ft double door boxcar in there. 

imageimageimageimageimageimageimage

A few weeks ago on another Bronx walk a got a few more. First up is a MetroNorth MOW Geep under Macombs Dam Bridge. 

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This is from the NYC bridge over the site of the old Put. Now part of the bridge is open and part is a ruin that leads to the new MetroNorth car barn. image

These are from the newly reopened High Bridge. imageimageimage

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Last edited by Silver Lake

Great photos, Silver Lake. Thanks for posting.

Things have really changed around there since I grew up in the area in the 1950s and 60s watching the S motors switch the Mott Haven coach yard.

I can still hear the double or triple headed S motors (16 wheels each unit!) clattering over the multiple crossings where the Hudson line branched off next to Cardinal Hayes. The crossings were once right in the center of the area shown in your first two photos.

I also remember scoring a window seat in senior English class at Hayes so I could catch glimpses of the action. It's a wonder I learned enough English to be able to write those OGR articles in recent years..... or do they show a certain lack of language skills!!!   

Jim

Last edited by Jim Policastro

I may have mentioned this before...I have an old New York Central Headlight employee newsletter around here somewhere from the 1940's or 1950's that had a great article about a gentleman who worked at MO and was also an unofficial gardener/landscaper around the tower. I think the gist of the article was that he was retiring at that point. "Back in the day," areas around many stations and even some towers were immaculately maintained and like mini-botanical gardens. The railroad workers took great pride in their horticultural skills. Only one book that I ever saw really covered this little known side of railroading, John Stilgoe's Metropolitan Corridor. 

Tom 

IMG_20160410_152844

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MNCW posted:

I may have mentioned this before...I have an old New York Central Headlight employee newsletter around here somewhere from the 1940's or 1950's that had a great article about a gentleman who worked at MO and was also an unofficial gardener/landscaper around the tower. I think the gist of the article was that he was retiring at that point. "Back in the day," areas around many stations and even some towers were immaculately maintained and like mini-botanical gardens. The railroad workers took great pride in their horticultural skills. Only one book that I ever saw really covered this little known side of railroading, John Stilgoe's Metropolitan Corridor. 

Tom 

IMG_20160410_152844

Tom,

  If you come across that copy of NYC HEADLIGHT I'd be interested to know which one it is and I'll try and find one, thanks.

Art Sheridan

Hello Jim P

Well, heh Hayes was in DA South Broncks -- 650 Grand Concourse (is it still in operation?) and that area was getting rough by the 1970's...worse after that thru the 1990's.. 

Regardless,  the "Mount" where I attended in the early-mid 1950's  (Grammar school there at that time)  was in a bucolic semi-rural very suburban setting,  with the Mount's "back yard' right  along the Mount Vernon Border line and the visible "changes in road paving" along the physical surveyor  border line running along in Mundy Lane there. Mount Vernon side of the "line" was smooth concrete,  and the Bronx side of the "line" was broken up, pothole and gravel littered black macadam paving !  

Plenty of grass everywhere, loads of trees, and surrounded with beautiful (back then) private homes with beautiful yards and lawns, bushes, -- and a very very quiet bucolic area.  We had the remains of the once 4 track NYW&B Railway a few blocks away on E.6th Street  (aka Sanford Blvd) with the ex-NYW&B East 6th St. Local Station still alive as a private store. The NYW&B RR private r-o-w open cut was still pretty much visibly intact back then  up to E.3rd St former Station (became a Litton Industries building)- but more important,  the E. 239th St yards, of the IRT White Plains Road Line EL,  whose southern yard-entry came at the dead end of a side street off Nereid Ave that ended two blocks north at that south entrance gates to the yard.  I used to visit that gate entry and south edge of that yard and see 3rd Ave EL MUDC EL Cars, Q-Type EL Cars, Low-V's and some work cars (flats, etc.) at the bumpers at the very visibly thru the  south cyclone-fence of the yard.  And of course, the venerable IRT White Plains Rd Line EL - still operated solely by IRT Low-V trains - and the  E .238th Street (Nereid Ave) Local station which I used to get to the Mount.  And the NY Central RR Line down the hill at E.238th Street "in the valley" there -

 

I use to go, walk down with my Mountie schoolmate pal Bobby Mayer - to the E.233rd  St. restaurant owned by the parents of Bobby Mayer,  "Mayer's Parkway Restaurant"  where Bobby and I ate lunch in a dining room a number of times - sometimes with his Dad, Bob Sr.!  Great times then, simple and safe and happy times !  You can always "go back",  but you can never go "home" to the way it was !  Here below is a map of the area with my overlaid notes and markers of the things I speak of, and their locations to the Mount.

 

 

Map of Mt. St Michael School and RR & EL Lines

 

The "Mount" is still a beautiful school still with bucolic grounds there when I visited  it over 2 years ago during August -- even if all the back in the early-mid 1950's predominately  Italians, Germans and Irish residents, homeowners, have all moved away as the neighborhood changed as did gradually almost all of the Bronx over the past 40 years !  I could almost go back in time on the "Mount" grounds --- until I saw myself reflected in the glass windows of one of the buildings (the huge students dining room by  football field ) !!   A 60 year span Reality and Era time check hit me there !!   I am sure TOM understands all these memories I am relating. 


And yes, I remember the Mount vs Hayes and other Games - heh  - way back then !

regards - Joe F

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in the late 80s and 90s. The Sunrise trail NRHS chapter ran some fan trips off Long Island with LIRR equipment using the Hellgate Bridge . One of the trips ran up to Poughkeepsie . The train crossed the Bridge and ran up to New Rochelle. A reverse move through Woodlawn brought the train down to Mott Haven. It ran through the wye to reach the Hudson Division. You can see the wye in the first two of Silver Lakes photos posted above. The reverse trip from Poughkeepsie brought us back through that wye to return to LIRR home rails after crossing over the HG bridge. Some fantastic views on that trip

Hello Tom ---

RE-READ and See the MAP with location point details I just now added - now just attached to my edited post -- likely done / edited AFTER you already just read it all -- and I had corrected the earlier stated wrong  location of Mayer's restaurant in that "edited with map added"  edited post.  Yeah, I remember that water fountain --- i used it a number of times -- WHY detention for your using it ??  Who did they want to use it for drinking ?? !!!  Marist brothers, heh  

Yes, I visited the MOUNT many times in the 1970's thru 1990's when I visited NY City and my (now long gone) parents. Last visit was August 2014 -- I stayed there a few hours going 'back in time" as best i could !  Remembering people, Marist Brother (religious) staff,  and kids I knew there back then -- and the way it was .....

After 60 years passed now -- still almost like yesterday a bit ... and what a great safe area of the Bronx back then !!

Regards - Joe

Last edited by Joseph Frank

Hi Joe,

I didn't realize that you went to the Mount, too! But, I won't hold that against you. Although now I am outnumbered around here. Maybe Chuck (Alentown) another Hayesman will stop by. 

Back then, the big game was played at Baker Field on the northern tip of Manhattan with a view of Spuyten Duyvil.  To tell the truth, all that we south Bronx kids knew was that Mount St. Michael was somewhere up in the north Bronx. Years later, I learned just how beautiful it was up there - a whole different world (but no P motors gliding by )

...and yes, Hayes, is still going strong and actually winning more often than we did back in the early 60s  (graduated in '64)! 

Jim

Last edited by Jim Policastro

Tom,

Yes, that's the Harlem River with what we called the 138th St RR bridge in the background and the Willis Ave (or maybe the 3rd Ave?) vehicular bridge in front of it. I think the official name of the lift bridge was the Madison Ave Bridge. It carried trains from the Mott Haven area to Manhattan and toward Grand Central.

The low white building just beyond the traveling crane was the famous circular CNJ freight terminal with its intricate track work encircling the building. I think there are more photos of it somewhere on a previous page of this thread. It's an area I wish I had explored back in the day while it was still in operation.

Jim

Last edited by Jim Policastro

New Yorks Elevated lines had a route on 6th avenue in New York City . It was closed in 1938. At That time trains ran from south Ferry through downtown Manhattan and over to 6th Avenue , north to 53rd st where the line turned West to reach the Ninth avenue El to continue the journey north . The original line when built had a section that that ran north on 6th avenue from 53rd st up to 59th street and Central Park West . The terminal station was at 58th street. This section of the El was closed in 1924 and cut back to 53rd st. 

North of 53rdf st, this section of El had three tracks , one North and one south with a center track for layup. Here we are looking up towards 58th street terminal in 1924.

nypl657n 

Here is the station at 58th street in 1924. There was two side platforms and the tracks ran further to 59th street for layup.

nypl658ste 

There was a tower to control operations at the junction at 53rd street. The junction at this point was two tracks and north of here, the third track was established. This view looks west on 53rd st and you can see the connector to 9th ave. Its 1924. 

L653W24

Under the El connector on 53rd st looking east.

L653E24U

Here is an aerial view at 53rd st showing the junction and the tower

L653Jctz 

We move ahead in time to 1938 shortly before the El was closed. The connector carries the trains west on 53rd st and the tower and the line north to 59th st. are long gone. The Queens IND subway follows the same route here but of course underground. 

nypl653c

One the final day of operation in December of 1938 we see the last train to run uptown , a set of MUDC's . The End of service notices are in  the windows of the cars.

nypl653ct

We will leave with a 6th avenue train heading downtown. Its a set of MUDCs 

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0831-SW to 133St STA demolition-MAY 19580812b-SE to 3 AV El Bridge @ B&O RR Bronx Term-1936

Hello Tom !

 

Per my long reply post to you ---these two photos will go with the story line text of my paragraphs below;

Here above is a (the TOP PHOTO)  photo of the E. 133rd St Alley station being demolished in May of 1958.  I have photos of the line being demolished at E.145th and 146th streets on Third Ave., in 1958.

 Also attached, (LOWER PHOTO)  an aerial photo of the CNJ's Freight "roundhouse" and surrounding freight yards and float bridges area - and the 3rd Ave El Bridge in background. The Bronx approach to the Third Avenue Auto bridge is at bottom right.

That freight barge photo (I have had a copy of one for years in my collection)  is looking West from the pedestrian walkway on the west side of the 3rd Avenue Elevated IRT EL  Harlem River Swing Bridge near the Manhattan shoreline side -- with the Bronx approach bridge for the 3rd Avenue Auto Roadway Bridge seen crossing behind the barge --- with the CNJ's Round Freight House at right immediately east of the Bronx roadway approach to the 3rd Ave. Bridge.  Following that is the original (actually, 2nd generation) NY Central Railroad Swing bridge from 1898-1900 approx. -- and immediately behind and close parallel to it is the raised completed side one half span of the two span (2 tracks on each span-half)  brand new NY Central Railroad LIFT BRIDGE.  This view has to be in late 1954 up to thru mid 1955 and prior to the closing of the IRT 3rd Ave "Manhattan" EL and its swing Bridge by Friday May-13-1955  12:01 AM .  Shortly thereafter,  the EL's swing bridge was left fixed in OPEN position  for any river traffic, until the bridge was taken apart and removed by Feb 1956.

 

I remember this area very well from my many rides over the 3rd Ave EL Bridge on trains back and forth, as well as even more trips in my fathers' 1950 big Mercury car over the 3rd Avenue auto Bridge to and from the Bronx.   Around 1959 and years after,  I walked thru those rail yards and took photos -- by that time the 3 years abandoned but intact  (since May-12-1955)  EL structure  from the Harlem River Bronx waterline edge north to E.148th street on Third Avenue,  was finally torn down between May 1958 and August 1958.  It was kept up from that point - up thru the famed "alleyway" between E.133rd St and its double-decked alleyway EL Station there,  thru E.143rd St "alleyway" Station - and to the E. 149th St Station,  as a turn back for Bronx Line only SB EL trains into E. 149th St "terminal" station.  SB trains on the local track  discharged passengers,  then went empty, southward to the alleyway portion starting at E.144th Street, and used it via a " Y " switching arrangement via a single track  two-way center  ramp at North end of E.143rd Street lower "locals" level station,  to the upper level... 2 track express level,  to turn trains around to get back to the north local track at E. 149th Street "terminal" station.  Of course, in those daily 'non revenue move" 3 years,  the 3 EL stations (143rd, 138th and 133rd Streets)  in the alleyway were permanently closed and barricaded.

That switchback operation even lasted after 12-16-1956 when the wood EL cars (MUDC's and Q Types) were replaced by 6 car trains of IRT Steel original body Low-V Steinway Subway Cars  - the first time Steinway Cars (or Low-V's) ran regularly on the 3rd Avenue EL line below E.149th Street towards the river  (but without passengers as reverse-move-deadhead's).  That structure, unlike the Manhattan portion,  was built to handle steel cars.

 

Once the new Terminal Switch Tower was erected and completed over the former center express trackbed at the north end of E. 149th St Station, and all the new reverse moves signaling and wiring was installed along with the new  X  Crossover and 4 switches installed outside the north end of the E.149th St Station, by February 1958,  allowing trains to enter and exit either of the 2 tracks at the E.149th St "terminal" station, and depart to the proper n/b local track,  the EL cut off at E.148th Street and from that point south, to Harlem River Edge,  was removed. 

I saw an article (maybe saved it, have to check) with photos  -about a guy who built a full HO Scale replicated version  of the entire CNJ Roundhouse freight house and float bridges,  including replicating that unique switch and crossover trackwork unique to that terminal complex !

 

PS:  Jim P,  we saw PLENTY of NYCRR electric boxcab loco and MU action at Woodlawn JCT and New Haven electric boxcab Locos and MU's in that area back in the 50's and even 60's !

 

regards - Joe F

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Hello Tom

I wonder how many times he (Jim P) got hit in the head by rapid fire "chalk"  missals or chalk-dust-packed blackboard erasers slamming warp-speed into his head in a cloud of white dust as he gazed at trains out the window -- heh  !  Remember any of those incidents with the "Bro's at the Mount ?  Or with the "nuns"' in other schools elsewhere ?

i use to walk to E. 97th Street and Park Avenue where the NYCRR Park Ave Tunnel ended, and watch all the NYCRR & NHRR old ancient MU's and Box Cab loco of each road come and go there.  Was always constant action on those 4 tracks.  And then I had the IRT 3rd Ave EL and the IRT Lex Subway right by me for joy riding for 10 or 15 cent fare - later 25 cents.  THOSE were the days - and lots of old equipment and variety of rolling stock classes.

 

 

0901-Stub end at 148 St-12-731958 view of the demolition of the 3rd Ave El looking North from 146th St to the remaining structure being removed to the South end of the 149th St station.

The above two  of my photos -- the top one is a  view N.E. along the west curb of Third Ave., showing the near E.148th St south cut off end of the EL as cut back in summer of 1958, and the lower photo shows a view north from the s.w. corner of Third Ave. at E.146th Street, early summer 1958,  showing the demolition upward towards E. 148th Street

regards - Joe F

 

 

 

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Last edited by Joseph Frank

Joe,

  Very nice photos and very interesting. The bottom one shows a couple of lonely, disconnected EL supports before they were cut down. I can tell by the cars (a Cutlass along with maybe also a Roadrunner or Charger), that your top photo is from the 1960's or 1970's. Thanks for sharing.

  Poor Jim, he must have suffered greatly being so distracted! 

Tom

Last edited by PRR8976

Thanks for the sympathy, guys! 

You had to be on your toes in class and know when to sneak a peak at the trains. I think the brothers and the priests who taught us all had unique talents in the eraser toss.

In hindsight though, after a 35 year career myself in teaching, I can see things from their viewpoint. Many were truly saints for putting up with us! 

Thanks for the photos and explanations. I was lucky enough to catch the final year or so of 3rd Ave El service to Manhattan. After that, we rode the Bronx portion frequently until its end in the early 1970s.

Joe, between the NH and the NYC, the assortment of big electric motive power was amazing back in those days, wasn't it? I was old enough to even catch some of the very early EP-1 New Haven boxcabs passing by as well as the later bigger engines.

There was hardly a moment when something interesting wasn't passing by. Train watching has never been the same for me since those days. Here in upstate New York now the wait between trains is in hours compared to the seconds we were used to back in the day.

Jim

Last edited by Jim Policastro

I also attended the Mount in the 50's. 1950-52 for the first 2 years of high school.  With the new wisdom I acquired��, I then transferred to St Peters Prep in Jersey City.  But I hsve fond memories of the sights described above.  Occasionally would take the 3rd Ave El to 42 St anf the the crosstown shuttle to PA bus terminal.

Hello Tom,  Jim P and RJR

RJR -- Good to see another Mountie here --- now its 3 to 1 (Mt. vs: Hayes) heh.  I came to the Mount a few years after you left the high school there in 1952 - so we both know well how the area and the Mount was in those 1950's years !

Jim P -- Glad you enjoyed the posting and photos, etc.  You were lucky if not always distracted looking out the classroom window...heh ! 

Yes,  between the NYCRR,  the LIRR and the NHRR, and the PRR at L.I.C. Sunnyside yards and at Penn Station,  we had a great variety of motive power and passenger and MU Train (and freight) rolling stock to enjoy and photograph when and where we did.  Great times -- and always a load of rail activity with so many then active and fully intact rail yards (and working car floats) all around the city then!!   Sad to see the massive South Bronx Harlem River yards reduced to near nothing now of what it was thru the 1930's-60's eras !.  Just about all of its tracks and structures, including the remaining (from May 1958 thru some time in 2005)  short low steel EL trestle from where it connected to the 3rd Ave EL's famous " S " curving double deck structure at its westerly end,  to its east end at the Stone Embankment Wall for the NHRR-NYW&B Willis Avenue Station and head house / offices.

 

Tom - Glad you also enjoyed these photos and memories -- well, now we have 3 MOUNTIES here -- heh

ALSO -- on the Mott Haven / Harlem yards topic - Here are a few videos I found -- hope they work and link open-up here the way I copy-pasted embedded them.  One --the short one below - was taken in March 1957 of 16mm film of the CNJ RR Bronx Terminal operation

regards - Joe F

http://www.youtube.com/watch?v=tO_8ZCm3Vqw&sns=em  

The other two videos are of that HO Scale Working model of the CNJ RR circular Freight house and with all the track work and special-work replicated and functioning, including car floats.  I had mentioned this unique HO Scale Freight Switching layout in one of  my previous posts above.

https://www.youtube.com/watch?v=pErgphjRECo&nohtml5=False 

https://www.youtube.com/watch?v=_iaxalIXgqQ&sns=em&nohtml5=False#t=284.830757
Last edited by Joseph Frank

Hello again guys

An HO Modeler and rail fan named Tim Warris is the fellow who built that operating CNJ Freight terminal layout - and here is a, his, webpage with history and photos of how this great layout came to be constructed. Most ALL of his track work is hand laid including all those special crossings and switch tracks.  Here is his website link URL --  very interesting --- a must see !

HO Scale working Model Railroad layout of the CNJ RR South Bronx Freight Terminal          http://www.bronx-terminal.com/

Regards - Joe F

 

 

 

 

A few from around the city   One has my favorite beer truck in it.  I love how the El's were built so close to the buildings

 

Columbus circle

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Williamsburg Bridge Under Construction

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Grade crossing elimination on the West side by the viaducts

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Third Ave El

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Cooper Union

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The 34 street Branch

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Ninth ave El I believe ?

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110 street ninth ave el

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Queensboro bridge

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Just for the heck of it, I said Balentine, and was pleasantly surprised to see the name on the back of the truck. when I scrolled down! New York has to be the most fascinating city in the world; the architecture and the rail lines, the feeling one gets walking the streets, I just love it.

Don

Went on a very long walk today in the Bronx from Wave Hill to Inwood. I took some nice shots from the Henry Hudson of the Spyten Dyvel area. 

It is kind of remarkable how much this area looks the same over many years while so much else has changed.  The former location of the Wye leg is harder to see after the wreck clean up from a few years ago.

 It is funny to me that the bridge tenders car still is parked there as close as possible on the Manhatten side. Circle line VS Amtrak.

I've always thought that this would be a classy scene on somebodies model railroad. imageimageimageimage

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How about some Peter Witts from the Brooklyn and Queens Transit 

The B&QT reached accross into Long Island City crossing Newtown Creek on the double Bascule Bridge on Manhattan Avenue. At Vernon Boulevard and Jackson Ave in Queens, the B&Qt had a turn around loop off the styreet. In this photo, we see a Peter Witt 8000 series making the turn back onto Vernon Blvd to head back to Brooklyn, This is likely a Graham Ave car in the Pre Board of Transportation colors .

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 A bit later in time but near the end of Williamsburg Bridge service we have a Peter Witt making its way from Manhattan. The car has just left Bedford Avenue station which was on the Bridge, Prior to 1948, you could ride between Bedford Avenue and Delancy street in Manhattan for 2 cents. Still there were many walkers on the bridge. 

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Farther out in Queens, The Grand Street Corona Avenue line had a connection to Laguardia Airport. It Ran on Junction Blvd, north to the airport. This Peter Witt is on its way back to Maspeth Depot passing under the LIRR Port Washington Line . The added attraction here is the LIRR Eastbound train on its way to Flushing and Port Washington. 

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Most of the Peter Witts , ie the 8000 series were retired in the late `1940s , 1950 or so when many routes were converted to Busses . Most of these cars wore the Pre-Board of Transportation colors to the end as we see in the above photos. Some did make it to the Board of Transportation Green and Silver colors and soldiered on into the 1950's as reserve or extra rush hour service cars. Here's one working the McDonald Avenue Route coming into the Coney Island Area. PCCs were the mainstay of the McDonald Ave route until 1956 when they too were retired. 

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The last photo for this post takes us out of Brooklyn and up to the Bronx, ie 242nd st and Broadway, just South of Manhattan College Parkway. I know there are a few Bronx guys that follow this thread. Maybe some of you went to Manhattan College as did I albeit a few years after this photo was made. You might remember the Pinewood on Broadway and the Greenleaf on Manhattan College Parkway. I think the Schaefer Beer sign is a nice touch.

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The following photo was posted on the Electric Railroaders page. There was some discussion as to the timing and circumstances of the photo. The initial thought was that it was some sort of fan trip. However after more study, it appears the photo likely dates to the opening of BRT service on the Williamsburg Bridge in 1908. At this time, the line switched off of the Broadway El in Brooklyn to access the bridge and the tracks went across the bridge to an underground terminal at Essex Street and Delancey street in Manhattan. Shortly thereafter, the BRT tracks were extended west and south in Manhattan to the Bowery , Canal Street and Chambers street stations. BRT and the LIRR had joint operations on this line so this was the LIRR's initial terminal in Manhattan, two years prior to Pennsylvania station. The cars that were used on the BRT and LIRR were wood sided El type cars as we see in the photo. The LIRR probably did operate mp-41s on this route although i have not come across a photo yet.

The trolley in the picture to the right is a Metropolitan Street Railways car, perhaps a Grand street or 4th ave car . It was on its way to Washington Plaza on the Brooklyn side where the company had a large trolley terminal. This company operated street cars on the North side of the Bridge until 1932. Metropolitan Street Railways was acquired by New York Omnibus corporation which subsequently became Fifth Avenue Coach company. I do not believe that this company ever operated busses on the Williamsburg Bridge after 1932.  The Tracks of the B&QT trolleys were to the left of the view in the picture. These cars accesed an underground terminal in Manhattan went across the Bridge and served various routes in Brooklyn and Queens.

El cars used by the BRT at the time were Woodsided gate cars . These operated on the Bridge line down to Chambers street via the subway at the time. The BRTs first steel car was the Standards and these did not arrive until 1916. Note in the photo, that the third rail was not covered as they are today.

Enjoy the Photo. It is the earliest photo I have seen of BRT operations on the Williamsburg Bridge. It is also a rare photo of a Metropolitan street Railway car on the bridge as well.

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Did  a bit more research regarding the photo of the first day or El service on the Williamsburg Bridge and found this second photo taken also at the Manhattan End but earlier in time bfore service was started, 

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Note in this photo we clearly see overhead trackways for the EL not a Subway style entrance which is what was built and put into service. Planners of the day were considering a loop system to connect rapid transit on all three bridges, ie the Williamsburg, The Manhattan and the Brooklyn Bridges The BRT envisioned an Elevated line similar to the Chicago Loop to connect these bridges on both the Manhattan and Brooklyn sides. The loop design was considered a more efficient way of moving trains with passengers in and out of the area avoiding terminal trackage , layups and a need to change ends. 

about 1906 a decision was made by the Public Service commission to proceed with a loop concept gut as a Subway. So the El structure was removed and a subway style entrance to Essex street was built in 1908. Over the next few years , the Centre street subway was built down to Chambers street along with the connection from the Manhattan Bridge at Chambers street, The connection to BRT ELs at Park Row was never made, but eventually the Subway was extended South through Broad street and into the Montague street tunnel which allowed Loop service from the Dekalb Ave complex. The rest of the loop heading North in Brooklyn to tie to the Broadway Jamaica EL was never Built .  

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Saw this in the New York Times this morning. They had a story about New York and its Toys. It discussed how the Toy Industry Association was born. AC Gilbert was a big part of that but before his American Flyer Association. The group had its operations in a building on 23rd street and broadway. 

The article included the following photo which shows the building on the left. Ineterestingly this photo in the center shows the former Gilbert Hall of Science which was on 25th street between Broadway and Fifth Avenue. To the right of the photo at 15 East 26th street was the headquarters of the Lionel Corporation. Dissapointingly, the article failed to mention Lionels and American  Flyers long association with New York City's Toy Industry. Enjoy the photo.

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LIRR Steamer posted:

...The last photo for this post takes us out of Brooklyn and up to the Bronx, ie 242nd st and Broadway, just South of Manhattan College Parkway. I know there are a few Bronx guys that follow this thread. Maybe some of you went to Manhattan College as did I albeit a few years after this photo was made. You might remember the Pinewood on Broadway and the Greenleaf on Manhattan College Parkway. I think the Schaefer Beer sign is a nice touch.

13422343_855360107931360_4916064349153782805_o

Geez! The Green Leaf? That was the first bar I ever drank at and paid the price as a passenger in my friend's car (we'll leave it to your imagination). Thanks for posting the photo.

Tom

RJR posted:

Don, thanks.  Outstanding collection.  A few items I remember, like the USS Prairie State and the NYNH&H grain elevator.  Interesting to see how many tracks the current Amtrak line under the GW Bridge to Spuyten Duyvil used to have.

Yes, those pictures were very sharp. Everything from "dummy" steam locomotives, West Side Cowboys, loads of crossing shanties, (regular) steam locomotives doing some street running, vintage advertising and cars/trucks...it doesn't get much better.

You mentioned Spuyten Duyvil.  DV tower controlled movements for the West Side back in New York Central days. On May 22, 1967 there was a collision between two NYC freight trains resulting in 6 railroad personnel being killed. 

http://www.ntsb.gov/investigat.../Pages/RAR1967A.aspx

One of the outcomes of the investigation was that the Central appointed Loyal "Buddy" Reynolds as a safety supervisor. Buddy was a longtime conductor on the Central and his service lasted into the Metro-North years. As a conductor, his usual territory was the Upper Hudson, serving on Budd cars, gaining the nickname "Buddy of the Budd cars." I was fortunate to know his wife and she gave me several of the original documents/reports from the investigation. One of the contributing factors was that there were apparently two many employees in DV Tower which distracted the operator.

Tom 

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LIRR Steamer posted:

Saw this in the New York Times this morning. They had a story about New York and its Toys. It discussed how the Toy Industry Association was born. AC Gilbert was a big part of that but before his American Flyer Association. The group had its operations in a building on 23rd street and broadway. 

The article included the following photo which shows the building on the left. Ineterestingly this photo in the center shows the former Gilbert Hall of Science which was on 25th street between Broadway and Fifth Avenue. To the right of the photo at 15 East 26th street was the headquarters of the Lionel Corporation. Dissapointingly, the article failed to mention Lionels and American  Flyers long association with New York City's Toy Industry. Enjoy the photo.

22NYTODAY2-sub-master675i

Wow... brings back a lot of memories. That pic was taken on the south side of 23rd Street, directly in front of the pointy corner of the famous Flatiron Building (a few stories taller than Andre's version though   ). I was a Lionel kid and I remember my dad taking my brother and I to the Lionel Showroom in the early 60's. Later in life, I went to college in the area (many of my classes were on 23rd & Lex or 26th off Park Ave. South). I then worked on 26th between Madison and Park Ave. South for 34 years. I imagine I would have spent a lot of lunch hours at the Lionel layout if it had survived into the late 70's. I hope the article also mentioned Lionel Nirvana - Madison Hardware was one block east of where the pic was taken... two blocks east if you cross to the north side of 23rd Street!!! I'll have to see if I can find the article online.

Last edited by Apples55
RJR posted:

The West Side cowboys actually rode down 11th Ave ahead of locos to warn drayers and others a loco was coming.

Regarding the 2 pictures of the swing bridge at Spuytun Duyvil: The curve on the line that doesn't cross the bridge is also the location of the recent Metro North commuter train derailment.

I've been searching for a book that features a good amount of quality photos of the ground level line down 11th Avenue for some time with no luck; can anyone recommend such a book if one does in fact exist ? Thank you.

 

I couldn't see them,  Those pix were fascinating. I grew up in NJ, atop the Palisades right across from 79th Street NYC, during the 40's.  I did not realize until seeing these that there was such an extensive railroad network on the west side of Manhattan.  So busy 80 years ago, and now there is no freight RR service on Manhattan.

Some good info:

http://www.kinglyheirs.com/New...t1.html#.V5v6xaKtZ30

 

Last edited by RJR

Many lithographs of the 19th century documented important scenic venues with the use of 'birds eye views".  This one, by the Franklin Lithographic Co. commemorates the opening of the Brooklyn Bridge in 1883.  Casual research seems to indicate that comparable Currier and Ives prints of the same subject are much more common.   It's poor condition and cropping devalue the print. Still, it's a fascinating look at a momentous event.

A parade marches along the promenade on that beautiful May 24th day as New Yorkers look on from the rooftops.   A similar parade from Brooklyn meets the Manhattan majorettes in the middle of the span for the ribbon cutting ceremony.  Immediately below them, among a flotilla of sailing ships, steams the paddle wheeler Pilgrim.  Everywhere flies Old Glory.

Bruce

 

RJR posted:

I couldn't see them,  Those pix were fascinating. I grew up in NJ, atop the Palisades right across from 79th Street NYC, during the 40's.  I did not realize until seeing these that there was such an extensive railroad network on the west side of Manhattan.  So busy 80 years ago, and now there is no freight RR service on Manhattan.

Some good info:

http://www.kinglyheirs.com/New...t1.html#.V5v6xaKtZ30

 

This website is great! Thank you.

Peter

That was their new boat.  During WWII and thereafter, they had 4 vessels tied up at their 41st St pier:  The DeWitt Clinton, which I recall to have been a sidewheeler with 3 stackes abeam; the Alexander Hamilton and another, which I recall as being sidewheelers with 2 stacks.  The 42nd St Ferry docked at the next pier north, having come over from Weehawken RR terminal. 

mk posted:

Wasn't the Peter Stuyvesant tied up to Anthony's Pier 4 restaurant in Boston in the 1970's?

Yes it was. I remember there being a gift shop on it when I ate at Anthony's back in the mid 70's. Interestingly enough, after diner, on our way back to our hotel, we drove past an open area nearby and saw the Freedom Train was there and there were no lines!!! I believe the Stuyvesant "went down" in a winter storm in the late 70's.

Here's an Army Corp of Engineers New York port facilities map from 1924 which shows the layout of the yard along with street boundaries and pier numbers:

PRRMAP

Although not labeled, that's Eleventh Avenue at the yard's east end.

The map is from Mr. Philip Goldstein's superb site covering New York's off-line terminals and short line, industrial and military railroads.

http://www.trainweb.org/bedt/IndustrialLocos.html

Bob 

 

 

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Last edited by CNJ 3676

hi Ben

 

The Brooklyn Bridge photos show the facility not to long after the cable cars were eliminated and the now  BRT lines have been electrified. The gate cars we see here were the very latest of the day and they had center doors to speed up the departure and entry of passengers. There is a date on 1903 on the original photo. In later years, the elevated terminal at Sand street had tracks over street levels for the trolleys that went across the bridge. This photo is before that change was made. All cars we see on the bridge entered and left the bridge from street level. Notice quite a few walkers on the bridge and almost all of the vehicular traffic is Horse and wagon. Oh how we have changed since then.

The trolleys look like there is a jam up on the line. Thinking these were Boston cars perhaps.

 

Great pics!!!....Brings back memories...I remember as a kid we use to take the B train (West End) from 55th and get off at 9th Ave and jump on the Culver Line...did this just for fun...had to catch the train back to 55th street before my mom found out...all for the cost of a token which I believe may have been about .15 back then...

A great collection of Photos Ben. I can recall riding the Culver line in the BMT days. We would ride the Jamaica line across the Williamsburg Bridge down to Chambers street. There you could change for the Culver Local which went via the Montague street Tunnel to DeKalb avenue ddown to 36 th and then switched off to reack the lower level of ninth ave and up on the el along McDonald Ave. At Chambers in the summer months, there was a Franklin Avenue Express service as well that went over the Bridge and travelled to Coney Island via the express tracks of the Sea Beach, again BMT standards like the Culver. I can also remember riding the NcDonald avenue PCCs which ran under the Culver El to the trolley terminal in Coney Island. Your photos show operations over a wide time period, including the gate cars from the 5th Ave El days , the Standards and the Low V's and SIRT cars used on the final shuttle operations.  

 

Hello Ben F  (blueline) !

Shame on you Ben, heh heh  !!    That photo in your post above depicts NOT A BMT "Q" TYPE  !!    It shows an IRT LOW-V Car and train with body side extender steel plates (and slanted side baffles to prevent cretins from riding on the sills, heh) -- so as to be able to run on both the BMT Culver Shuttle and the BMT Franklin Shuttle.    The BMT wooden "C" type EL cars were created from gate cars in 1924 using a similar "body extender" plates --  to close the six-inch gap where 9' wide cars were run on into stations designed to clear 10' wide subway cars. 

Here below - top photo shows  a side view from street level,  notice NO CENTER DOORS - and the bottom photo shows the head-on "face" of a Q Type -- and you know where these were taken !

Have a Happy Holiday Season Ben, and the same to all here at OGR  Subways / Transit / Traction Forum

 regards !! -- Joe F

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Last edited by Joseph Frank

Hey Ben  Merry Christmas

Joe already filled you in about this being a modified Low V . I think the location of the photo is at the last stop, Franklin and Fulton . There was a switch at just North of Dean street that joined the two tracks and fed the single track in use at the last stop. This is the way I remembered it from the 1950s. I never saw the Low Vs on the Culver but have seen photos.

So let’s visit the BMT’s Broadway Elevated in Brooklyn on the west end of the line. The former junction at the Marcy Ave station once served the Brooklyn Broadway El Grand Street Ferry Spur. The Ferry spur junction, the switch tower and the stub remain to this day.

The history of this ferry spur is different in that the El was built west to the ferry. In 1888, the "Old Main Line", or Broadway El was extended west to the Broadway Ferry Terminal at Kent Avenue with a stop at Driggs Ave.

In 1885 the first Brooklyn El went out of Park St near Sands Street to Grand St and across Grand to Lexington Ave and on to Gates Ave on Broadway. With initial success of the first Brooklyn El, the El was extended further East on Broadway to Alabama Ave and the Broadway El was built west to the Broadway Grand Street Ferry. In October 1899, LIRR trains started through service from Broadway Ferry to Jamaica and the Rockaways using the Chestnut Junction.

The Broadway Ferry El terminal was built with two levels, but only the upper deck had tracks, which was at the same elevation as the El structure When El trains began using the Williamsburg Bridge to reach Manhattan, the Broadway El Ferry line became a shuttle but it was still a very busy service. It served the neighborhood from Bedford Ave with the Driggs Avenue station to the Ferry terminal at the docks at Kent Avenue The single BRT car 998 ran in non-rush hour shuttle service to Marcy Ave and was supplemented by two three car trains through during the rush hours. LIRR - Broadway Ferry El service ended in in May 1909, when that service was switched over to the Williamsburgh Bridge to Manhattan.

With the opening of the Williamsburg Bridge connection, the Broadway Ferry El became a spur and service was reduced to a shuttle service to Marcy Ave using BRT Car 998. July  1916 saw the last day of service for the BRT Broadway El Ferry Shuttle because the Broadway El was being third tracked from Marcy Ave to Broadway junction at East New York.

Trolley service replaced the El shuttle and subsequently buses replaced the trolley cars. A paper transfer was in place at Marcy Avenue to access this service.

The Broadway El structure was gradually reduced to a single track-way and was completely removed in May of 1941.

 

So some photos. Here we have the junction at Bridge Plaza about when it was completed in 1909. The El was not electrified here until near this time.

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The Ferry Terminal had a two level structure for El Trains. Only the upper level had tracks. Steam power handled the trains in the beginnining. One of the shots has a Forney in it which was the common locomotive used back then.

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Here is what Broadway looked like in 1890. The Driggs ave station is within view on the EL. On the left are the Williamsburg and Kings County Banks. Peter Lugers was on the right side. At the turn of the century, Williamsburg Brooklyn was an important Commercial industrial area. It is said that about 10% of the nations GDP was associated with this area.

driggs ave

When the connection to the Bridge was opened , it was an on grade junction so the tower played an important role in the operations here, handling Ferry Trains Bridge Trains and LIRR operations.

Brdwy El at Marcy

Brdwy El to Delancy St 1908

After 1916, the line was used as a lay up area for Broadway El service. trains. A couple of photos showing this at this time.

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stding under WB

This is a view of the El Spur looking West. The Bridge on the right completes the panorama.

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In 1940-41, the long service unused structure was removed . The last shot shows a train of BMT standards on the connection to the Bridge. Its a short Train so maybe a Broadway Local to Atlantic Avenue. The El Spur is almost gone and we reach the end of the story

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