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

Railway Railroad Fulton Atlantic Baltic Terminal National Cold Storage Dock Trades Facilities Building Daily News Watchtower Publications Jehovah Witnesses Dunhill International Furman Pierrepont Brooklyn Queens Expressway Promenade Carey
Wolcott Schoenberg Salt Silver Flour ADM Archer Daniels Midland Jakes Products Paul Markesano bricks The Evening Journal, Otto Brehm Flour, Recorder Publications, Revere Sugar Refining Brooklyn Bridge Park

NEW YORK DOCK COMPANY & NEW YORK DOCK RAILWAY ~ Fulton Terminal  ~  Baltic Terminal  ~  Atlantic Terminal ~ ~ Trade Facilities Building  ~  Red Hook Warehouses ~ ~ Direct Carfloat Service ~ Fulton Ferry, Brooklyn Heights, Cobble Hill & Red Hook, Brooklyn

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Index

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History

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Fulton Terminal - unknown date
unknown photographer
authors collection

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The New York Dock Company was a rail-marine offline contract terminal identical in operation to that of Bush Terminal, being that New York Dock and Bush Terminal had carfloating operations, carload and less than carload contract terminals, direct bulk offloading of ships to railroad freight cars, and would have large storage warehouses at their disposal (whereas the Brooklyn Eastern District Terminal did not have direct ship to rail or large warehouses), as well as own piers for lease to steamship companies.    Carfloats with railroad freight cars would come from the various railroads on the mainland in NJ and the Bronx, and bring in commodities to three different pier terminals located south of the Brooklyn Bridge: (in north to south order:) Fulton, Baltic & Atlantic. It also owned warehouses in Red Hook, that did not have rail access.       The New York Dock Company was the successor to the Brooklyn Wharf & Warehouse Company. On July 17, 1901, it purchased the Brooklyn Wharf & Warehouse property from under foreclosure and took possession of those properties on August 1, 1901. at right: New York Times - July 18, 1901

	David Hazlett King, Jr. was the Chairman of the Board of New York Dock as well as the first President to serve that corporation.    King was born in New York City in 1849, the son of David H. King, Sr; a wealthy property owner of Lower East Side tenements. Having been educated in New York City, which had prepared him for college, King decided to pursue a business career early on instead and in 1870 became a contractor.    King was a well known throughout New York City; and he is credited as constructor, developer, hotelier, investment banker, art collector, President of the New York City Park Commission, and one of the initial Directors of the Metropolitan Opera House Company of New York.	added 31 July 2026
King is credited with erecting the base (plinth) of the Statue of Liberty, Stanford White’s Madison Square Garden, the Washington Arch, the Metropolitan Club and many other historic sites.    He so remained involved with New York Dock until 1909, when he retired from all business involvement    Married to Mary, née Lyon, mother of his children; (possibly remarried later in life, to Letitia.)     He had four children: Van Rensselaer Choate (1879–1927), Jeanne de Rham (1892–1965), Dorothy Flagg (1886–1973) and vicomtesse Ruth de Villiers du Terrage (1886–1972).     His son, Col. Van Rensselaer Choate King, Harvard '01, received the British Distinguished Service Cross, and French Legion of Honor for serving in engineers during the First World War. He was a Division Superintendent of the Atlantic Coast Line Railroad and died during an earthquake in Kobe, Japan, while on an engineering mission.    David H. King, Jr. passed April 20, 1916, due to atherosclerosis (hardening of the arteries.)

   Other than the obvious railroad freight operations due to its status as a contract terminal, New York Dock Company also conducted business in the area of warehousing and storage, including both dry and cold storage. It would be one of the larger cotton storage facilities in the New York Harbor area. It would also lease space to several coastal and international steamship companies at its piers.

   The original New York Dock real estate holdings extended as far north as to the Manhattan Bridge. But in 1911, the "DUMBO" (Down Under Manhattan Bridge Overpass) properties would be sold to the Arbuckle Brothers and the Jay Street Terminal (to be renamed Jay Street Connecting) Railroad would operate here:

   According to the following chapter in Ports & Terminals, 1916:

"The property of the Jay Street Terminal includes six piers. Three of the piers, with a ground area of 66,788 square feet and a shedded area 60,648 square feet, as well as several warehouses, with a total floor area of 440, 800 square feet, were acquired from the New York Dock in 1911. Two of the piers are open, while one has a shed with an area of about 7,000 square feet.".

   After this date, and New York Dock operations would be contained solely south of the Brooklyn Bridge at the Atlantic, Baltic & Fulton Terminals and miscellaneous piers and storehouses in Red Hook, Brooklyn.  

   While railroad operations existed from inception of the New York Dock Company as can be seen from the Official Railway Guide advertisement, the railroad aspect of operations would not be formally incorporated as the New York Dock Railway (and as a wholly owned subsidiary of New York Dock Company) until October 1, 1912.

Official Railway Guide, 1905 

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   Following that sale, New York Dock would operated the Fulton and Atlantic Terminals, and would eventually open and operate the Baltic Terminal as well ca. 1913.

   The Brooklyn Daily Eagle, (a daily newspaper); published a Pictorial History of Brooklyn celebrating their 75th Anniversary on October 26, 1916. This publication included a very nice full page history on the New York Dock Company:

   
Pictorial History of Brooklyn - 1916 - Brooklyn Daily Eagle

   Interestingly enough, Joe Roborecky located mention of the New York Dock in records pertaining of the 1939 World Fair. From what is mentioned, New York Dock provided freight receiving and forwarding including receipt & inspection services, as well as trucking and storage.

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June 1955 - sale of property to Port of New York Authority

   In June 1955, New York Dock Company, the parent company; sold a great deal of its land and property holdings, approximately 90% of it; for the sum of $13,750,000 (adjusted for inflation 2026: $171,350,000.) 

   The piers along Fulton Terminal would be sold to the Port of New York Authority, the bi-state(NY & NJ) governmental agency responsible for the port facilities. This transaction was just one of an $85 million dollar Brooklyn Pier modernization program. Pier re-construction including new pilings and concrete decks, widening and lengthening the pier in the process as well as rebuilding pier sheds to metal construction, which greatly reduced fire risk as incurred by the older wood timber piers. This modernization program also included dredging berths and slips for deeper draft vessels, as well as strengthened bulkhead.

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November 1958 - purchase by Dunhill International

    As discussed in the beginning of this page; on November 17, 1958; New York Dock Company was purchased by Dunhill International. 

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A Tobacco Connection?

   A New York Dock brochure lists the conclusion of a 10 year corporate improvement / investment program, beginning with as specifically listed:

• the purchase of the five 44 ton diesel electric locomotives (#51, 52, 53, 54 & 55) from General Electric in 1951,

• four carfloats from Bethlehem Steel (#16, 17, 18 and 19),

• two float bridges from American Bridge (both assumed to be, but unconfirmed for Fulton Terminal), and concluding with the purchase of:

• the tugboat "Brooklyn" from Jakobsen Shipyard in 1960.

   Also interestingly enough, this brochure lists New York Docks' parent corporation as Dunhill International. Dunhill International was the name of a tobacco & smoking accessory manufacturer at that time (and now absorbed by British American Tobacco).

   Information ascertained by both researching Securities & Exchange Commission (SEC) filings and newspaper articles further shows that Dunhill International purchased New York Dock Company in 1959 (with negotiations starting in 1958):

Securities & Exchange Commission News Digest - November 3, 1958

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Reading (PA) Eagle - November 18, 1958

Securities & Exchange Commission News Digest - April 13, 1959

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   Now if this railroad - tobacco company connection "has a familiar ring to it" (and whether coincidentally or by intent), the Brooklyn Eastern District Terminal would also be purchased by a tobacco concern, that being R. J. Reynolds in 1973! R. J. Reynolds incidentally is now the American licensed distributor of "Dunhill International" cigarettes. Without any further documentation available to show any connection, I find it most interesting that two offline contract terminals located in Brooklyn, NY; were purchased independently, on two different dates, by two different tobacco companies yet with some affiliation now between those two tobacco companies, only for those contract terminals to be merged with one another some years later.

   Whatever the reasons regarding this sale of New York Dock to Dunhill; is it simply a coincidence for the New York Dock to be sold to Dunhill and Brooklyn Eastern District Terminal being sold to R. J. Reynolds? After all is said, there is a 17 year gap in the sales.

   Further research might reveal... and is ongoing.

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An Organized Crime Connection?

   Also, without any real opportunity (or hope) for confirmation, is the persistent rumor that somewhere within the ownership and administration of the New York Dock organization in the latter half of the 20th Century, was the involvement or influence of organized crime. As a historian, I would love nothing more than to venture further and deeper into this rumor and either prove or disprove involvement.

   If in fact this organized crime involvement did exist, it would be great to learn to what actual involvement and extent it took place. But as I am sure most savvy readers can understand, this is not the kind of information that is recorded for posterity. And, while I am aware I can start making inquiries, I have no desire to "sleep with the fishes". So unless by some course of events this organized crime involvement was officially recorded in law enforcement filings, indictments or warrants, I doubt any further documentation can substantiate this persistent rumor.

   It is well worth noting that organized crime has, for better or for worse; held a long standing involvement in many forms of transportation throughout the New York City area (as well as around the United States). Whether or not the reader of this website has positive, neutral or negative personal feelings regarding organized crime and its existence and involvement, they were very much part of the history of transportation industry in the New York Harbor area, and thus cannot be ignored.

    Whether being a part of this involvement in organized crime or not; it has also been alleged that a senior administrative officer of the New York Dock Company (in its final years of operation), was detained and investigated by federal law enforcement authorities. It had been discovered that consignees freight cars were not being delivered as promised, and the carfloats loaded with those cars were actually being "squirreled away" at the Brooklyn Army Terminal piers located near Bush Terminal. The Brooklyn Army Terminal, being federal property; led to the federal authorities involvement. It is currently unknown why this was done, but we can always speculate that it took place to hasten the end of carfloating operations by driving away carfloating customers.

   The outcome and conclusion of this investigation remains undisclosed at this time.

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1971 - Taking over Bush Terminal

    Following the bankruptcy of Bush Terminal in 1971, the City of New York purchased the land that Bush Terminal sits upon. In turn, the City leased the railroad operations of Bush Terminal to New York Dock in 1972.

   
"Brooklyn Magazine"
added 22 February 2010

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1976: Filling in for Conrail at St. George Terminal - Staten Island & West 26th Street, Manhattan

   As with almost every railroad, following the acceptance and widespread use of long distance trucking, almost every railroad in the Northeastern United States began to suffer financially.

   In July 1975, the United States Railway Association released its "Final System Plan" which in accordance with the Regional Rail Act of 1973, made recommendations for the reorganization of the railroads in the Northeast United States. Subsequently, the Interstate Commerce Commission recommended that New York Dock and Brooklyn Eastern District Terminal operations be merged to avoid duplication of effort.    Upon the creation of Conrail on April 1, 1976; to merge the bankrupt Class 1 railroads throughout New York Harbor:

• Penn Central Transportation Company (PC) (prior merger of Pennsylvania Railroad and New York Central Railroad)
• Erie Lackawanna Railway (EL)
• Lehigh Valley Railroad (LV)
• Central Railroad of New Jersey (CRRNJ)
• Lehigh & Hudson River Railway (L&HR)
• Reading Company (RDG)
• Pennsylvania-Reading Seashore Lines

   While not listed, the Baltimore & Ohio RR was indirectly affected as the Baltimore & Ohio was partnered with Central Railroad of New Jersey, in shared use of the CRRNJ harbor facilities located in New Jersey. With the CRRNJ directly involved in the formation of Conrail, it directly affected the B&O operations at their St. George, Staten Island terminal, and West 26th Street Freight Terminal in Manhattan. 

   With Conrail foresaking all types of marine operations in an effort to reduce the expenditures incurred by operating the maritime equipment, the maintenance of said equipment; as the employees necessary the operation and /or maintenance of that equipment. The marine operations aspect was a very costly part of rail-marine operations. 

   So, Conrail turned to the independent marine operation of New York Dock. From 1976 through 1978, the New York Dock was contracted to perform the carfloating work for the Baltimore & Ohio Railroad out of the St. George Terminal in Staten Island, as well as the Baltimore & Ohio's West 26th Street Terminal in Manhattan.

1977: Merger with Brooklyn Eastern District Terminal

   It would not be until 1978 (as it is currently understood) that Dock Properties, the parent company of the New York Dock Railway, purchased the Brooklyn Eastern District Terminal. Negotiations started in September 1977, but with all the legal folderol involved in merging the seniority lists of the Employee Unions, it was not until early 1978 that New York Dock took actual possession. 

   And even after this date, several proceedings and appeals were filed in the courts.

   By way of this merger, the New York Dock would again acquire even more property at Kent Avenue, as well as the lease to the land and carfloating operations out of the Greenville Yard in Jersey City, NJ.

   In July 1975, the United States Railway Association released its "Final System Plan" which in accordance with the Regional Rail Act of 1973, made recommendations for the reorganization of the railroads in the Northeast United States.

   Subsequently, the Interstate Commerce Commission recommended that New York Dock and Brooklyn Eastern District Terminal operations be merged to avoid duplication of effort. It was at this time, (currently believed to be 1978) that Dock Properties, the parent company of the New York Dock Railway, purchased the Brooklyn Eastern District Terminal.

   The following document was issued February 9, 1979 as a revisit to certain points in the original decision of that ICC recommendation:

NYD Control Of BEDT - ICC Decision

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   It is not this authors intent to appear "anti-New York Dock", but several circumstances which appear to be unusual in nature have arisen through research. Other than the direct quotes from legal briefs and document filings, there is little to no documentation supporting these suppositions and in some cases third party "allegations".

   According to a Brotherhood of Locomotive Engineers arbitration decision during a meeting held on November 19, 1980, it states:

   "The accounts of New York Dock present a dismal financial picture, with a negative working capital position, substantial over-capitalization, a negative net worth, and a 3-year record of deficit operations."

   As far as it is known, the Brooklyn Eastern District Terminal, while suffering from dwindling revenue and in some cases operating losses as well, still appeared in the black (by whatever margin) at the time of its sale to, and merger with New York Dock. However, it is understood that New York Dock was already filing for bankruptcy reorganization proceedings. 

   Whether the BEDT was either purchased by NYD to help offset losses, or whether NYD purchased BEDT for other reasons, remain unknown. The other substantial question that arises, is how a failing company (i.e. NYD), could have the wherewithal to purchase a financially sound company (BEDT).

   According to the excerpt from paragraph 3 of the Abandonment Appeal (which can be read in it's entirety through the link several paragraphs below), we can better understand the dismal financial picture:

   "BEDT's annual carloadings had dropped 91% in the period 1973-82. Business in the first three months of 1983 had dropped by 62% from the corresponding period in 1982 and by 88% from the corresponding period in 1981. BEDT had been unsuccessful in its efforts to improve productivity by getting the unions' agreement to change outdated and costly work rules and practices. BEDT's facilities on land required considerable modernization and rehabilitation and its marine equipment required extensive renewal, the total cost of which, it was estimated, would exceed $3 million. Operations for 1982 had resulted in a loss of $120,251. Cash and cash equivalents as of December 31, 1982, had declined to $8,636; current assets, excluding amounts due from affiliated companies, were only $381,873, as against current liabilities, excluding amounts due to NYD Properties, Inc., and affiliated companies, of $418,933. BEDT had, in recent years, been forced to sell corporate assets to meet current obligations.

   Compare the information above to paragraph 7 of the same document:

   "For reasons similar to those alleged by BEDT, NYD's carloadings had dropped 77% in the ten year period 1973-82. Its business for the final three months of 1983 was 36% less than in the corresponding period of 1982 and 56% less than in the corresponding period of 1981. Like BEDT, NYD alleged that it had endeavored unsuccessfully to get the agreement of labor unions to change outdated and costly work rules and practices; that its physical facilities required modernization, rehabilitation and renewal at a cost of nearly $12 million, which greatly exceeded its earning or borrowing potential; and that in recent years it had been forced to sell corporate assets to meet current obligations. It had a loss of $244,511 in 1982, with an aggregate retained deficit of $3,209,777. Its balance sheet as of December 31, 1982, showed current assets, exclusive of amounts due from NYD Properties and affiliated companies, of $877,574, as against current liabilities, exclusive of amounts due to affiliates, of $2,422,538."

    Regardless of these questions and financial statistics, New York Dock purchased and merged with the Brooklyn Eastern District Terminal. Below are photographs of the contract signing, between NYD administration and BEDT employees, represented by J. Roborecky, ca. May 1979 or May 1980.

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The Final Years

   Regardless of these questions and financial statistics, New York Dock somehow purchased and merged with the Brooklyn Eastern District Terminal. Below are photographs of the contract signing, between NYD administration and BEDT employees, represented by J. Roborecky, ca. May 1979 or May 1980.

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from left: Joe Crawford, VP of Brotherhood Locomotive Engineers Al Malone, Vice President of New York Dock Joseph Roborecky, General Chairman Division 639		from left: Christine Pasquariello, attorney for BEDT and NYD Joseph Roborecky, General Chairman Division 639		from left: Joe Crawford, VP of Brotherhood Locomotive Engineers Al Malone, Vice President of New York Dock Christine Pasquariello, attorney for BEDT and NYD Joseph Roborecky, General Chairman Division 639
all photos: courtesy of J. Roborecky

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   Now, it is not this authors intent to appear "anti-New York Dock", but a very significant circumstance which appears to be unusual in nature has arisen through research.

   According to a Brotherhood of Locomotive Engineers arbitration decision during a meeting held on November 19, 1980, it states:

   "The accounts of New York Dock present a dismal financial picture, with a negative working capital position, substantial over-capitalization, a negative net worth, and a 3-year record of deficit operations."

   Despite this, the administration and personnel of both New York Dock Railway and Brooklyn Eastern District Terminal organizations would be merged, with difficulties in seniority standings not withstanding. But eventually the two operations would merge. Strangely, the two organizations would keep their own separate identities and heralds until the end of operations in 1983. 

   But, throughout this same time period, rail and locomotive equipment would be pooled and shared, with BEDT locomotives showing their presence at Bush Terminal and New York Dock properties, and New York Dock locomotives showing up on Kent Avenue as well (albeit very infrequently and this author has never seen photographs of this occurrence).

   But New York Dock, and not to mention the City of New of New York (and the rest of the United States as well); were all facing severe fiscal crises and things were only to get worse.

   For reasons similar to those put forth by the Brooklyn Eastern District Terminal, carloadings for New York Dock dropped 77% in the ten year period between 1973 and 1982. Business for the final three months of 1983 was 36% less than in the same corresponding period for 1982, and 56% less than in the corresponding period of 1981. In the same manner as that of the Brooklyn Eastern District Terminal, New York Dock attempted (unsuccessfully) to reach agreement with the labor unions to change outdated and costly work rules and practices.

   Also, New York Dock's infrastructure required substantial modernization, rehabilitation and renewal at a cost of nearly $12 million, and this greatly exceeded the earning or borrowing potential of New York Dock. Also, it was stated that in recent years prior to the abandonment filing; it (New York Dock) had been forced to sell corporate assets to meet current obligations. It had a loss of $244,511 in 1982, with an aggregate retained deficit of $3,209,777. Its balance sheet as of December 31, 1982, showed current assets, exclusive of amounts due from NYD Properties and affiliated companies, of $877,574, as against current liabilities, exclusive of amounts due to affiliates, of $2,422,538.   

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   Operations at Fulton Terminal would cease and Benjamin Schaeffer was present for the last operation.  

   The Notice of Abandonment was filed with the Interstate Commerce Commission several months later on November 30, 1982.  

   Usually, a Notice of Abandonment is filed first, so perhaps by shutting down operations first, New York Dock was banking on a possible re-start of operations should rail traffic demand require it to do so; however this conjecture.

   But even eliminating service at one terminal, did little to ameliorate the financial condition of New York Dock. 

   The bottom line was, not long after abandoning Fulton Terminal, New York Dock Railway published a Notice of Intent to Abandon Service in its entirely on April 8, 1983; and concurrently with the Brooklyn Eastern District Terminal. This abandonment proceeding was to include all of New York Dock's remaining rail and marine services. 

   The filing of this Notice of Intent was followed by an Application for a Certificate of Abandonment on May 2, 1983. 

   Operations at Atlantic Terminal and Bush Terminal would continue a while longer until this application was granted; with operations at Atlantic Terminal ceasing operation on August 16, 1983, and last day of operations at Bush Terminal the following day; as recorded in the Time Book of Joseph Roborecky.

collection of Joseph Roborecky

   Naturally, the businesses receiving rail services at these facilities filed an appeal. The unabridged abandonment appeal may be read here:

NYD / BEDT Abandonment Appeal - May 21, 1984

   Perhaps the most detailed case of the financial picture between the two operations comes from this abandonment appeal. As far as it is known, the Brooklyn Eastern District Terminal, while suffering from dwindling revenue and in some cases operating losses as well, still appeared to be in a better financial position (by whatever margin) at the time of its sale to, and merger with New York Dock (refer to their financial statistics in the Abandonment Appeal).

   However, it is also understood that New York Dock had already filing for bankruptcy reorganization proceedings at the same time. Whether the Brooklyn Eastern District Terminal was either purchased by New York Dock to help offset losses, or whether New York Dock purchased the Brooklyn Eastern District Terminal for other reasons,  and what New York Dock used as capital for the purchase remains unknown. It has been hypothesized that New York Dock purchased the Brooklyn Eastern District Terminal properties at Kent Avenue with the intent for investment value for future real estate / land development (which is exactly what happened, although it has taken 25 some odd years later and the principals involved with the original sale / purchase no longer involved or deceased).

   But the most substantial question that arises, is how one failing company (NYD), could have the wherewithal to purchase a more financially sound company (BEDT), but not the resources to modernize its infrastructure, that might have prevented abandonment in the first place.

   Regardless, New York Dock ceased operations on August 17, 1983. The successor to New York Dock would be New York Cross Harbor Railroad, with operations continuing at Bush Terminal and Atlantic Terminal, but Fulton Terminal would not see a reprieve from its closure. Atlantic Terminal would  eventually close a few years later in 1992, to eventually to be converted into a passenger cruise ship terminal. And now only Bush Terminal remains in operation under its current operator: New York New Jersey Rail, and Bush Terminal operation should be noted is the sole remaining offline rail-marine contract terminal in the City of New York.

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RETURN TO INDEX

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Timeline:

RETURN TO INDEX

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Properties & Facilities: Overview
including steamship lines leasing space at New York Dock

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   New York Dock began operations with two properties: Atlantic & Fulton Terminals, with some structured scattered inland and off terminal property and piers. Both of these terminals began service under New York Dock ownership in 1901, having been acquired from Brooklyn Wharf & Warehouse.   

   The Fulton Terminal was located just south of the Manhattan Bridge and occupied the East River waterfront from Fulton Street in the north to State Street in the south and from the East River bulkhead on the west to Furman Street on the east. Two float bridges would be located at the foot of Montague Street, with a four track pier yard between them.

   As we will come to witness in the individual terminal chapters below, New York Dock embarked on a massive investment of the infrastructure of Fulton and Atlantic Terminals as well other piers they owned in the Red Hook section. This included the outright new installation or reconstruction of existing piers, pier sheds, bulkheads, transfer bridges, piling, and so forth. To date, I have only managed to locate the reports of the Department of Docks & Ferries for years 1902 and 1905. Perhaps most importantly, this compilation notes those piers and dock not contained within Fulton & Atlantic Terminals, and reflects how vast the property holdings of New York Dock truly was.

    I have hastily consolidated the chronological entries for convenience here (and I will be replacing this with a more legible version shortly):

Department of Docks and Ferries - 1902 / 1905

   Sometime circa 1911; a third terminal was constructed, and was named Baltic Terminal. This was also the smallest of the three terminals. This terminal was located between Fulton and Atlantic Terminals and despite the close proximity to either, none would not see a trackage connection to the other terminals.

   Also, a parcel of land owned by New York Dock, situated between the Brooklyn and Manhattan Bridges; was sold to Jay Street Terminal in 1911. This parcel contains the Empire Stores, (which are currently listed on the New York Landmark Conservancy Endangered List) as well as the Empire - Fulton Ferry Park is upon this land.

    A comparison of the capacities of the three terminals of the New York Dock: Atlantic, Fulton and later, Baltic; between 1903 and 1912 were located in the "Report of the Committee on Terminals and Transportation of the New York State Food Investigating Commission" published 1913; are as follows:

¹ = This freight house used for Fulton & Atlantic Terminals, and also after 1905 when the freight houses of those terminals were discontinued.  

   Joe Roborecky also came across the following multi-page article in the Bulletin of the Merchants Association of New York "Greater New York" dated April 6, 1914, where it states the various terminals located in Brooklyn on that date:

Greater New York - Bulletin of the Merchants Association of New York - April 6, 1914

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   Paul Strubeck located some information in the following documents. The following is a summary and pier dimensions as listed in "Ports of the United States, 1916":

   "One of the most important terminal companies is the New York Dock Co. This company owns practically the entire South Brooklyn water front from a point immediately south of Brooklyn Bridge to Erie Basin, a distance of about 2 ½ miles. The property of this company includes 35 piers with a total area of 1,741,925 square feet and a shedded area of 1,425,892 feet, more than 150 warehouses with a floor space of 5,746, 937 square feet, two factory buildings with a floor area of 441,600 square feet, and grain elevators with a storage capacity of 2,025,000 bushels, in addition to three railroad terminals, car-float bridges, car floats, tugs, and lighters.

  Some of the warehouses are six stories in height, while many have five stories. This company is said to have the largest bonded and free warehouse system in the Western Hemisphere. Seven of the warehouses, with a floor area of 322,874 square feet, are used for cold storage.

   In recent years, the New York Dock Co. has followed the example of the Bush Terminal Co. in constructing loft buildings for manufacturing purposes. Two buildings 460 feet long, 80 feet wide, and six stories in height and of reinforced concrete construction, have been erected.

   The New York Dock Co. controls by stock ownership the New York Dock Railway, which operates three freight terminals known as the Fulton, Baltic and Atlantic, in connection with the piers and warehouses of the New York Dock Co. These terminals are provided with float bridges for transferring cars from floats to freight yards and with tracks leading to the warehouses and piers of the dock company.

   Details as to the dimensions and occupants of the piers of the New York Dock Co. are shown in the table on page 109." (seen here):
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Ports of the United States, 1916
Department of Commerce - Bureau of Foreign & Domestic Commerce
Miscellaneous Series - No. 33
Report on Terminal Facilities, Commerce, Port Charges,
and Administration as Sixty-Eight Selected Ports
by Grosvenor M. Jones

   Other steamship line appearing in documents pertaining to leasing piers at New York Dock are:

• National Navigation Company
• New York and South Americana Line, 
• West Coast Line to South America, 
• Ward Lines
  and 
• United States & Australasia Steamship.

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   For those of you who are interested, I have located and include here a copy of the financial summaries of New York Dock for 1917 and 1918:

Moody's Investments - 1917

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Standard Corporation Service - 1918

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   The following is an image from the New York Dock section of the New York, New Jersey Port and Harbor Development Commission Joint Report with Comprehensive Plan and Recommendations issued 1920:

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   In 1921, the New York Dock Company was still expanding and now had 159 bonded warehouses with a storage capacity of some 65,000,000 cubic feet; and 34 piers, the longest measuring 1,193 feet and containing more than 175,000 square feet. These piers had a total deck space of sixty-one and a half acres.

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Downtown Brooklyn - April 20, 1930
Fairchild Aerial Surveys, Inc
Oblique aerial
New York Public Library Digital Collection - Image ID 730044B
added 22 July 2026

RETURN TO INDEX

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Freight Commodities

   New York Dock in its early years, was primarily engaged in the business of storage & warehousing. Almost a full seventy-five percent of the items that came to be stored in the New York Dock storehouses were foodstuffs, with the majority of that being coffee.

   These commodities were stored in what was then called "stores". These are what the current everyday pedestrian calls a "warehouse" or "lofts". Most of these stores were constructed of wood beam supports and brick walls. Design characterization of the construction of these stores was: a great amount of access (door and windows) on front and rear walls, but little to no access from one store to another store on either side. The reason for this, was for fire protection.

   Prior to widespread electrification, kerosene lanterns were commonly used for illumination, and several stores around the New York City area resulted in some spectacular fires and of substantial financial loss of contents. Obviously, as fast as can be installed, the stores would be equipped with electric lights and fire suppression. 

   On the front and rear walls, while I call them a "window" here, they were not glazed in and open. These windows being large, and typically with an arch top. Hinged steel non-louvered shutters provided protection from the elements. In some cases a wood or steel beam projected out from the window at the top of the arch or roof and provided for an overhead trolley with sheaves for lifting.

   Fortunately, due to their stout construction, many of these stores survive today, some of these being located along Water Street in the DUMBO neighborhood, as well as along Barnell and Van Brunt Streets in the Red Hook area.

   New York Dock's stores were named, with those names being: "Martins", "Robinson", "Roberts", "Governors", "Red Hook", "Woodruff", "Clinton", "Union", "Prentice", "Pierrepont", among some others. Some appear to be named after prominent Brooklyn businessmen and residents of Brooklyn Heights, which overlooked the New York Dock piers; and likewise, the local streets of which were also so named after the same prominent people.

1943 - Fulton Terminal
from foreground: Pierrepont, Roberts, Martins Stores, National Cold Storage (dark building)
Worker sitting on stool holding rope, is working a whip hoist.
(these stores up to but not including the National Cold Storage were demolished for the construction of the BQE)

   The following information, gleaned from the 1920 Joint Report with Comprehensive Plan and Recommendations undertaken by New York, New Jersey Port & Harbor Development Commission on Waterfront Development. A study and tally was conducted of all freight arriving at New York Dock Terminals during the period of January 1, 1919 through September 30, 1919.

   This recordation reflects the primary commodities that were housed in the various stores located on the properties of New York Dock (Fulton and Atlantic Terminals as well as individual buildings) were as follows:

   The following is a detailed breakdown of those commodities, those in excess of one percent of the total incoming freight traffic :

* The remaining 17.2 percent being comprised of miscellaneous commodities of less than 1 percent.

.

   For this same period of this study, the following table reflects the total weight of items delivered via New York Dock, and broken down as follows:

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RETURN TO INDEX

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Customer List

   The following names of businesses utilized the services of New York Dock, whether that be receiving, shipping or leasing space; and come from several New York Dock issued publications currently in the collection of Benjamin W. Schaefer, as well as shipping receipts in the collection of the author.

name	commodity	location	dates
Brooklyn Port Authority Piers		Fulton & Atlantic	<1920 - 1983>
Farrell Lines		Fulton	< 1963 >
Maersk Lines		Fulton	< 1963 >
Moller Steamship		Fulton	< 1963 >
Prudential Lines		Fulton	< 1963 >
Universal Terminal & Stevedoring	general	Fulton ?	< 1963 >
Aacon Contracting Co. Inc		Fulton	< 1963 >
Abraham & Strauss	sundries	Fulton	< 1963 >
Alb Rud		Fulton	< 1963 >
American Maize Products	corn syrup?	Atlantic	< 1963 >
Atlantic Zinc Works	photo engraving zinc	Atlantic	< 1963 >
American Molasses	molasses / sweetener	Fulton	< 1944 -1963 >
Anderson - Linton		Fulton	< 1963 >
C. Communale		Fulton	< 1963 >
CC Lumber	lumber	Fulton	< 1963 >
Cassone Paper Stock Co.	paper	Atlantic	< 1963 >
Clinton Corn Processing	corn sweetener?	Fulton	< 1963 >
The Daily News	paper, ink	Fulton	< 1963 >
East Coast Soap	detergent, cleansing	Atlantic	< 1963 >
EPIC Chemical	chemical	Fulton	< 1963 >
General Preserve Co. Inc.	food products	Atlantic	< 1963 >
Hawthorne Sommerfield Inc.	paper / greeting cards	Atlantic	< 1963 >
Hooper Lumber Co.	lumber	Atlantic	< 1963 >
Keystone Bolt & Nut Corp	hardware	Atlantic	< 1963 >
L. H. Fedder		Atlantic	< 1963 >
M & D Forwarding	general freight	Fulton	< 1963 >
Manhattan & Bronx Electric Wire & Cable Corp	wire	Atlantic	< 1963 >
Paul Marckesano & Sons	sand	Atlantic	< 1963 >
Marine Warehousing	general	Fulton	< 1963 >
Melcor Warehousing Co. Inc	general	Atlantic	< 1963 >
National Cold Storage		Atlantic	< 1963 >
Newell & Truesdell	syrup (#1 brown)	Fulton?	< 1944 >
News Syndicate Co. Inc	paper, ink	Fulton	< 1963 >
North Shore Transportation		Fulton	< 1963 >
Penick & Ford Ltd.	bottling	Atlantic	< 1963 >
Pierrepont Associates		Atlantic	< 1963 >
Quinn Lumber	lumber	Fulton	< 1963 >
Rosenal International		Fulton	< 1963 >
Schoenberg Salt	salt	Atlantic	< 1983
Signode Steel	structural steel	Fulton	< 1963 >
Silver Flour Warehousing & Trucking	flour	Atlantic	< 1963 >
Smith Chemical & Color Co. Inc.	chemicals	Atlantic	< 1963 >
SuCrest Corp.	sugar & sweeteners	Fulton / Erie	< 1963 >
Watchtower Bible & Tract Society	paper, ink	Fulton	< 1963 >
Whitehouse Product		Fulton	< 1963 >
James Wilson & Sons Trucking Corp	general	Atlantic	< 1963 >

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RETURN TO INDEX

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Employee / Administration List

   Please note:

   Due to the 1978 merger of New York Dock with Brooklyn Eastern District Terminal, some names are duplicated on this list as well as the employee & administration list for Brooklyn Eastern District Terminal, for those employees that worked for both organizations. On this list those employees are italics.

Administration

ª  = spelling may be incorrect

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RETURN TO INDEX

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Trackage Overview
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   It should be noted, that the Atlantic, Baltic & Fulton Terminals were never physically connected to one another, and locomotives were usually left at each location, as carfloating to and from these terminals usually occurred around the clock. This carfloating operation was in addition to "break bulk" and complete carload shipments of cargo being unloaded directly from ships into / onto railroad cars at the waterfront piers and being moved to the warehouses for storage.

   Supposedly, installed in one of the New York Dock buildings was a freight car elevator. It is believed that this elevator was installed the building most recently occupied by Watchtower Publications, located in the Fulton Terminal, but this unconfirmed. Allegedly this was an elevator with a weight capacity for standard gauge freight cars. Apparently a freight car would be placed in the elevator, and that in turn would raise the boxcar to the appropriate floor in the warehouse to be loaded / unloaded. 

Corporate Map (printed by N. H. Voss) - September 12, 1909
What is most interesting about this particular map, is there are handwritten notes regarding the property that would be sold to Jay street Terminal (Empire Stores) "no firm offer" (right side)
as well as the Red Hook Warehouses with dimensions (left side) "H.P. Talked with Mr. Landstreet Pendub?
Brooklyn Public Library
Center for Brooklyn History (former Brooklyn Historical Society holdings) - Image ID: Map No. B P-[1897?]c.Fl
added 24 July 2026

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Corporate Map - revised May 7, 1927
Brooklyn Public Library
Center for Brooklyn History (former Brooklyn Historical Society) - Image ID: Map No. B P-[1927?].Fl
added 24 July 2026

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   Tom Flagg furnished the following map (along with many others) during a research meeting on 10 June 2009 with Joe Roborecky and myself. The map is taken from an original 1912 J. W. Galbreath (Consulting Engineer), that was regenerated by Charles Parrott in 2002 who performed raster clean up and repair. This map is important as it contains all three terminal (Fulton, Baltic & Atlantic) of New York Dock on one map, all to the same scale, in their original configurations (as far as can be ascertained), and showing all street connections prior to the razing of the warehouses in the Fulton Terminal due to the construction of the Brooklyn Queens Expressway.

   This map shows the very close proximity of one terminal to another, yet how they were never connected. It also shows with great detail the structures located in those terminals and the trackage configurations.

   We are without any doubt, deeply indebted to Tom and Mr. Parrott for this beauty. Being that it was created for New York Dock, it should be considered that this would be highly accurate in terms of track placement. 

   This map is huge, so please allow some time for it to open. Click on the image below to view a high resolution large scale version. 

J. W. Galbreath Terminal Engineer Map - 1912 / revised 1935
authors collection
via T. Flagg

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New York Dock Brochure - July 20, 1955(?)
New York Municipal Archives - Image ID REC 0131 02 07845 and REC 0131 02 07841
lightened and sharpened by author - © 2026
added 21 July 2026

RETURN TO INDEX

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Fulton Terminal; Brooklyn, NY   

   Fulton Terminal was one of two original New York Dock terminals (along with Atlantic Terminal). Most of its track was located on and along the bulkhead and situated in front of rows of warehouses and lofts, and was inherited with the acquisition of the Brooklyn Wharf & Warehouse Co. 

   In probably what is one of my best "finds" of 2026; albeit in online archives; are these three plates of the Brooklyn "Red Survey Maps", held by the New York Municipal Archives. These maps are the City's historic waterfront development surveys, and often annotated in red to show modifications - hence their name "Red Survey Maps" These survey maps are housed within the NYC Municipal Archives. 

   The set below, for Fulton Terminal; the initial survey date is March 1898, with the last revision noted as July 30, 1942. I would safely say, not only does these maps are an accurate representation of the property and structures, but the tracks as well! I stitched the plates back together, to recompose the entire Futlon Terminal into one huge image. I also had to lightened the maps some, as they were drawn on vellum which has darkened over the centuries, as well as the ink fading. 

   Please click on the "thumbnail" below for an awesome experience! (The thumbnail below is oriented for convenience, the large size apropos with north at top.

New York Dock - Fulton Terminall
Brooklyn Waterfront Survey Maps - Brooklyn North 5, 4, 3
New York Municipal Archives - Image ID REC 0133 1 0904, 0907, 0903
(Brooklyn North 2 contains Baltic Terminal which may be viewed in the Baltic Terminal chapter later in this page.)
added 21 July 2026

The northern most tracks of the New York Dock Railway extended almost all the way to the Brooklyn Bridge serving a small four track yard.    Just about the same time that New York Dock was getting itself organized; Squibb (pharmaceuticals) constructed a new multi-building headquarters and manufacturing plant in 1909.    Also, the Brooklyn Eagle newspaper was formerly located across the street and both of these firms would receive rolls and pallets of paper that would be brought in by boxcars hauled by the New York Dock Railway.    A spur track off the yard lead crossed Furman Street, just south of Doughty Street, split into two stub tracks and led into the Squibb / Watchtower Building.    In time, Squibb would vacate and the buildings would become the headquarters for the Jehovah's Witnesses. One of these buildings contained a huge multi-floor printing plant in that building for the Jehovah's Witnesses bibles and publications. So, the New York Dock Railway was keeping the presses running with their handling of box cars loaded with rolls of newsprint.     The railroad spur to the Squibb / Watchtower used to lead into the building and this is the most viable candidate for this information. The remains of this spur can be seen in the photo to the right.

   It is to my understanding, that one of this building is alleged to have had a freight car elevator, that is; an elevator large enough and powerful enough to hold and lift a full sized railway freight car from floor to floor. This however remains unconfirmed and may very well be urban legend. I have heard similar rumors about a building in Degnon Terminal. 

   Much more realistically would be ground floor interior loading docks with direct freight elevator service, where as said elevators were for the handling of rolls of newsprint, not the entire freight car the rolls came from. But, as one would see the freight cars enter the building, the two events were commingled into a "bubbe miese", which is Yiddish for "grandmother's tale" a/k/a urban rumor.

   Since the area and the buildings has been extremely redeveloped into mixed use (commercial / residential / park) these tracks no longer exist.

   On the roof of the building, was the red time clock / temperature display over the illuminated 15 foot high red letters that formed the name: WATCHTOWER. This signage greeted me (and other Brooklyn bound automobiles on the Brooklyn Bridge) for many a decade. I remember the sign well, as it was a "sign" - a sign that our journey was coming to an end when coming home from my family weekends at our second home located in Margaretville, in upstate NY. Time to wake up my mother and sister, get our two cats on their leashes, pick up and bag refuse in our family van. Dad preferred taking the "cheap way" (NYS Thruway / Major Deegan / Third Ave Bridge / FDR Drive / Brooklyn Bridge / BQE / Prospect Expressway to Ocean Parkway.) This was our route prior to the major rehabilitation of the FDR and the BQE in the 1980's, and before EZPass. This route would take us alongside the New York Dock Fulton Terminal, and both my father and I would be scoping out the railroad cars in the yard, which by this time were mostly boxcars of newsprint rolls or gondolas of pipe and a few tank cars. 

   Afterwards, when I obtained my driver license and I became a speed demon, my preferred route was NYS Thruway to Exit 15 - NJ17 / NJ17 to White Castle in Rutherford. Here depending on traffic either NJ3 to NJT Turnpike / NJT to Exit 13 - Elizabeth; across the Goethals SI Expressway and Verrazano Bridge to Belt Parkway, or NJ Turnpike to Lincoln Tunnel, down the West Street and across the Brooklyn Bridge or Battery Tunnel. Even though it cost a few bucks more, I shaved almost 40 minutes off our normal 3 1/2 hour drive time at slightly above the legal 55 miles an hour and grabbed a few belly bombers at White Castle. But enough reminiscing about my past and let us return to reminiscing about New York Dock.

   From the JW.org (Jehovah's Witnesses) website:

"A sign was originally installed more than 70 years ago by the previous owner of the building. Jehovah’s Witnesses changed it to its present form after purchasing the building in 1969.

The sign requires regular maintenance. Several generations of young men have worked on the sign, performing needed repairs at all hours.

A night worker recalls: “One evening we got a call from a television news director. He was calling to tell us that the clock on our sign was 15 seconds off. He wanted us to fix it so that he could feature it on his program that night. Soon, a sleepy technician was at work correcting the problem.”

To make it more efficient and accurate, the sign has been modified several times. In the mid-1980’s, a display of the temperature in Celsius was added to the alternating display of the time and the temperature in degrees Fahrenheit.

In 2009, the rather inefficient neon tubes illuminating the sign were replaced with red light-emitting diodes (LEDs), which are more reliable and save over $4,000 (U.S.) annually in maintenance costs. Today this sign consumes a fraction of the electricity that it once did, making it “green” as well as red."

   The WATCHTOWER letters were removed in 2017 as the Jehovah's Witnesses relocated their global headquarters to Tuxedo Park in upstate New York and sold off their Brooklyn real estate holdings; but as far as I am aware, the new LED time / temperature with WELCOME is still operating

   Returning more specifically to the history of the New York Dock, when this terminal opened in 1901, this location sported a large wood pier holding four tracks, which served as the main storage yard for the railroad cars, and on either side of this "pier yard", the float bridges were located. The first float bridges installed at this location were pontoon supported pony trusses with overhead cable supports. In later years, the pony trusses were replaced with pony plate girder float bridges, and the overhead supports were removed as well. On the north side of the northern float bridge was a long narrow "finger pier" with one track on it.

   The following photo shows this arrangement very clearly:

Fulton Terminal - 1911
"Old Brooklyn In Early Photographs 1865-1929" by William Lee Younger, Dover Publications
Brooklyn Historical Society archives

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.

   Now, that is a great photo if I ever saw one!  Not only do we have a photo of the Fulton Terminal from the water, but this photo shows (from right to left):

• the Wall Street Ferry Terminal, and the ferry "Baltic";
• the New York Dock tug "Brooklyn";
• both float bridges, (both Pony Trusses with early overhead support gantries - I would have expected wooden Howe Trusses);
• the four track pier yard between the float bridges;
• the tunnel and ramp for the Montague Street trolley (background, and above the left float bridge gantry)
• the single track finger pier, and if you look close enough: 
• there is a locomotive pulling a cut of two New York, New Haven & Hartford boxcars to the left of the left float bridge.

   This next image was acquired in the form of a slide, and was taken from the top of the Montague Street overpass from the promenade with the Wall Street Ferry house at the foot of the thoroughfare:

Fulton Terminal - ca. 1915 - with either #6 or #7 working the float bridges
unknown photographer
authors collection
added 10 August 2011

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   This map of the pier and track arrangements is dated 1911. I have not yet learned the source of this map or the the similar maps of the other terminals.

authors collection
added 12 June 2010

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   Following, is yet another shot of the Fulton Terminal, taken from Montague Street (according to the description with the photograph). The photo was taken in 1913, but I have a few doubts about the location.

1. There is a ferry terminal just south of the float bridges in the 1911 photo above. The Wall Street Ferry Terminal which was located at the foot of Montague Street would be here, yet it is not. You can see the gantry of a float bridge just over the two box cars on the right edge of the photo.
   .

2. Historical accounts reflect that the Wall Street Ferry ceased operation in 1912. So, was the Wall Street Ferry Terminal demolished between 1912 and 1913, the time this photo was taken?
   .

3. The overhead trolley wire with street tracks would indicate a trolley line. The Montague Street trolley line ran to the Wall Street Ferry Terminal, but as you plainly see, there is no terminal. Just a fence, a few yards of bare ground and then water.
   

4. The Montague Street street car line was built as a cable car. I can find no historical record of it being converted to overhead electric.

   So, is this the foot of Montague Street, just after the Wall Street Ferry Terminal was razed? I would like to believe it was:

Fulton Terminal - foot of  Montague Street?- March 23, 1913
Unknown tug at center, but if one looks carefully over boxcar at extreme right, the striped stack of either the "New York Dock" or the "Brooklyn" can be seen.
unknown photographer - Brooklyn Eagle photo
Brooklyn Public Library archives

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   One of the unique facets to occur to Fulton Terminal, at least for a short while; was when the Montague Street subway tunnel for the Brooklyn Manhattan Transit (BMT) Fourth Avenue Line was being excavated, an upper level was built on timbers for the spoilage cart railway. 

   As to be expected, "spoils" from the digging would be placed into carts, the carts wheeled to an elevator, which would take the cart up to the surface. Here, the carts were run out onto the pier, where the spoils were dumped via chutes into barges, for use elsewhere.

   It was a very elaborate set up, requiring quite a bit of construction. By building this second level, it allowed the New York Dock to continue operations relatively unimpeded on ground level. 

   This series of images, taken for New York Dock Company, by William D. Hassler on February 17, 1917; and are glass plate negatives housed in New York Historical Society.

While hard to discern from this image, is shows the overall terraced working area for the spoils elevator shaft, the dumping pier and scows, and its relationship to the railroad operation of Fulton Terminal.    The locomotive engine house would be location just out of view bottom right corner.    One of the float bridges can be seen right side top.    Note the perpendicular boxcar blocking the diamond. William D. Hassler photo  New York Historical Society New York Heritage Digital Collections Image ID: nyhs PR83 4360 added 18 July 2026
This image at right, was taken from the hoist latticework at the extreme end of pier visible in the image above.    The photographer is looking east from the outshore end of the dumping trestle, adjacent and parallel to Pier 15.    In it, we can see the single track narrow gauge track for the mine dump cars, one of which can be seen to the left of the work shed.    Note the ice in the slip, the navigation marker (triangle on tall post) and the edge of the float bridge gantry on left side on image.    The archway of Montague Street tunnel can bee discerned through and behind the elevator shaft superstructure. William D. Hassler photo  New York Historical Society New York Heritage Digital Collections Image ID: nyhs PR83 4361 added 18 July 2026
This image is looking west - southwest, and is better lit by the morning sun.    While it does not show hardly any of the New York Dock Railway operation, it is part of the image set, and I wanted to keep it together.     We have a good view of the elevator cages and superstructure for hoisting the spoils and excavated material from the tunnel.    A tiny sign in this image was beneficial in ascertaining the location of another image in the set taken of the Intertype Building and pile driving the new bulkhead, which was thought to be in Atlantic Terminal.    Note the little sign on the wood railing from the Montague Street trolley terminal shed: Intertype Corporation ← William D. Hassler photo  New York Historical Society New York Heritage Digital Collections Image ID: nyhs PR83 4362 added 18 July 2026
This image is looking west - northwest, and is also better lit by the morning sun.    The photographer has moved a little west and south to the roof of one of the warehouses.    We see men unloading or loading construction materials that appears to be iron fittings for the tunnel shield from the open roof flatbed truck. Driving this must have been fun this time of year!    While it does not show hardly any of the New York Dock Railway operation, it is part of the image set, and I wanted to keep it together.     We have a good view of the elevator cages and superstructure for hoisting the spoils and excavated material from the tunnel.    The float bridge gantries can be seen to the left of and behind the elevator superstructure. William D. Hassler photo  New York Historical Society New York Heritage Digital Collections Image ID: nyhs PR83 4363 added 18 July 2026
This image is looking south and is the best image yet to exemplify the second storey / terraced work platforms for the tunnel excavation.    Note how the Norfolk & Western boxcar is at a lower level than the narrow gauge mine cart tracks.    To the right of the boxcar various pipes and sections of curved tunnel shield can be observed.    A partial sign can be seen in the distance "York Dock Co." (the "New" must have fallen over") and the sun hasn't quite gotten high enough to melt off the previous nights flurries. William D. Hassler photo  New York Historical Society New York Heritage Digital Collections Image ID: nyhs PR83 4364 added 18 July 2026
The Montague Street Tunnel, having been completed and opened in 1920; so all the trestle-work was removed and ventilation shaft and fan building were built.     No body was the wiser or realized the operation that took place.        This image, taken by J. Henderson in February 20, 2010 (creative commons, Wikipedia), looking northwest at the ventilation building and downtown Manhattan.    The Fulton Terminal railroad operation is all gone, but the one remaining sunken float bridge can be seen on felt edge.

   For better or for worse, (for the better if you ask me as a historian) and returning to the past, here is the terminal returned to normal operation..

Fulton Terminal  - May 27, 1920
Looking west from top of warehouse. This photo is interesting, as it shows how the trackage was originally laid on wood decks and not on solid ground as it would in until later era.
Double point overlapping switches and diamonds are difficult enough to construct and maintain on solid ground!
Note the piles of coal bottom left corner for the locomotives. This might have constituted a precarious operation: coal fired steam locomotives operating throughout the day on wood trestle-work.
All it would take is a few clinkers out of the firebox to set it alight. But I surmise it worked okay, because the facility never burnt down.
unknown photographer
unknown provenance
authors collection
added 11 January 2023 - reuploaded 18 July 2026

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Fulton Terminal - June 1917
Looking northeast from foot of Montague Street
"Brooklyn dock stores and rail lines looking north from Montague Street, Brooklyn"
Perhaps this authors favorite image of New York Dock. 
William D. Hassler
New York Historical Society -
New York Heritage Digital Collection: Image ID PR83 5705
authors collection
added 11 January 2023 - reuploaded 18 July 2026

Fulton Terminal (looking north-northeast) - 1918
Looking northeast at National Cold Storage Warehouses. Brooklyn tower of the Brooklyn Bridge visible.
adjacent to Pier 4
unknown photographer
unknown provenance
authors collection
added 16 July 2026
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   Granted, while nowhere near as fascinating as images of the railroad operations, my occupation and duty as a historian, and the scope of this website would not be complete; without images of the New York Dock piers. 

   After all, as a website on "rail-marine" terminals, one must include the marine aspect. Images start in the north at Pier 4 at Vine Street, and progress south to Pier 17 at Joralemon Street

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Looking southwest at Pier 4 - Booth Line (Liverpool, England and Brazil) - August 1918
The farthest north pier of Fulton Terminal
William D. Hassler photo
New York Historical Society
New York Heritage Digital Collection - Image ID PR83 - 7040
added 18 June 2026

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Looking north at Pier 6, 5 and 4  - August 1918
Piers 5 and 6 were occupied by New York Dock.
William D. Hassler photo
New York Historical Society
New York Heritage Digital Collection - Image ID PR83 - 7043
added 18 June 2026

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Looking southwest at Pier 7 and 8 - Lamport and Holt Line - August 1918
Brazil, River Plate (Argentina) and Manchester (England) Steamers
William D. Hassler photo
New York Historical Society
New York Heritage Digital Collection - Image ID PR83 - 7044
added 18 June 2026

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Looking southwest at Pier 10 - Commonwealth and Dominion Line (Australia) (Funch, Edye agents)
and
Pier 11 - "Red D Line" / Atlantic & Caribbean Steam Navigation Co. (the Caribbean and Venezuela) - August 1918
William D. Hassler photo
New York Historical Society
New York Heritage Digital Collection - Image ID PR83 - 7052
added 18 June 2026

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Bulkhead under construction in front of Piers 15 - 17 - October 7, 1919
Looking south at Intertype Corp (manufacturers of Linotype Typesetting machines using in newspaper and magazine type composure).
The building at end of bulkhead in background and behind third pile driver, would be razed and the site become home to the New York Dock Trade Facilities Building.
William D. Hassler photograph collection
New York Heritage Digital Collection - Image ID PR 83 5871
authors collection
added 17 July 2026
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Looking northwest at Pier 16 - "Anglo - French Line" - August 1918
Officially known as Compagnie Générale Transatlantique, this was the premier Anglo-French steamship company. Liners
Established in 1855, it provided legendary transatlantic passenger service between Le Havre, Plymouth, and New York; but it also offered freight haulage.
This company operated the famous passenger liners out of the west side of Manhattan: SS France (1912): Nicknamed the "Versailles of the Atlantic," she was the only four-funneled liner in the French merchant fleet.
SS Île de France (1927) known as a "party ship" during Prohibition, this liner featured the longest cocktail bar at sea (and became heavily involved in rescuing passengers from the sinking SS Andrea Doria in 1956.)
and the SS Normandie (1935)
William D. Hassler photo
New York Historical Society
New York Heritage Digital Collection - Image ID PR83 - 7055
added 18 June 2026

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Pier 17 - Ward Line  - August 1918
New York and Cuba Mail Steamship Co.
New York Historical Society
New York Heritage Digital Collections - Image ID PR83 7054
added 18 July 2026

E. Belcher Hyde Property Atlas -1929 Plate 82 Historic Map Works added 16 July 2026	E. Belcher Hyde Property Atlas -1929 Plate 82 Historic Map Works	E. Belcher Hyde Property Atlas -1929 Plate 93 Historic Map Works added 16 July 2026

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Fulton Terminal (looking north) - ca. 1930
unknown photographer
unknown provenance
authors collection
added 11 January 2023

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Fulton Terminal - ca. 1935
(compare with almost identical photo at top of page take 20 years before)
unknown photographer
authors collection
added 16 November 2011

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Fulton Street Engine house & float bridges - December 1937
Pier 15 - Moore-McCormack
Looking west-northwest from Furman Street & Montague Street Ralph De Sota photo
New york Municipal Archives - Image ID: MSS 0041 0809
added 21 July 2026

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   Located online in the Life Magazine archives are the following three photos, of which all were taken in 1943 and all of which pertain to the Fulton Terminal. The top two contain a great many details not normally seen in the standard railfan photos of the locomotives.

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   Pulling back from the float bridges to Furman Street and to the south was a three stall engine house. The Ward Line pier (#15) has a single track that ran the outside north edge of the pier to serve the piershed. (this track can be seen in both the E. Belcher Hyde map above and Port Terminal map below).

   Prior to the construction of the Brooklyn Queens Expressway, long rows of warehouses lined Furman Street with the yards and trackage running along the bulkhead. The following two aerial photos located in the New york State Archives show these warehouses, along with the NYD tug "New York":

......
both photos: oblique aerial - December 3, 1951
New York State Archives - Image ID: NYSA B1598-99 5327 & 5335
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Fulton Terminal - December 3, 1951
Looking east.
New York State Archives
Image ID: NYSA B1598-99 5327
added 31 July 2026
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..

Fulton Terminal - December 3, 1951
Looking east-southeast
New York State Archives
Image ID: NYSA B1598-99 5335
added 31 July 2026

..

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   The author is lacking copies of the 1932 Edition, however in the US Army Corp of Engineers Port Facilities at Port of New York Map - 1942 edition) below, we see the New York Dock Trade Facilities Building. Interestingly enough, it now reflects an indoor yard at ground level.

Fulton Terminal - 1942
Army Corp of Engineers, Port Terminals Map
author collection

   In the US Army Corp of Engineers Port Terminal map (1965 edition) below, we have a better graphical representation of the drastic changes to the Brooklyn Piers and the track layout in later years. This would reflect the demolition of the lofts and warehouses along Furman Street, to make way for the construction of Brooklyn Queen Expressway, and the Brooklyn Promenade.

   The two running tracks along the waterfront from Montague Street to Orange Street has been reduced to one running track and moved inland to run adjacent to Furman Street. The warehouse lofts (12) are the only structures to remain from the pre-1955 reconstruction and the Squibb / Watchtower Yard appears to be unchanged. However, on the south end of the property, the yard in front of the Prentice Stores (Joralemon to State Streets has been expanded , however the tracks onto piers  17 and 18 are removed as the pier had been rebuilt by the City of New York, the decade prior. 

   It also appears the internal trackage of the New York Dock Trade Facilities Building has been reduced to only two tracks.

Fulton Terminal - post 1962?
Army Corp of Engineers, Port Terminals Map, unknown issue (believed to be 1964 edition)
courtesy of P. F. Strubeck

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   Below, this aerial image of unknown source (Fairchild or AirMap Corp.?) corresponds to the era of the Port Terminal Map above. The new larger piers with modern pier sheds and completed and in service. One can compare the new piers to an old one on the left edge of image. 

   Note the amount of tractor trailers in the yards as well as break bulk cargo. While it looks to be busy with ample usage, this method has already begun to dwindle in response to the intermodal shipping container method.

Fulton Terminal - October 15, 1964
vertical aerial - north is upper right corner.
unknown source (Fairchild or AirMap Corp.?)
New York Municipal Archives - Image ID 0131 02 0266
added 21 July 2026

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New York Dock - Fulton Terminal - October 15, 1964
Oblique aerial looking northeast at Old Fulton Street and Furman Street - "Squibb & Watchtower Yard" 
unknown source
New York Municipal Archives - Image ID: RE 0131 02 20624
added 21 July 2026
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   The following images are some of the best overall views of the Fulton Terminal this author has seen to date. It clearly shows the float bridges, pier yard, finger pier, track arrangement, yard office (square building on left), tugboat and locomotive as they were in October 1966. These photos were taken from the Brooklyn Promenade overlooking the Fulton Terminal.

   Of special importance, these photographs were taken on different dates by different photographers, and they illustrate the float bridge replacements at Fulton Terminal over the ensuing years.

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   In early 1980, the northern carfloat apron was removed. The Fulton Terminal was the central operating part of New York Dock for almost the entire life of the company, but on February 1, 1982; the entire terminal was shut down for good. The property was used for storage until being completely abandoned.

   Upon the cessation of joint New York Dock / Brooklyn Eastern District Terminal operations, the unused locomotives would be placed on a carfloat and stored in the Fulton Terminal, in the hopes some would be sold. Only one locomotive #55, would be. An image seen on eBay dated Winter 1985 shows the float bridge sunk. This is the earliest date thus far ,that we can ascertain the Fulton Terminal float bridge being sunk.

   Today, most of the Fulton Terminal right of way has been built upon with new construction, and there are minimal traces of tracks remaining in paved parking lots. The engine house was demolished on an unknown date and what does remain now however, are in various states of decay. The central pier (formerly the four track pier yard) is still in place, but it is heavily deteriorated and is collapsing into the East River. The south float bridge also remains, but is half sunk in the water:

RETURN TO INDEX

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Administration Offices

   New York Dock would construct this building in 1917. This new administration building replaced an older office structure located at the foot of Doughty Street and Furman Street.

   This building, located at 334 Furman Street, still stands; with a pair of hand chiseled cornerstones still in place. After many years of vacancy, the structure is now home to the Brooklyn Bridge Park Conservancy.

   This new office building would come to sit at the northern foot of the New York Dock Trade Facilities Building (which was not built until 1929).

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Trade Facilities Building

Located at 360 Furman Street, between Joralemon Street and State Street (prior to getting cut off by the Brooklyn Queens Expressway).sits the New York Dock Trade Facilities Building. Designed by Cory & Cory, and built by White Construction Co, this edifice, opened in January 1929.    This building was New York Dock's attempt to foray into the mixed use building market, in similar fashion as to what Irving Bush had done along Second Avenue with his "Industry City".    The Trade Facilities Building was the largest building yet constructed on the Brooklyn waterfront and is located directly south of the New York Dock Administration Building.    The Trade Facilities Building is 12 storeys in height, built in an H-configuration and taking up 2 square blocks of footprint, within close proximity to the adjacent piers.     Features are: a central core of three elevators, each of which were designed with a 15 ton capacity and large enough to haul a small truck from floor to floor at 175 feet per minute, if required.     At each floor, a depressed area was located adjacent to th elevators, to permit a truck to back up off the elevator and to a loading dock; and thereby freeing the elevator for another truck. These three truck elevators are surrounded by thirteen smaller freight and passenger elevators.     Each floor offered 903,000 square feet of space; and all exterior walls, even those in the alcoves, incorporated banks of floor to ceiling windows to allow as much natural light into the floor from any angle.     Thermawool Products Co. signed a lease for the sixth floor space.    However, the most impressive feature of the building was the adjoining "indoor freight station." This two story structure with wall to wall skylights was built to contain 5 tracks, with sufficient length to offer space for 40 cars total.    I have not yet been able to find any plans of the layout of the indoor freight station, so we are going to have to utilize the Port Maps for an approximation.

At its peak, and prior to the demolition of the Prentice Stores for the construction of the Brooklyn Queens Expressway over Furman Street, a running track went south from the float bridges and proceeded about a hundred feet before becoming three tracks in front of the Prentice Stores: two running tracks and a stub siding to the west.     This stub siding served Pier 16 - Nippon Yusen Kaisha. The two running tracks continued south to Court Street, where another siding veered off to the west, to enter and service Pier 17 - Isthmian Steamship Line.    The two running tracks continued south to Joralemon Street where they split up into 7 tracks - one track went southwest around the indoor freight station to access Pier 18 (Jules Sottnek) while the remaining six tracks went slightly southeast into the sky lit indoor freight station of the Trade Facilities Building.    We do know that prior the BQE being constructed, the Prentice Stores were razed, and the trackage in front of where they were located was expanded to the multi-track stub yard. One of the tracks continued to the Trade Facilities building, but it appear that there are only two tracks servicing the building by this date as seen below. 1964? ACoE Port Facilities Map, Trade Facilities Building highlighted by author, bottom left corner. added 22 July 2026

1942 ACoE Port Facilities Map, Trade Facilities Building highlighted by author added 22 July 2026

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New York Dock Trade Facilities Building - 1958 Looking south at north face. The administration offices at 334 Furman Street - the New York Dock Administration Offices Building can be seen just above and to right the car roof. The adjoining indoor freight station cannot be seen in this view, but was located to the right of the building Irving I. Herzberg photo Brooklyn Public Library archive
Looking north at the south face - September 19, 1956	Looking east at west and south face, with low three storey indoor freight station - September 19, 1956

Looking south at north face of building, showing lower indoor freight station with skylights	Same as left, but showing expected track layout, during peak years of traffic.
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Looking south-southeast	Looking south-southeast

RETURN TO INDEX

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   The Baltic Terminal of New York Dock was the last of the New York Dock owned terminals to be built, in 1911. Not counting Bush Terminal (of which New York Dock did not build, but took over) Baltic Terminal has the shortest life span, that being 51 years; and it was the first to be demolished in 1962. All other New York Dock terminals lasted into August 1983.

   This first map is a Brooklyn Waterfront Survey Map "Brooklyn North 2". It was created in 1893, with revisions until 1949, and shows extensive details of track configuration and property for the Baltic Terminal area. Click on the "thumnail" below for a hi-resolution image

New York Dock - Baltic Terminal
Brooklyn Waterfront Survey Map - Brooklyn North 2
New York Municipal Archives - Image ID REC0133 1 0902

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   Baltic Terminal was located between the Atlantic and Fulton Terminals along the bulkhead of the East River at the foot of (what else?) Baltic Street. Baltic Terminal was the smallest of the three New York Dock terminals, and employed the use of a single float bridge and consisted of two yards oriented east / west, with spur trackage facing north / south.

   One yard was located between Harrison and Baltic Streets (southern yard), and another between Baltic and Warren Streets (northern yard). 

   Thanks to the following map, we now can date the existence of the Baltic Terminal as early as 1911. Note the 1911 map below shows the trackage incorporated a wye, which would allow locomotives to be turned in the terminal if required. However, the Galbreath Terminal Engineer Map dated 1911 / "revised 1935" does not show it,  Pier 27 having been removed. Actually this raises an important observation: Pier 27 burned (see Speed Flying Service image below) in August 1941, and is seen in the Fairchild aerial survey photo dated 1930; therefore it should still be shown on a map dated 1935. 

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New York Dock - Baltic Terminal
E. Belcher Hyde Property Atlas - Plate 5 - 1916
Atlantic Avenue (north) to Harrison Street (south)
New York Public Library Digital Collections
added 17 July 2026

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   Paul Strubeck located the following newspaper article in the 1915 Brooklyn Daily Eagle Almanac. It announced (interestingly enough) the proposal to acquire the New York Dock Company's "Baltic Yard" for the purpose of the "South Brooklyn Terminal / Brooklyn Marginal Railroad", which is discussed at length on another page of this website.

   This proposed "South Brooklyn Terminal / Brooklyn Marginal Railroad" would not see creation, and the Baltic Terminal would remain a New York Dock property.

Brooklyn Daily Eagle Almanac - 1915

Baltic Terminal - 1912
Looking north along bulkhead. Head of Pier 27 on left, Pier 26 behind. Note sign in background: "New York Dock Term..." Kay Manufacturing to right.
Please note: this image is mis-attributed as being "Bush Terminal Transfer, Hoisting Crane - N.S. And W Railroad Car, Horse Team" in the NYMA image description,
But it is, without a doubt; Baltic Terminal of New York Dock..
You can see the conveyor trestle / gantry crane in the image below on extreme left edge.
Department of Ports and Trade photographs
Department of Docks and Ferries
New York Municipal Archives Digital Collection - Image ID REC0131 01 0353
added 16 July 2026
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Baltic Terminal - 1924
Vertical aerial.
Fairchild Aerial Surveys Inc. - Plate 16C
New York Public Library Digital Collection
added 21 July 2026

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   An E. Belcher Hyde property map from 1929 gives an approximation of the track work at the Baltic Terminal along with the significant commercial occupants in the area: Kay Manufacturing, Michaels Brothers Warehouse, Roy L. Brower Crop., H. E. Conran Co., plus the occupants of Piers 26 and 27: Commonwealth & Dominion Ltd. and Bull Insular Line.

   A small leg off the float bridge would eventually  be extended from the original trackage in the 1911 map above and run north for three blocks to the foot of Amity Street where the New York Dock Company would come to have a warehouse.

Baltic Terminal - E. Belcher Hyde Property Atlas -1929
Historic Map Works
(composite of two maps)

   Here we have a Fairchild Aerial Survey Image of the Baltic Terminal, taken in 1930, unlike the 1924 image above, this is an oblique and offers up much more detail. Click on the photo below to view a very detailed close up. 

Baltic Terminal - 1930
Oblique aerial
Fairchild Aerial Surveys, Inc.
New York Public Library Digital Collection
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Baltic Terminal - "Galbreath Map" April 1912, revised through January 1935
authors collection via T. Flagg
added 12 June 2010

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   On 24 June 2010, Joe DeMay forwarded the following image to me for location identification. The description on the back of the image simply stated Pier 27 in Brooklyn. But I quickly took note of the carfloat and float bridge on the right edge. Clearly this was not the Brooklyn Eastern District Terminal or Fulton, Atlantic or Bush Terminals. I referenced my 1940 New York Freight Terminals map from the New York Central. As it turns out, Pier 27 was located in Baltic Terminal.

Pier 27 - Baltic Terminal - August 25, 1941 Speed Flying Service photo J. DeMay collection added 25 June 2010

(On back of photo above) Speed Flying Service photo J. DeMay collection added 25 June 2010

   In January 2011, I acquired several 35mm negatives dated 1951 and attributed to Branford Stiles as photographer. Upon receiving and scanning them, Joe Roborecky and I began to look them over. Lo and behold, we realized that the following were taking at Baltic Terminal of the float bridge!

1951 - Baltic Terminal
With Governors Island in the background.
B. Stiles photo
authors collection
added 08 February 2011

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1951 - Baltic Terminal
B. Stiles photo
authors collection
added 08 February 2011
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   The Baltic Terminal still appears on the 1956 edition of the Harbor Terminals Map. 

   The terminal was closed in July 1961, and the property sold in 1962 to the City of New York; or more specifically, the Port of New York Authority (a bi-state agency with New Jersey) to develop and maintain the port infrastructure. 

   As such, the terminal property was razed to make way for a new container terminal, and Pier 9B of the Port Authority. Further information and photographs are lacking and are needed.

   Research however, is ongoing. Please feel free to contribute:

RETURN TO INDEX

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Atlantic Terminal; Brooklyn, NY

April 14, 1975
S. Goldstein photo
authors collection
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   This location was "inherited" in the purchase of the Brooklyn Wharf & Warehouse Company in 1901, and of which operated this facility prior to this date. It does not appear there was any railway associated with the terminal at this early juncture, but it was the first of the terminals to open to trade, even before Fulton Terminal.

   The Atlantic Terminal was located at the foot of Ferris and King Streets, in the Atlantic Basin. The Atlantic Basin is off of the Buttermilk Channel, and is a "T" shaped man made protected harbor subdivided with 6 piers: 2 large piers (33 and 38) forming the bulkhead and breakwater separating the basin from Buttermilk Channel, then two small piers (15 and unknown number.) to the north and two to the south. 

   The original pier layout was rather convoluted as can be seen by the 1903 map; what with the East Central Pier (#15) making an abrupt west turn to join with North Central Pier and not directly to the bulkhead. Also, of note is the lack of railroad trackage at this date.

Brooklyn Wharf & Warehouse - Atlantic Terminal
E. Belcher Hyde Property Atlas - Plate 30 - 1903
Hamilton Avenue (north) to Wolcott Street (south)
New York Public Library Digital Collections
added 17 July 2026

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   In probably what is one of my best "finds" of 2026; albeit in online archives; are these three plates of the Brooklyn "Red Survey Maps", held by the New York Municipal Archives. These maps are the City's historic waterfront development surveys, and often annotated in red to show modifications - hence their name "Red Survey Maps." These survey maps are housed within the NYC Municipal Archives. 

   The initial survey date is August 1898, with the last revision noted as late 1923. I would say not only does it have an accurate representation of the property and structures, but the tracks as well! I stitched the plates back together, to recompose the entire Atlantic Basin into one huge file. I also had to lightened the maps some, as they were drawn on vellum which has darkened over the centuries, as well as the ink fading. 

   Two of the most surprising revelations are the fact that TWIN float bridges are shown at the southwest corner of the basin, and there was a track running within Pier 38 on the basin side to the basin entrance, that then curved back on Buttermilk Channel bulkhead. It is marked with red slashes, and "removed".

   Please click on the "thumbnail" below for an awesome experience! (The thumbnail below is oriented for convenience, the large size apropos with north at top.

Brooklyn Red Survey Maps - Plates 1, 2 and 3 stitched by author
New York Municipal Archives - Image ID's REC 013 31 1877, 78, 79
added 20 July 2026

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Northeast is up authors collection added 12 June 2010

E. Belcher Hyde Property Atlas - 1916 Northeast is up New York Public Library Digital Collection authors collection added 12 June 2010

J. W. Galbreath Terminal Engineer Map - 1912 / revised 1935
North is Up.
authors collection via T. Flagg
added02 August 2026

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   We shall begin our virtual journey at the float bridge, in the southwest corner of the basin, and with the first reconstruction of the Atlantic Terminal.

Atlantic Terminal - June 1917
Looking south from roof of Pier 36 at yard.
William D. Hassler photo
New York Heritage Digital Collection - Image ID PR83 5871
authors collection
added 17 July 2026

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Atlantic Terminal - June 1917
Looking south from roof of Pier 38 - Houston Lines at yard.
William D. Hassler photo
New York Heritage Digital Collection - Image ID PR83 5870
authors collection
added 17 July 2026

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   The following image sets were taken by Robbins Ripley Construction for New York Dock on May 12, and May 24, 1919 as part of that reconstruction of those track leads as well as the relocation of the float bridge.

   The images below show what is to be the first reconstruction (or more accurately, the relocation) of the float bridge at Atlantic Terminal; in which the wye trestle was constructed and the float bridge was moved east by about 75 feet and projected out into the basin by 100 feet. This track configuration would remain until 1963 until the second reconstruction.

Looking west.

Looking northeast. Note float bridge is still attached to bulkhead

Atlantic Terminal - May 24, 1919
Looking northeast
Robbins Ripley Co. photos taken for New York Dock Co.
New York Heritage Digital Collection
authors collection
added 16 July 2026

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   With the photographer turning 270 degrees to their left, and walking several hundred feet to the east, this becomes the view.

Clinton Wharf - Pier 36 (re)construction - May 18, 1916
Looking northeast. Note the southern warehouse carries Franklin Baker Corp, which specialized in coconut pastries.
Coconuts would arrive via ships from many coastal tropic regions at Atlantic Terminal.
Robbins - Ripley photograph collection
New York Heritage Digital Collection - Image ID PR 83 3473
authors collection
added 18 July 2026

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Clinton Wharf - Pier 36 (re)construction -  July 12, 1916
Looking north.
Robbins - Ripley photograph collection
New York Heritage Digital Collection - Image ID PR 83 3657
authors collection
added 18 July 2026

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   At the end of Clinton Wharf, if we continue straight (southeast); we would enter upon Pioneer Street. However, if we turn left (northeast); we head along Commercial Wharf. Basically, Commercial Wharf is the name of Conover Street within the confines of Atlantic Terminal.

Commercial Wharf - Atlantic Terminal - May 1916
Looking south-southwest at (re)construction of Pier 36, from roof of northern NYD 6 storey concrete warehouse (Montgomery Ward)
Carpenter's shed at bottom right corner.
William D. Hassler photograph collection
New York Heritage Digital Collection - Image ID PR 83 3456
authors collection
added 17 July 2026
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Commercial Wharf - Atlantic Terminal - May 18, 1916
Looking south-southwest at construction of Pier 36, from roof of northern NYD 6 storey concrete warehouse (Montgomery Ward)
Carpenter's shed at bottom of image.
William D. Hassler photograph collection
New York Heritage Digital Collection - Image ID PR 83 7067
authors collection
added 17 July 2026
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   After passing the large 6 storey concrete warehouses and some older 4 and 5 storey loft buildings, we come to the end of Commercial Wharf. Continuing straight (northeast) would let us out on to Conover Street which ended just one block north at Hamilton Avenue. Turning left to the northwest, we enter upon India Wharf.

India Wharf - Atlantic Terminal - August 1918
Looking east-southeast from in front of Pier 33 - Grace Line
The Grace Line began service in 1882, with ports of call between Peru and New York City.
The main source of shipping revenue was from the exporting of bat guano from the Chincha Islands of Peru, to fertilizer manufacturers in the United States.
Due in part to the enactment by the United States Congress of the Panama Canal Act of 1912 which prohibited railroad companies from owning ships passing through the Panama Canal,
Grace Shipping was able to acquire a controlling interest in the Pacific Mail Steamship Company in 1916.
William D. Hassler photograph collection
New York Heritage Digital Collection - Image ID PR 83 7067
authors collection
added 17 July 2026

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   In this 1924 annotated version of the Fairchild Aerial photograph (click on image for unannotated version) we see the developments up to that point in time.

Atlantic Terminal - 1924
Vertical aerial
Fairchild Aerial Surveys, Inc.
NYPL archives
added 11 December 2008
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E. Belcher Hyde map -1929
Historic Map Works

Please note:
a four block portion of the map (which was on another map plate) between William Street  / Clinton Wharf  (currently known as Pioneer Street) and Commerce Street did not show any trackage, so I omitted it to keep image size down.
Both maps are proportioned to one another, even though the scales at which the maps were drawn were different.

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   Barely discernible in the 1924 Fairchild Aerial Surveys (above the property maps), but ascertained from the E. Belcher Hyde Map of 1929 immediately above, a turnout at Bowne Street led to a 180 degree turn to the east to double back to Commerce Street, where it served a small yard and customers (block 507): Ault & Wiberg, American Maize Products, J. A. Casey, a copper works and Building Trades Paint & Specialty.

   As previously seen in the 1911 track map, this yard was originally a full loop yard. At some point during its history, part of the yard would be demolished and structures built to increase tenancy, thereby reducing the full loop to a half loop.

   Continuing along the running track on Commercial Wharf (Conover Street), and one block northeast, the running track turns about 110 degrees to the left (almost due north) and onto India Wharf whereas if you were to continue straight you would enter upon the remainder of Conover Street, (only one block in length and ending at Hamilton Avenue) or if you were to turn right, you would enter upon Summit Street.

   Making the turn onto India Wharf however, and about 200 feet west from your turn, you will reach the twin trailing point turnouts for Rubel Coal Company (block 515), which had two spurs. This industry had vacated by the 1942 editon of the ACoE Port Facilites Map (seen below).

   250 feet further west from the Rubel Coal turnouts, the track now curves left (southwest into the large pier shed to serve: Grace Lines, Panama Mail Steamship and New York Dock Co.

   The image below, reflects the 5 year era between 1931 and 1936 (no exact date given in archives image description.) I think all can agree, obliques are always more interesting; and this one is no exception. The yard detail is exquisite.

Atlantic Terminal - ca. 1931-1936
Oblique aerial facing east. Note location of travelling gantry crane: along wall of small warehouse  between King and Sullivan Streets.
Also, the coal silo and dealer is not present at this date.
Airmap Corp. of America Survey Photo
New York Municipal Archives - Image ID: REC 0028 20 14 -1674-8
cropped by author.
added 21 July 2026

1942 - Port Facilities at Port of New York - Plate 27
North is top right.
War Department, U.S. Army Corp of Engineers
authors collection
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   Returning to the float bridge, the west leg of the wye led to the large railyard which was parallel to the main New York Harbor bulkhead, we have General Builders Supply Corp., and we can also see a small tank farm was built after 1924, but prior to 1951 and belonging to Refined Syrup Sales / American Molasses. Pier 38 is now occupied by Atlantic Pier Co. / Barber Steamship Lines as is Pier 37 and 36 along Clinton Wharf. Commercial Wharf is occupied by Card Towing Line. Pier 35 is occupied by Moore-McCormick Lines, with Pier 34 occupied by Cosmopolitan Shipping. Jules S. Sottnek Co is the tenant of Pier 33, and this was a stevedoring company. A stevedore is a freight handler but owns no shipping lines. Basically a supplier of labor - longshoremen.

   The spur yard (the old half loop) between Commerce and Bowne Streets is listed as having Richardson & Boynton Stores as occupants; of which manufactured stoves and furnaces.

This next image, forwarded by Paul Strubeck, is an aerial of the Brooklyn shore line north of Atlantic Terminal. While that Terminal is the focal point, one can also see New York Docks other properties to some degree: Baltic Terminal (mostly hidden) the prominent Trade Facilities Building, and the piers and stores of of Fulton Terminal in the distance.

Port of New York Authority - ca. 1950's
via Paul F. Strubeck
added 28 July 2026

   In the 1951 Aerial photo below, unfortunately the southern end of the railyard is cut off; but enough is shown to reveal the coaling tower belonging to Enterprise Coal Co. Inc. and in all likelihood is or was receiving carloads via New York Dock. and can be seen at the very bottom edge of photo (above the 19 in the date text), as well as the traveling gantry crane in the middle of the yard.

Atlantic Terminal  - July 24, 1951
Oblique aerial looking east.
Note: molasses tanks in place with overhead pipe run; traveling gantry crane moved to center of yard adjacent to driveway 
and coal silo present.
Fairchild Aerial Surveys, Inc.
New York State Library archives
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Atlantic Terminal Warehouse - 1951 both images above and one below: B. Stiles photo authors collection added 01 March 2011
Atlantic Terminal Warehouse - 1951 B. Stiles photo authors collection added 01 March 2011

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1955

   In June 1955, New York Dock Company, the parent organization; proceeded to sell a great deal of its land and property holdings, approximately 90%; for the sum of $13,750,000 (adjusted for inflation 2026: $171,350,000.) 

   Both the piers along Fulton Terminal as well as a majority of the property in Atlantic Terminal would be sold to the Port of New York Authority, the bi-state (NY & NJ) governmental agency responsible for the port facilities. This transaction was just one of an $85 million dollar Brooklyn Pier modernization program undertaken by the Port of New York Authority.

   This next aerial image was in all likelihood taken as part of the purchase, and prior to reconstruction. Of which, that we will discuss next.

Atlantic Terminal  - May 15, 1956
Oblique aerial looking north.
unknown source (AirMap Corp. of America?)
New York Municipal Archives - Image ID: REC0131 02 09074

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   Following the sale of Atlantic Terminal and Basin to the Port of New York Authority, came the next revisions to the general layout of Atlantic Basin.

    Atlantic Terminal would not be overlooked, and PoNYA undertook a vast rehabilitation and modernization program at this location as well.

• the four internal piers: 34, 35, 36, 37 were removed, 
• Pier 10 (formerly Pier 33) and Pier 12 (formerly Pier 38) were reconstructed, with new pilings, fill, and concrete decking; with new Pier Sheds of steel frame and sheet steel panel exteriors erected atop the brand-new piers.
• the entrance to the basin was increased to 600 feet wide to accommodate larger vessels as well as allow for the safe passing (port to port!) of vessels in opposing directions through the entrance.
• a new 2,100 foot long bulkhead along Commericial Wharf, was built from Clinton Wharf to India Wharf (and occupying the space previously occupied by Piers 35 and 36) and landfilled, thereby shrinking the actual size of the basin's maritime surface area, yet enlarging the land area; this length comprised of three berths for ships
• this new bulkhead was designated "Pier 11" (but was not really a pier), was located along the new bulkhead. Here a covered 1,800 foot by 150 foot pier shed, with a truck dock on the eastern side running the entire length of the building with a rail siding was constructed. 
• A large "lay down area" was built between the pier shed and the eastern edge of the property along Imlay Street (under the shadow of the two large concrete warehouses) to provide space for trucking and freight transfer.
• Pier sheds were of metal construction (frames and exterior sheathing) which greatly reduced fire risk as incurred by the older wood timber piers. 
• The modernization program also included dredging berths and slips for deeper draft vessels.

   The only change to track layout, was the elimination of some superfluous trackage in the areas of reconstruction, but the overall configuration remained the same through this reconstruction.

   Shortly after this reconstruction, as discussed in the beginning of this page; New York Dock Company was purchased by Dunhill International on November 17, 1958.

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The third Atlantic Terminal reconstruction - May 15, 1963
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   Co-author Paul Strubeck acquired prints of the 1962 Track Map showing the new track layout. Clicking on the image below will open a large size image for better legibility:

• the float bridge was moved about 75 feet to the east and was now anchored to a landfilled projection out of the bulkhead wall ("authority wharf" in map below);
  
• this new track alignment eliminated the wye and wood trestle at the float bridge, and as such;
• the orientation of the railroad yard (which had been aligned northeast / southwest) was reoriented east / west;
• additional trackage added at the north face of the Rail Transfer Building;
  
• rail weight was increased to 100 pounds per yard; (to withstand the larger freight cars now coming into service);
• trackage has been cut back, and no longer progressed past Bowne Street (thereby eliminating rail service to India Wharf and Pier 10);
• Piers 10 and 12 and now occupied by American Stevedores;
• once the land cleared of the old storage lofts, the "Rail Transfer Building" was constructed along Clinton Wharf;
• the traveling gantry crane relocated to west end of Rail Transfer Building, to serve four tracks, with two tracks with driveway between the center span.
  
  

Atlantic Terminal Track Map & General Plan - 1962
Note north is bottom left, and map should be turned 180 degrees to coincide with Port Facilities Map below.
P. F. Strubeck collection
added 28 January 2016

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   The Port Terminal Map seen below, as issued by the Army Corp of Engineers is a bit more simplified but shows the entire Terminal. The map was oriented with west at top. I've turned the map 90 degrees to conform with north equaling up! 

Atlantic Terminal - showing post 1962 configuration Looking north. Original oblique aerial photo: May 15, 1956 unknown source (AirMap Corp. of America?) New York Municipal Archives - Image ID: REC0131 02 09074 annotated by author: © 2026 Philip M. Goldstein / freightrrofnyc.info	Atlantic Terminal - post 1962 Note north is top right. Army Corp of Engineers, Port Terminals Map, unknown issue (believed to be 1964 edition) courtesy of P. F. Strubeck

   The completion of Atlantic Terminal reconstruction took place early 1963, and on May 15, 1963 a reopening ceremony took place. 

   The following specifications and information are acquired from the dedication open house brochure for New Atlantic Terminal (in the Benjamin W. Schaeffer collection) lists the following:

New Atlantic Terminal Dedication & Open House brochure - May 15, 1963 P. F. Stubeck collection added 28 July 2026

   Strangely, the yard capacity is not listed in this document. But we do know trackage had been expanded when the cluster of molasses tanks and the old brick east / west warehouses seen in the 1951 Fairchild Aerial were torn down. 

   The following photo was taken in the new yard looking west from Ferris Street between Sullivan & King Streets. The tracks on the right side of the photo are for assembling and readying strings of cars for the car float. The float bridge is behind and to the right of the photo.

Atlantic Terminal Yard - April 14, 1975
Looking west.
S. Goldstein photo
authors collection

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May 1978
Looking northeast.
unknown photographer
Bob's photos archives
authors collection
added 07 March 2012

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Atlantic Terminal float bridge - unknown date (ca. 1981?) 
Looking northeast
S. Goldstein photo
authors collection

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Via Port of New York - August 1978 Port Authority of New York and New Jersey P. F. Stubeck collection added 28 July 2026

   In the Atlantic Terminal yard was a traveling gantry crane. This gantry crane relocated from trackage along the Buttermilk Channel bulkhead to this location during the 1963 reconstruction. It does not appear tall enough to load containers but does appear to load standard bulk freight. An electro-magnet was seen on the ground, so scrap metals may have been transferred here at one point. It was removed in early 1983 and just prior to the transition to New York Cross Harbor ownership.

April 14, 1975
Looking southeast at Rail Transfer Building (Silver Flour warehouse) and overhead gantry crane.
S. Goldstein photo
authors collection

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   According to Brad Sobel, who contacted this author March 2009; states that his family business was located at the Atlantic Terminal from 1975 to 1987. The steel structure behind the gantry, was part of that business:

   Also located in the Atlantic Terminal yard was a retailer in bagged sand. My father, during our railfan visit in 1975, recorded this operation. A hopper would dump sand near this sand retailers "office". I use that term "yard office" in the loosest sense. I think the following images will explain why:
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One turf tire and one agricultural tire, both bald!
all photos above: April 14, 1975 S. Goldstein authors collection

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   This retailer would load the sand into a small silo with a bagging chute on the bottom. A kerosene heater under the silo, dried the sand to allow it to flow freely. Once bagged and sealed with a wire twist tie, the sand bags would be stacked on pallets.

   According to Brad Sobel, this sand retailer was Paul Marckesano and Sons, a freight hauler and a dealer of building and construction supplies. Established in 1974 with two trucks; their headquaters were at located at 161 Dikeman Street, and the mailing address was listed as 36 Ferris Street, both in close proximity to the Atlantic Terminal.

   In August 1978, Ben Schaffer was the man on the scene and cause the switching move in the Schoenberg Salt alley along Imlay Street just south of Bowne Street. This is the track that curves off Commerical Wharf to the east, and used to for a full loop; but does not any longer. 

August 12, 1978
Looking south into Schoenberg Salt alley, along Imlay Street south of Bowne Street.
Benjamin W. Schaffer photo
Paul F. Strubeck collection
added 14 February 2010

   My father and I revisited Atlantic Terminal in July of 1980. Here are some of the photos from that visit:

July 1980
Looking north at entrance to yard at King & Ferris Streets. West wall of Rail Transfer Building (Silver Flour warehouse) on right.
Note the top most portion of the cab of a GE 44 ton locomotive just above the horizontal brace of the left chain link gate!
S. Goldstein photo
authors collection
added 14 February 2010

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July 1980
Looking north-northwest.
S. Goldstein photo
authors collection
added 14 February 2010

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July 1980
Looking east. Some little brat climbing on the corn syrup tank cars (but that's not our car) at the west end of the Rail Transfer Building under the traveling gantry.
Who knew then I'd be authoring this website on the history of New York Dock.
S. Goldstein photo
authors collection
added 14 February 2010

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unknown date
unknown provenance
added 02 August 2026

unknown date
unknown provenance
added 02 August 2026

The fourth Atlantic Terminal reconstruction - 1982

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Today

   While freight service ended in 1992, the yard trackage would not be torn up until 1996, by the City of New York. In 2006 the float bridge was removed to make way for a new passenger cruise ship terminal.

   Fortunately, the two original New York Dock 6 storey concrete construction warehouses have been preserved, if not for being converted into condos and storage. The following image was taken from the water onboard the Lehigh Valley tugboat "Cornell" on a rail-marine tour of New York Harbor.

Atlantic Terminal Warehouse - July 12, 2008
photo by author

RETURN TO INDEX

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1907 E. Belcher Hyde - Vol. 1, Double Page Plate No. 11 New York Public Library Digital Collection Lionel Pincus and Princess Firyal Map Division added 16 July 2026

1908 G Bromley Property Atlas courtesy of WardMap online collection added 16 July 2026

Direct Carfloat Service

   Revere Sugar Refining became a NYD customer, since New York Dock's absorption of the Bush Terminal operation in 1971. It is unknown if Bush Terminal serviced the location prior to this, and will be addressed accordingly on the Bush terminal page.

   As such, the Revere Sugar location would come to have direct carfloat service along their pier, transferring various products resulting from the multi-step process of the sugar refining process. This direct carfloat service was similar in operation to the BEDT / Schaefer brewery service. Carfloats loaded with freight cars would be brought to the location's bulkhead and unloaded / loaded directly with out tracks or locomotive.

   This included the loading of tank cars of molasses; which is a left over by-product of the sugar refining process; as well as the loading of bagged or bulk sugar.

BEDT carfloat #25 - ca. 1981
At Revere Sugar Refinery, located at Beard & Richards Street slip / Erie Basin.
S. Goldstein photo
authors collection
added 16 July 2026

Bush Terminal; Brooklyn, NY

March 1975
S. Goldstein photo
authors collection

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January 18, 1976
B. MacIntosh photo
authors collection
added 14 October 2012

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   The largest property that New York Dock would come to operate, would be Bush Terminal, but in actuality; New York dock would not own the property.

   In 1971, Bush Terminal went bankrupt and the City of New York City purchased the underlying land and property. It would lease the railyard and railroad operation to New York Dock and on March 11, 1972 rail operations commenced and would continue to serve those Bush Terminal customers as before, but it has been understood that a surcharge was now charged to those customers desiring rail service to help offset the increasing costs of that service. Please refer to the Bush Terminal page on this website for in-depth property and facility information prior to this 1972 date, as well as track maps.

   The following image, taken by Tom Flagg in January 1975, shows the rail service that the Bush Terminal loft buildings could take advantage of. If not for the date, semi-trailers, the Evergreen boxcar and the litter, this photo could very well have been taken any time between 1920 through 1950's.

January 1975 - 40th Street between First & Second Avenues
Looking east at Loft Building 19 & 20 rail service alley.
T. Flagg photo
added 15 May 2009 

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   As with Bush Terminal operations before it, New York Dock would also enjoy the advantage of interchange with Penn Central and later Conrail at the 65th Street Yard. New York Dock would also interchange with the New York City Transit Authority by way of the South Brooklyn Railway at the 39th Street and Second Avenue interchange.

   Throughout the 1970's and early 1980's, New York Dock would carfloat into Brooklyn and deliver to the South Brooklyn Railway many new subway cars, as well as ship out subway cars to either be rebuilt or scrapped.

   When the first Pullman built R46 subways cars arrived, the arrival was a media frenzy. Many images are known of the arrival of the subway cars, and here are the ones I have located to date:

From the wheelhouse of the NYD "Brooklyn" - March 27, 1975
W. J. Madden photo
authors collection
added 06 March 2012

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Arrival of first shipment of NYCTA R46's at Bush Terminal - March 27, 1975
unknown photographer
authors collection
added 10 August 2011

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Arrival of first shipment of NYCTA R46's at Bush Terminal - March 27, 1975
unknown photographer
authors collection
added 10 August 2011

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   For the most part, the trackage layout of Bush Terminal would remain unchanged during New York Dock's operation of this facility. Paul Strubeck acquired the New York Dock - Brooklyn Waterfront Rail Rehabilitation Project Conceptual Track Alignment Maps and dated for 1978. Keep in mind, these maps reflect proposed alignment, but they are highly accurate to those tracks that were installed following the reconstruction. However, rail service to several of the "alley" sidings located along the avenues serving former industries would be discontinue, with the core of railroad operations focused on what would be either Bush Terminal Yards or the street trackage leading to South Brooklyn Railway interchange.

   The maps were printed in two sections: "Drawing 3" (North) & "Drawing 2" (South). Clicking on the images will open a larger version of the map for better legibility.

New York Dock Railway - Brooklyn Waterfront Rail Rehabilitation Project, Bush Terminal; (conceptual alignment, north property) - 1978
P. F. Strubeck collection
added 28 January 2016

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New York Dock Railway - Brooklyn Waterfront Rail Rehabilitation Project, Bush Terminal; (conceptual alignment, south property) - 1978
P. F. Strubeck collection
added 28 January 2016

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"The Jug Handle"

   The final adaptation of the First Avenue trackage rehabilitation on First Avenue from Bush Terminal to the Brooklyn Army Terminal, was to be that of a single track. Freight traffic just did not warrant two main tracks as it had in years past. So, a single track down the center of the avenue was what was approved. But, as a result; and with larger (50' plus) freight cars now the norm, the centered location of the track at the crown of the roadway ran into a clearance issue at one of the industry spurs.

   As the buildings themselves as constructed could not allow the radius of the curve to be eased for longer freight cars, the jug handle was the solution. The solution was the use of this "out and about" or "jug handle" to allow longer freight cars to access that alley siding for the local industry.

   Fortunately, we have two photos of the jug handle being constructed taken by William Mangahas.

First Avenue & 54th Street "Jug Handle" Street Trackage - at present (2021) aerial image courtesy of by Google Maps annotated image © 2021 by author added 19 April 2021

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First Avenue & 54th Street "Jug Handle" Street Trackage - August 1981 Looking south towards Brooklyn Army Terminal William Mangahas photo added 19 April 2021

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First Avenue & 54th Street Jug Handle Street Trackage - August 1981 Looking north towards Bush Terminal Yard William Mangahas photo added 19 April 2021

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Float Bridges

   New York Dock would inherit the use of the two pony plate girder float bridges from Bush Terminal Railroad, located at the foot of 50th Street. These float bridges were known as "Bush 1" (southern or left, when facing west / New Jersey) and "Bush 2"  (northern or right when facing west / New Jersey).

   Sometime after 1975, New York Dock would undertake a float bridge rehabilitation program.

   Bush 1, as we can see in the images following, was originally a three girder design while it's neighbor was of two girder design.

March 1972 Bush 2 (top) - Bush 1 (bottom) T. Flagg photo	...	November 11, 1975 Bush 2 (left & sunk) - Bush 1 (right) T. Flagg photo

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"Bush 1"

   This float bridge was slightly different from its northern neighbor. Bush 1 had three girders: one girder on each outer edge, and one up the center; while Bush 2 would only have 2 outer girders.

"Bush 1" - March 27, 1975
Arrival of first NYCTA R46's
H. Pinsker photo
authors collection
added 26 March 2011

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   This three girder float bridge (see Bush Terminal page for images) would remain in service until June 1978 at which time the float bridge needed to be replaced (the reason for this is currently undetermined). The "Bush 1" replacement float bridge was "recycled" from the Delaware, Lackawanna & Western Railroads'  Hoboken facility and was a two girder design (believed to be from slip #1).

   Ben Schaefer was fortunate to capture the float bridge "exchange" on film, and these images can be found in Tom Flagg's book "New York Harbor Railroads in color", Volume 2, pages 17-19. This "newer" float bridge is similar in appearance to Bush 2, as it has only two girders.

   Also of importance, is the fact that the steel float bridge gallows from Hoboken (for raising / lowering the bridge to match carfloat heights), was also brought here (with the DL&W float bridge in June 1975) and installed over the Bush 1 float bridge slip. Ben Schaeffer's anecdotal information reflects that this gallows remained here until struck by a trailer on flat car, and was knocked askew circa 1982, and subsequently removed altogether.

   This float bridge would remain in service until the pontoon developed a leak (unknown year), and the float bridge sunk. It remains in this state. (see image below).

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"Bush 2"

   As stated above, this float bridge differs from the original (pre-1978) southern neighbor as it has only two girders.

   This float bridge deck is believed to have been rehabilitated by Bush Terminal prior to 1970, but this is unconfirmed.

   In a March 1972 aerial taken by Tom Flagg (seen above) this bridge is shown in service, yet in a November 11, 1975 aerial also taken by Tom (and also seen above), this float bridge has sunk!  This sinking must have only been a dilemma of short duration as this float bridge has been in regular service almost continuously.

   The image below, taken by Jay Held, shows Bush 2 in service in June 1975.

Bush "2" - June 1975
unknown photographer
J. Held archives
added 05 May 2009

   Both Bush Terminal float bridges remain in place as of 2008, however: the wood deck of Bush 1 was removed and is in a sunken state due to a leaky pontoon and as such, it is not in service.

   Bush 2 on the other hand, received a new pontoon and wood deck in 2007 by the current operator; New York New Jersey Rail.

   It is understood, that the radius of the float bridge lead trackage for Bush 2 precludes the use of several extremely long freight cars such as 89' foot TOFC carriers and spine cars coupled together (due to coupler draft gear), but these may be unloaded on car at a time from the carfloat. 75 foot subway cars for the New York City Transit Authority however do not have this issue as they were specifically designed for tight radius turns as normally encountered in the subway system.

Brooklyn Army Terminal

   This float bridge was formerly located at the Erie Railroad's West 28th Street Terminal in Manhattan. 

    It had been stated that this float bridge was relocated to the Brooklyn Army Terminal adjoining the north edge to the LIRR Bay Ridge Yard) by New York Dock Railway in 1981. The intended relocation was said to ease congestion of Bush Terminal, and to avoid the sharp curves approaching the Bush Terminal float bridges and be be able to the handle railcars of longer length which were gaining use by the Class 1 railroads. (This is easily disproven by the fact the New York Cross Harbor, and then its successor, New York New Jersey Rail, continued to receive modern sized freight cars without difficulty at "Bush 2" bridge right up until 2012.)

   This previous information is invalidated as research reflects that this float bridge was in fact installed to allow New York Dock to continue carfloat service while the New York City Department of Transportation (NYCDOT) reconstructed First Avenue between 58th and 39th Streets. 

   While in actuality New York Dock did not use this float bridge for long, (as they went out of business in 1983); but New York Cross Harbor Railroad would continue to use the location until 1996. 

   Tom Flagg courteously furnished a copy of the New York City Department of Transportation blueprint pertaining to this temporary transfer bridge installation, of which I reproduced the pertinent details of the image here. I omitted general notes to contractor, drainage piping, spiking arrangements, and cross sections to save on image size. Click on the image below to see a large scale hi resolution image. Use the back arrow on your browser to bring you back here.

City of New York, Department of Transportation - Bureau of Highway Operations
"Reconstruction of First Avenue from 58th Street to 39th Street - Borough of Brooklyn"
"Temporary Transfer Bridge & Connection at Brooklyn Army Terminal"
(no date - ca. 1980)
courtesy of T. Flagg

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   Here is the appearance of the float bridge once installed:

West 28th Street Pony Plate Girder Float Bridge at Brooklyn Army Terminal - undated (post 1981 - pre 1995)
J. McCluskey photo
via P. F. Strubeck collection
added 05 May 2009

   As previously stated, this float bridge was used from 1981 through 1996, at which time the New York Cross Harbor Railroad (successor to the New York Dock Railway) stopped using it as it was determined to be sufficiently deteriorated and not financially feasible to rebuild or replace. This float bridge still remains at this location, however it has pulled away from the bulkhead anchors and "appears" half sunk:

West 28th Street Pony Plate Girder Float Bridge at Brooklyn Army Terminal - July 6, 2006
photo by author
added 05 May 2009

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   The inner end (land side) is underwater which does not float as the outer end does. As the pontoon is still watertight, that end still floats. Usually, it is the pontoon that usually leaks from age, and the outer end sinks. 

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Greenville Yard; Jersey City, NY

   Upon the purchase of, and merger with the Brooklyn Eastern District Terminal in 1979; New York Dock assumed the lease to and the operations of the Greenville Yard and facilities. Greenville when constructed, featured six electrically operated float bridges, numbered 9½ through 14.

   During the time span that New York Dock operated at this location, only bridges 11 and 12 were in service. Greenville Yard as constructed, exceeded 27 acres and even had a "hump" yard, but the yard had already been downsized by the time New York Dock operated at this location.

   A more in-depth history of the Greenville Yard can be read on my Brooklyn Eastern District Terminal website:

Brooklyn Eastern District Terminal / East River Terminal / Palmer's Dock:
A Comprehensive History - 1870 - 1983

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West 26th Street Terminal; Manhattan, NY
&
St. George Terminal; Staten Island, NY

   There is conflicting information regarding as to whether or not New York Dock was also contracted to perform carfloating operations for the Baltimore & Ohio Railroads' operations in St. George, Staten Island; as well as the Baltimore & Ohio Railroads' West 26th Street Terminal on the west side of Manhattan.

   It has been stated that New York Dock carfloat operations consisted of carfloats being transported to and from St. George and Greenville, NJ; as well as between St. George and West 26th Street. Dates of this operation vary, depending on the resource.

   However, as Paul Strubeck points out, it is documented that the B&O West 26th Street Freight Station closed in 1974, therefore, there was no need for New York Dock to service this facility as B&O was still carfloating.

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   As for St. George; an article published by Ed Bommer in the Jersey Central chapter of the NRHS states:

   I dug a little digging and found a copy of an arbitration award (Finance Docket 28250) between New York Dock / Brooklyn Eastern District Terminal and the Brotherhood of Locomotive Engineers. In this document, it is stated:

   Fortunately for us, both William Herschenroder AND Joseph Roborecky were party to this arbitration. I immediately picked up the phone and called Joe (he's on speed dial!). I quickly brought him up to speed and if his memory serves correctly, Joe believes the extent of carfloat service between New York Dock and Brooklyn Eastern District Terminal and the B & O St. George Freight Terminal was simply to remove all remaining freight cars and railway equipment  prior to the abandonment of St. George Freight Terminal. 

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READERS PLEASE NOTE:

   The Equipment Rosters & Photographs for New York Dock Locomotives, Non-Revenue Equipment & Marine Equipment have been moved to their own page to facilitate faster loading of this main page.

New York Dock Railway - Locomotive, Non Revenue & Marine Equipment: Rosters & Photos 

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Memorabilia.

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Employee Badge for G. Baker mfr'd by J. S. Packard, New York authors collection

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Badge (unknown purpose) authors collection added 02 February 2011

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Box Car Seal a gift from Brad Sobel authors collection added 12 July 2009

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Desktop Pen Holder (appears to be vintage, not modern) authors collection added 07 August 2009

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Advertising Matchbook courtesy of Paul F. Strubeck / authors collection added 19 January 2009

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Padlock W. Bohannon, Brooklyn, NY pat. June 25 1879 authors collection added 19 2009

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Key W. Bohannon, Brooklyn, NY authors collection added 16 November 2011

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Stock Certificate common shares, less than 100 shares, specimen - undated authors collection added 22 January 2009

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Trailer On Flat Car agreement, quadruplicate (4 part) ncr (no carbon required), printed January 1980 authors collection added 22 January 2009

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Letterhead - 1935 authors collection added 22 January 2009

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Inbound Float Report - unknown date a gift to the author from Benjamin W. Schaeffer  authors collection added 10 March 2011

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Notice of Arrival (4 part carbon) - unknown date a gift to the author from Benjamin W. Schaeffer  authors collection added 10 March 2011

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Arrival Notice - 1944 authors collection added 22 January 2009

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Label (expedient) - unknown date a gift to the author from Benjamin W. Schaeffer  authors collection added 10 March 2011