Old New York

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

Beats me.  I only remember the 40's.

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.

Actually this picture is after March 2 1970...

Any idea on what the building in the background would be used for?

That's the float bridge control cabin. From his elevated position, the Bridgeman was able to properly align the bridge's height with that of the car float. Once aligned, the float would then be secured to the bridge so drilling could begin. 

Bob

So this yard extended down to the Hudson?? From 37th down and from 8th or 9th ave to 11th Ave?

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:

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 

Some Oldies

Brooklyn Bridge

I dont know where this is but thats the smallest interval between cars that I have seen

I love this thread!

love it. Thanks, John

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.

How about some Culver Line

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.  

There isactually one pic in  there that isnt the Culver Line.   But it is a Q car that was modified for Culver Service   The Q car has wooden extension to make up for the platforms.  The pic is really of Dean Street I think on the Franklin shuttle

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

.

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.

Joseph Frank posted:

Hello Ben F  (blueline) !

Shame on you Ben, heh heh  !!    That photo in your post above depicts NOT A BMT "Q" TYPE  !!   

.

Duh!!   I knew that  LOL  Too fast to type   Ok forget the Lo-V  How about some Myrtle avenuse

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.

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.

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.

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.

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.

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

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