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

BUSH TERMINAL
Sunset Park, Brooklyn

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Visitors please take note ! The collection of images on this website, which continues to grow; is due to the unprecedented and selfless contributions of the current owners of photo archives. These people made their generous contributions to this website in good will, and allowed me to post their images online for the entire railroading community to view and appreciate, in admiration if these Fallen Flag Railroads. In return, I strongly request that you please respect the ownership copyrights on those said images. Other than that, please enjoy the history, thanks for taking the time to visit, and don't forget to sign the guestbook on the main page!  ~ Phil

INDEX

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Overview

Bush Terminal Pile Driver - July 1, 1903
W. L. S. photo
authors collection

   Another independent Marine-Rail contract terminal located in Brooklyn, receiving carfloats from various points of origin. But unlike most others, Bush Terminal was also a major shipment receiving and originating point (forgoing the need for carfloating) for a great deal of freight as well. 

   Bush Terminal was organized around the 1890's by Irving T. Bush (born July 12, 1869 - died 1948), on the site of his father's former oil business in the Sunset Park neighborhood of Brooklyn. Bush Terminal began with one pier, a warehouse and old railroad engine and one towboat. At this time, it was known as "Bush Docks".

Official Railway Guide, 1905

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   Development grew steadily, and was eventually completed around 1920. The vast size of Bush Terminal allowed it to accommodate just about any industry interested in leasing space, and Bush Terminal eventually became the largest of the Brooklyn terminals with seven full sized piers (the largest in NY Harbor when constructed).

   Bush Terminal constructed humongous warehouses and piers (some with indoor rail sidings), and all this were served by its own rail network and marine fleets. Most of Bush Terminal trackage would be located between 39th Street and 51st Street, but there was also a Bush Terminal Railroad yard located as far north as 28th Street.

   Bush Terminal had two floatbridges located side by side at:
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ca. 1916

   In November 1947, the remains of 5200 fallen servicemen from the European Theater of Operations were repatriated to the United Stated. The ship carrying the caskets docked at the Brooklyn Army Terminal, and the caskets transferred to US Army Transportation Corps Mortuary Cars. Following the completeion of loading,  the cars were brought from the Army Terminal to Bush Terminal float brdiges by a Bush Terminal locomotive and crew. Then, they wre placed onboard Bush Terminal Carfloats #44 and 41 and were floated west to Greenville, NJ.

   Clicking on the following image will bring you to a collection of images once carried by Life Magazine. A link at the bottom of that page or the back arrow on your browser will return you here:

   Bush Terminal would serve the New York area for the better part of eighty years, with only the Brooklyn Eastern District Terminal preceding it in operation. It would become the second of the four independent contract terminals to cease operations, (with Jay Street Terminal closing in 1959), due to the downturn of waterborne freight traffic and the completion of the interstate highway system.

   In 1971, the Bush Terminal Company would file for bankruptcy and ultimately go out of business and cease operations on March 11, 1972. At this time, the City of New York purchased the Bush Terminal properties and would subsequently lease the railroad operations to New York Dock. Those customers located around and serviced at the Bush Terminal location by the New York Dock Railway, were levied a surcharge for their deliveries to help financially support the railroad operation.

   New York Dock would also eventually merge with the Brooklyn Eastern District Terminal in 1978 and would operate until August 21, 1983. Two weeks later, the "New York Cross Harbor Railroad" would assume operations of the Bush Terminal area for rail operations.

   Bush Terminal operations still survive today, albeit as "New York New Jersey Rail, LLC" (formerly New York Cross Harbor Railroad), and carfloats still arrive from Greenville, NJ. Only the Bush Terminal 50th Street ("Bush 2") floatbridge remains in service at this time. Sources have it that the Greenville float bridges are slated for complete replacement to handle increasing traffic flow.

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Irving T. Bush

The vision of Bush Terminal, belonged to none other than Irving T. Bush.    Irving T. Bush was born on July 12, 1869 in Ridgeway, Michigan; to Rufus T. and Sarah M. Bush (née Hall).    Irving relocated to Brooklyn, NY with his family at a young age, and in time his father Rufus assembled a large plot of land bordering on Upper New York Harbor where he constructed an oil refinery known as Bush & Denslow Manufacturing Co. Around the middle of the 1880's, Irving's father sold this Brooklyn waterfront oil refinery to Standard Oil and retired.    Upon Rufus' accidental death in 1890, the Bush estate was valued at an estimated $2,000,000 (approximately $48,822,000 in 2008 dollars). At the age of twenty-one, Irving (and at that time a clerk for Standard Oil) could have immediately retired from business and lived off his inheritance, but the family heirs quickly incorporated the estate under the name "The Bush Company".    Irving became impressed with the growing congestion of business and traffic in the Port of New York, and applied himself to an urgent solution. In 1895, using this inheritance, he established several warehouses. This in turn led to his subsequent conception and construction of "Bush Terminal", a consolidated shipping and freight terminal, which integrated large covered piers (each accommodating several large ships at once), warehousing, storage, a freight railroad and eventually motor freight (trucking).     It took 25 years, but upon completion; this consolidated freight terminal was such a resounding success, that Bush Terminal was recognized by many architectural and engineering studies as the "model" freight terminal for many years to come. Also as a result of his success, Irving Bush wrote many articles which were published in many well recognized business periodicals. Personal Life    Irving's first marriage was to Ms. Belle Barlow on February 2, 1891, with whom he had two daughters, Beatrice born on October 10, 1895 and Eleanor, born September 20, 1898 (and of whom the two tugboats were named after).    Upon divorcing Belle some years later, Irving subsequently married Maud (sometimes spelled Maude) Beard on April 20, 1907. A son was borne of this marriage and of whom was named Rufus who was born on April 24, 1908.    For currently unknown reasons (but after reading the next few sentences one could easily jump to a logical conclusion), Irving secured a divorce from his second wife Maud in Reno, Nevada in 1930.

Irving T. Bush 1869 - 1948 Library of Congress photo

.    Within an hour of this divorce, Irving married Ms. Marian Spore, who was recognized as artist, socialite, philanthropist and surprisingly, a dentist!  Ms. Spore was also the sister of Commander James S. Spore, onetime Governor of Guam.    Irving had met Ms. Spore in the 1920's, while working on a breadline on the Bowery in New York City. Ms. Spore coincidentally, was also born in Michigan. Not surprisingly, due to Irving's prominence in New York business circles, this divorce and rapid marriage made the front page of the New York Times among other periodicals.    Marian would pass away in 1946 and upon Irving's death on October 21, 1948; Ms. Spores' niece Helen Tunison, dedicated the statue of Irving T. Bush (seen below) which is located on the facade of the Bush Terminal Building.     Fortunately, the Bush Terminal office building stands to this day and in July of 2008, both Paul Strubeck and myself visited the area and took several photographs.     Bush residences include: Irving T. Bush's 1905 townhouse at 28 East 64th Street, Manhattan; Mountain Lake Estates in Florida; and 280 Park Avenue, Manhattan.      Other than his position of President of the Bush Terminal Company and Bush Terminal Railroad, Irving was Director of The Merchants Association of New York; Congregationalist; Member American Economic Association, Holland Society, Pan-American Society of United States, Chamber of Commerce of State of New York; and member of: Press Club, Union League, New York Yacht Club, American Yacht Club, Hamilton Club, Down Town Association, Economic of New York, Automobile Club of America, Sleepy Hollow Country Club, Knollwood Country Club, National Arts, and the Country Club of Lakewood, New Jersey.

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both photos: July 2008 taken by author RETURN TO INDEX .

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Property & Facilities

  A comparison of the capacities of Bush Terminal 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:

   Joe Roborecky forwarded the following on 17 July 2010. It is an excerpt from the "Proceedings of the Fifth Annual Convention of the American Railway Engineering and Maintenance of Way Association, March 15, 16 and 17, 1904":

Proceedings of the Fifth Annual Convention of the
American Railway Engineering and Maintenance of Way Association, 1904
(corresponding map may be viewed in trackage chapter below)
added 17 July 2010

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   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":

   "The Property of the Bush Terminal Co. covers 200 acres and includes seven modern piers with an area of 1, 470, 138 square feet, 130 warehouses, 10 loft buildings for manufacturing purposes, and a terminal railroad with 25 miles of track and yard space for 2,000 cars.

   The piers owned by this company are among the longest in the port. One is 1,549 feet long, four are 1,337 feet in length, one is 1,315, and one is 1,241 feet. The last named pier is 270 feet wide, while each of the others is 150 feet in width.

   Four of the factory buildings of this company are 600 feet long and 75 feet wide, while 14 are 700 feet long and 75 feet wide. All are six stories in height and of reinforced concrete construction." 

.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
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   Following is an image from the Bush Terminal section of the New York, New Jersey Port and Harbor Development Commission Joint Report with Comprehensive Plan and Recommendations released in 1920:

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  .As reported by the July 7, 1910 article in the New York Times (seen at right), a plot of land in Manhattan was purchased for the use as a truck transfer terminal. Please keep in mind this is 1910, and there are not that many "trucks" per se on the roads, with those that did exist on this date being: chain driven, on solid tires and of limited capacity. But this "truck terminal" and the intent of construction of others as stated in the article, is a another example of the foresight exhibited by Irving Bush.  

   If there is anything I have taken note of in my research and compilation of data for the various independent freight terminals of the New York Area, Bush Terminal was the most well thought out and constructed freight terminal in the New York area (one book claims in all of the United States!) and it took advantage of the most modern technology in use at the time of it construction.

   Time and time again, in various journals, books and references to Port Terminal construction, Public Service Commission Reports, and City Construction & Planning; Bush Terminal is held out above the rest.

   In the book "City Planning - a Series of Papers Presenting the Essential Elements of a City Plan" by John Nolen, 1916; chapter XII:  "Railroads and Industrial Districts", pages 264 through 278 are dedicated almost in it's entirety to the construction techniques and layout utilized by Bush Terminal.

   Likewise in the book "Freight Terminals and Trains" by John Droege, 1912; in the "Waterfront Terminals" chapter; pages 235 through 238, contains photographs of Bush Terminal construction, building / track / elevator / loading dock layouts, pier diagrams among many other nuances of a terminal facility being constructed with efficiency in mind.

   The Bush Terminal Company had vast property holdings, in addition to the railroad. It also owned many warehouses including cold storage and cotton storage, manufacturing facilities, its own hospital as well as its own powerplant.

   As mentioned previously, there were seven piers along the waterfront to work in conjunction with the terminal. Thus from the smallest "less than car load" lighters from across the harbor, to large cargo ships from around the globe, Bush Terminal Company could handle them all and when all tallied up, Bush Terminal properties totalled well over 200 acres.

   Bush Terminal was virtually its own city, and that can to be reflected in its nickname: "Industry City". Matter of fact, so total was Bush Terminal's recognition as Industry City, this name was painted in huge letters on the facade of the loft warehouses facing Third Avenue.

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   On 24 June 2010, Joe DeMay forwarded the following image to me for location identification. This took all of five seconds!

   
 Bush Terminal - April 20, 1920
Pier 6 (left), Pier 5 (burning), Pier 4 (right)
Underwood & Underwood photo
J. DeMay collection
added 25 June 2010

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(On back of photo above)
Underwood & Underwood photo
J. DeMay collection
added 25 June 2010
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   So, with that, we now know that  Bush Terminal Pier 5 suffered a catastrophic fire in 1920.

   I located in the Library of Congress Digital Collection an aerial image of the Bush Terminal Properties dated 1958 and taken by Fairchild Aerial Survey. This image provides a good comprehensive view of the facilities just before the downtown of railroad freight traffic. Click on the image below to open the full size high resolution version. It is a huge file, so please be patient in opening. Use the back arrow on your browser to return you here.

Fairchild Aerial Survey Photo - 1958
Library of Congress - American Memory Digital Collection
Historic American Engineering Record
added 03 February 2010

Spring 1959 - "A" Yard
unknown photographer
authors collection
added 09 January 2010

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   Jay Held sent this photo, of Bush Terminal pier 1, which I have never seen before.

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50th Street - 1965
Tracks lead to "Bush 2" float bridge  can be seen in the foreground and to left of this pier.
unknown photographer
J. Held archives
added 05 May 2009

   Taking occupancy in the early 1950's and continuing through the 1960's, the Topps Company (of chewing gum and baseball card fame), produced baseball cards at Bush Terminal. Unfortunately, Topps relocated to Pennsylvania in 1965.

   A real estate group led by Harry Helmsley purchased the Bush Terminal properties in 1963. Bush Terminal railroad would file for abandonment in 1971.  The City of New York would purchase the property and contract with the New York Dock Company to operate the railroad in late 1971. The complex maintained 95 percent occupancy through the middle of the 1970s.

   Additional information during this era of operation can be read on the New York Dock page of this website.

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Trackage

   Joe Roborecky forwarded the following on 17 July 2010. It is an excerpt from the "Proceedings of the Fifth Annual Convention of the American Railway Engineering and Maintenance of Way Association, which took place March 15, 16 and 17, 1904 in the Auditiorium Hotel, in Chicago, IL.:

Proceedings of the Fifth Annual Convention of the
American Railway Engineering and Maintenance of Way Association, 1904
(corresponding summary may be viewed in property chapter above)
added 17 July 2010

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   Note that the Report of the Railroad Commissioners below, states that Bush Terminal began laying track in July 1905. This is odd as other documents show trackage was already laid by this time. Nevertheless, the report date below, states that by July 1906 Bush Terminal had laid 2.8 miles of track, almost all of which was street trackage and with overhead electric wire and was operating one electric locomotive.

   The rail laid is listed as 137 pound which is extremely heavy for that time (most was 70 pound). It is the author's understanding by reading the second report below, that this rail weight corresponds to girder or street rail (and not the typical rail so commonly found on railroads) as documented in the second report.

   The following is an excerpt from the Twenty-Fourth Annual Report of the Board of Railroad Commissioners, State of New York State, Volume II, 1907, and provides greater detail:

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   Just one year later, Bush Terminal would be operating on 3.79 miles of track with two electric locomotives, and 15 flat cars (for construction duty).

   
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   Ten years later in 1917, trackage was becoming extensive to say the least; running down no less than two main city thoroughfares with spurs running up many side streets and alleys. By this year, Bush Terminal was up to 5.72 miles of track (all inclusive) and three electric locomotives. The following is an excerpt from the Public Service Commission, First District Report of 1917:

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   By this time, trackage would extend northward from the 65th Street yard, through the Brooklyn Army Terminal and run down the middle of First Avenue. At 51st Street, tracks would reach a turnout where the west track would veer slightly west and enter the corner of the Main Yard or the east track remained on First Avenue to bypass the yard. Entering the yard, you would come to a switch and by reversing direction would take you west and to the floatbridges.

   In the yard, the track would split off into many stub tracks on both sides of two diagonal yard leads, which divided the yard neatly into thirds which can be seen in the next photo below. The westernmost leg would split off into several stub tracks that turned west to run out onto the piers and into piersheds, and other tracks would lead into buildings.

   The following image is an aerial image taken by balloon; of the Bush Terminal Railyard. In the left rear corner of the yard, one can see the four dark squares of the enginehouse bays, as well as the multiple track spurs that curve off to the right of the right most yard trackage that lead into various alleys and buildings along Second Avenue, and the large white buildings of "Industry City" in the right background of the photo, which were the original manufacturing lofts served by Bush Terminal. The piers are out of picture of the left foreground.

   Compare this photo with a similar one taken in September 1968 which is below.

Aerial Photo of Bush Terminal Railyard (looking north)
This image was taken by a tethered hot air balloon!
City Planning - A Series of Papers, 1916
by John Nolen
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Bush Terminal Railyard (looking south)
"Many railroad freight cars on tracks in Bush Terminal Company's Union Freight Depot at
48th Street between First Avenue and Second Avenue."
(This description is in error as this is the main yard looking south from 43rd Street with First Avenue on the left)
E. E. Rutter photo
Brooklyn Public Library archives

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   Joe Roborecky, BEDT engineer (retired) also located the following property and operations pictures in the Brooklyn Public Library archives. These pictures below, should give the viewer a pretty decent perspective of the vastness of these piersheds and warehouses, when you look at the length of the train inside:

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   This track would also give access to the enginehouse in the northwest corner of the yard (see photo below), or cross 43rd Street and up along a narrow street, servicing several industrial buildings. The other leg ran along the east side of the yard and stubs off this lead would turn east to cross First Avenue almost perpendicularly to run up alleys between buildings.

   Either by remaining on the First Avenue main or exiting the yard out the northeast corner on the eastern yard lead would return you to street running down First Avenue. At 41st Street, the tracks turn sharply to the east to run up to Second Avenue where the tracks take another sharp turn back north. It is at this location that the tracks actually run under the corner of an industrial building, and this is a very photographed location!

   Running north along Second Avenue, you encounter the interchange with the South Brooklyn Railway at 39th Street. Continuing north on the Second Avenue main track, several spurs split off and turn east into the central alleys of a series of 'C' shaped industrial loft buildings. The buildings had platforms running the length of the alley and once the cars were spotted in the alleys, these platforms would allow the loading of cars anywhere along the alley. Following is a diagram of the building and track layout as well as photographs:

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.. Continuing along Second Avenue, you will eventually reach 28th Street where the Second Avenue main terminated into a small yard, which was designated a train to truck / truck to train facility. This yard was the northern most point of Bush Terminal trackage.

   One of the things I admire about Bush Terminal is the unique street trackage in certain locations. To access a building alley where space was restricted, the track actually splits off the main to one side then doubles back over the main, through a diamond crossing, and then into the alley. This makes the curve into the alley more shallow, as opposed to if it would turn out into the alley directly from the main. A great deal of the Bush Terminal street trackage remains in place, and is well maintained. Most of the yard trackage on the other hand has been eliminated. 

   To examine a really accurate map of the Bush Terminal trackage, please click on the following thumbnail. It is the US Army Corp of Engineers Port Facilities Map, 1942 edition. This map was generously supplied by Tom Flagg.

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   Bush Terminal had two unique advantages when compared to the other three Brooklyn based independent or contract terminals (JSC, NYD & BEDT). The first of those two advantages gave Bush Terminal a distinct edge over the other independent contract terminals in Brooklyn, and that was their being able to interchange with Class 1 railroads by means of a freight line jointly owned by the New York, New Haven & Hartford and Long Island railroads (the Bay Ridge Branch). The second advantage will be discussed below.

   This freight line ran through the heart of Brooklyn and Queens and was known as the Bay Ridge Branch or Bay Ridge Division of the NYNH&H / LIRR and terminates at the Bay Ridge Yard at 65th Street and First Avenue. This route interconnects the Bay Ridge Yard with Sunnyside and Fresh Pond Yards in Queens (and still does to this day). At Fresh Pond Yard, an interchange existed with the New York Connecting Railroad, which utilized the Hell Gate Bridge to access the Oak Point Terminal in the Bronx as well as the rest of the mainland United States. So, in all actuality, the Bush Terminal Railroad was physically connected to the mainland US after 1916 (the year the Hell Gate bridge was completed).

   In addition to this interchange, the Bush Terminal RR could also interchange with the South Brooklyn Railway at the South Brooklyn Railway Yard located at 39th Street on Second Avenue. The following schematic shows the connections and interchanges of the Bush Terminal RR to the other railroads in Brooklyn at the time. Please keep in mind, is it not to scale, and is a composite of the various railroads and industries that operated throughout the twentieth century, even though some of the businesses may not have existed all at the same time.

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   Bush Terminal was capable of handling oversize loads as well. The following image, while underexposed, shows a tall movable crane. In the image below, to the left and at the bottom of the steel legs, the Bush Terminal rail-crane can be seen in black (in a 1966 photo in non-revenue chapter below, it is beige).

   The Pennsylvania Railroad gondola is carrying large blowers of the forced air / ventilation type.

Spring 1959 - "B Yard" crane
unknown photographer
authors collection
added 01 June 2009

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   Now, after about an hour or so of deliberation and discussing where the crane could be located, and upon reviewing 1954 and 1966 as well as modern day aerials (to try and match buildings), Joe Roborecky and myself could not successfully determine the location. So Joe contacted Fred Breimann and within a minute, Fred informed us matter-of-factly that the tall crane was located in the "B Yard".

   So, Joe & I pan over to the location, and upon looking at a 1954 aerial image on historicaerials.com, the shanty and the shadow of the crane can be discerned. But the image is so grainy, I did not feel it worth of posting here. The "B Yard" was bound by 46 and 47th Streets and First and Second Avenues with the crane located at the east (Second Avenue) end of the yard. This crane was mounted on a set of rails and movable:

   This movable crane would be removed by 1966 and a structure the length of 47th Street built upon the block.

   The "A" Yard (main yard) would also receive oversized loads. My father, was present at Bush Terminal one day when this oversize load was being unloaded.

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both photos: September 1968 S. Goldstein authors collection

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   He was told these girders were to be used in the construction of the Verrazano Narrows Bridge, but the date on the restriction card  is 1968, four years after the bridge actually opened. They might have been used for a new arterial highway approach for the Verrazano, but not for the bridge itself.

   After the load was removed, the riggers gave my father one of the excessive dimension cards, which I found going through his collection after my father passed in October 2009. The restriction cards were affixed to the three 50' flat cars, and can be seen in the left photo above just below the end of the girder:

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   Bush Terminal customers also had expedient unloading methods as well. Here is a portable conveyor for unloading dry bulk (corn, grain, flour, coal, etc.)

September 1968
S. Goldstein photo
authors collection

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   The following images is of a yard office located under the main pedestrian bridge (not at the foot of the float bridges as originally stated):
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Bush Terminal Railyard (from pedestrian bridge) - 1958
S. Meyers photo
D. Keller archives
added 04 Sept 2009

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   Here is a photo of the Bush Terminal Yard taken in September 1968 from almost the exact same place on the pedestrian bridge, by my father Stan Goldstein. This photo like the one above, shows one of the two twin diagonal yard leads from a lower perspective than the 1916 balloon aerial above. Notice the yard is quite full. How unfortunate that Bush Terminal would file for bankruptcy only two years later.

Bush Terminal Railyard (from pedestrian bridge) - 1968
S. Goldstein photo
authors collection

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Employees

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Fred Breimann

   If you have not already reached your own conclusion, a good deal of information on this page pertaining to everyday operations at Bush Terminal (both before and after New York Dock), comes from Fred Breimann, who began his tenure at Bush Terminal in March 1947 working in the warehouses.

   On December 17, 1972, Fred was hired by New York Dock to protect locomotives placed on a carfloat in the Erie Basin and moored to Revere Sugar pier. The locomotives were being transferred to Bush Terminal but severe weather intervened, and they were tied up here until the weather passed. Fred was assigned to look after the locomotives until they could be offloaded at Bush Terminal. This was his first "days pay" from New York Dock.

   Fred's father was also a railroad man: he was a passenger conductor out of Grand Central Terminal North (Putnam Division?) on the New York Central RR, before coming to work at Bush Terminal in 1941 as a trainman and later, a yardmaster.

  It is quite obvious that Fred is quite is instrumental to us for recalling Bush Terminal history as well as locomotive usage.

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Float bridges

Bush Terminal as originally constructed, was equipped with a single float bridge. This float bridge was of wooden Howe Truss design, common to that era.    Thanks to research by Tom Flagg, previously published in Transfer Issue #37; this float bridge was located at the end of Bush Terminal Pier 6 and this float bridge was at this location from circa 1900 through 1912.      This is an unusual location, as to current knowledge every other float bridge in use around New York Harbor was mounted along the bulkhead.    An aerial photo (taken tethered hot air balloon and seen at right). Pier 6 - ca. 1900 - 1912 American Railway Engineers Association, 1904, Vol. 5 courtesy of T. Flagg added 12 Nov 2009

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Pier 6 - 1911 - looking east "Oestricher" courtesy of T. Flagg with notations by author added 12 Nov 2009

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   Around 1912, when the present location of the current float bridges was selected at the foot of 50th Street, and those float bridges constructed, Pier 6 would be reconstructed into a closed piershed with internal trackage, but without a float bridge:

1912 - 1971
Pier 6 as reconstructed without float bridge
U.S. Engineers Office, NY District - 1942
authors collection
added 12 Nov 2009

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   The "new" location for the two float bridges which were constructed at the foot of 50th Street. They were positioned side by side with approximately 50 feet of space between them:

1912 - present
U.S. Engineers Office, NY District - 1942
authors collection
added 12 Nov 2009

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   According to Tom's research, these two float bridges were originally wooden Howe Truss type as well. By referencing the photograph below in the Marine chapter (showing the sunken carfloat and of which is dated April 21, 1961); we can see that the "dockworker" is standing next to the winch mechanism, which is mounted to some tall reinforced timbers. This is undoubtably a Howe Truss float bridge.

   While it is clear that the Howe Trusses were in service in 1930 (by referencing the Fairchild Aerial Survey photo), it is remarkable that they were still in service as late as 1961.

   This is a rather significant fact (at least to the author), as New York Dock, Brooklyn Eastern District Terminal and even the Jay Street Terminal had already been utilizing steel float bridges of pony truss and pony plate girder design.

   According to Fred Breimann, he recalls that when it was required to "tighten" the Howe Truss float bridges, a crane would be situated at the bulkhead with the boom out and over the pontoon end of the float bridge. Cables would be affixed to the outer end of float bridge, and the crane would raise the float bridge slightly. Workers would then tighten the nuts on the vertical rods going through the tops of the wood trusses.

   According to Tom Flagg, the Howe Truss design worked with compression, tension and torsion. By tightening the nuts, this would both compress and apply tension on the trusses as well as reduce any torsional stresses incurred upon the float bridge during rail operations and thereby keep the float bridge weight capacity up to specification.

   By 1963 however (as shown in a few photos below), the Howe Truss float bridges at Bush Terminal had already been replaced with steel pony plate girder float bridges and of which can be viewed in quite a few of the photos. Tom Flagg submits this info which was previous published in the RMIG Transfer #37. At least one of these float bridges was recycled from elsewhere according to Tom Costello a Bush Terminal / New York Dock employee Tom Flagg interviewed in 1975.

   The float bridges, by the way, are referred to as "Bush 1" (the southern bridge) and "Bush 2" (the northern bridge).

   Upon New York Dock's takeover of Bush Terminal properties in 1972, there would be significant changes to the float bridges, so I ask you refer to that page on this website for the histories and current images of the float bridges during that era of operations: New York Dock.

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A Freight Terminal with Passenger Service!

   The second of those two unique differences, is that Bush Terminal also incorporated passenger service into their operations. As I am primarily interested in industrial / terminal freight operations, I normally do not concern myself with the local history of streetcar / passenger operations, but the following information is directly related to this company, is of railroad interest and worth mentioning.

   As the Bush Terminal Company's facilities were of such large proportions, the Bush Terminal Railroad organized it's own passenger line. At first, the passenger line was serviced by two 0-4-4 steam locomotives purchased used from the New York Elevated RR. It is unknown at this time how many passenger coaches Bush Terminal utilized, but here is a picture of at least one.

unknown date - unknown location
unknown photographer
Brooklyn Public Library archives

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   According to the reverse of this postcard, this is a Bush Terminal passenger car as well. Unfortunately, no markings are discernible. According to Steve Meyers however; the car in the postcard image is car #142 of the Manhattan Railway (IRT elevated division). This car would be later renumbered 1219. It was built in 1902 by American Car Foundry as a sample (demonstrator?) open trailer. After some minor modifications a small fleet was ordered. It would originally be used on steam trains, but would end up in service on the Third Avenue elevated line.

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J. M. Barnes Southridge, Mass - No date
EKC Real Photo Post Card

  Returning to Bush Terminal, their passenger service would in turn become a trolley line, of which Bush Terminal owned and operated its own trolleys. All were apparently numbered #1.

   To date, I have been able to determine that there were three #1's. The first one was apparently built new by J. G. Brill for Bush Terminal. The second #1 was built by St. Louis Car Co. and the third unit, however, there is conflicting information on builder and previous owner. I have listed both sets of information under the photo. Anyone who has further information, is invited to contact me. The second and third units were purchased used.

   Bush Terminal operated the trolley on the half hour from Second Avenue and 28th Street to First Avenue and 63rd Street with stops at 28th, 36th, 48th, 53rd and 63rd Streets. The fare was 2 cents, and according to the Public Service Commission Summary of Annual Reports, First District, the total amount of fare received for 1919 was $113.60 (5680 fares). Eventually, this passenger service would be discontinued in 1934.

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Bush Terminal #1 (first)

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Freight Locomotive Overview

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Steam Locomotives

     Bush Terminal would come to own a rather modest fleet of locomotives over their history. In its earliest days, it employed the use of steam locomotives, as well a few overhead electric. It is believed the electric locomotives were used for street running (taking advantage of the trolley wires) and to access the northern parts of the properties, as well as for the interchange with South Brooklyn Railway, which was also electrified. This however has not been definitively confirmed.

    Bush Terminal purchased the first two locomotives used. Both were 0-4-4T and formerly of New York Elevated / Manhattan Railway service. At this time, it does not appear that Bush Terminal saw it fit to number either of these locomotives. Fortunately, a single image of one of these 0-4-4T locos is known to exist and resides in the Brooklyn Public Library. I was fortunate enough to acquire a copy slide from the W. J. Madden archives:

no number 0-4-4T with Bush Docks coach #101 - ca. 1905
unknown photographer
W. J. Madden archives
authors collection

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   After those two, all other steam locomotives, and the two steeplecab overhead electric locomotives, appear to have be purchased new.

   Numbering of the steam locomotives ran as high as #16, with #9 and #10 electric locomotives interspersed  in the numbering sequence as they were acquired. All other electric locomotives (#20, #23, #26) are numbered in the "20's" and did not coincide with the numbering of the steam locomotives.

   Upon the passage of the Kaufman Act, which in effect eliminated the use of steam locomotives within city limits; those railroads operating with the city confines had to turn to alternate methods of motive power. This coincided with Ingersoll - Rand's development of an internal combustion boxcab locomotive. You can read more about the Kaufman Act on the main page of this website: Kaufman Act.

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#5, #6 and others on the dead line - unknown date - Bush Terminal, Brooklyn, NY
G. Collora archives
authors collection
added 09 March 2011
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Electric Locomotives

 The history on some of the overhead electric locomotives that were employed by Bush Terminal is is clear; yet on others, it is spotty at best.

 Originally, it was thought that only three electric locomotives were purchased, but now appears a fourth one existed, with a possibility of a  fifth.

  While we had photographic proof that #9, #10 and #23 operated for Bush, that was the extent of our knowledge. That is until this author was sorting through the collection of railroad books my father left to me upon his passing. I happen across a rather well used catalog "Industrial Haulage" from General Electric, dated November 1920. (Bulletin 44251 Class 410).

   On page 33, in the "Docks & Warehouses" chapter I happen across a small image of #23. A pleasant surprise, but no revelation. I turn the page and there are two more Bush Terminal electrics. #20 at the top center and a smaller image at bottom left on an unnumbered steeple cab. Wait a minute... #20? What #20?? I don't have any record for a #20...

   I look at the image, and it while it appears airbrushed, the numberboard on the headlight and the number on the body clearly say No. 20. A close examination of the locomotive makes it out to be almost identical to #9: oval opera windows at the top of the cab, a door in the middle of two cab windows, but in a different livery. Also the grab irons at the front and rear of the #20 do not have posts, but #9 does. Clearly a different locomotive. The caption under the image states "50-Ton Trolley Type Locomotive for Switching Service. Bush Terminal, New York City."

   This "find" triggers a memory: a few years before, I remember being contacted by Dave Keller, who sent me an image of a boxy steeple cab electric locomotive missing it's trolley pole. The location given is Passaic Junction and the date April 20, 1944. But according to Dave, the envelope is marked Bush Terminal #26. Information comes from and email I received from Bill Wall on 27 March 2011:

"The engine shown is actually ex-Connecticut Company #1053, Baldwin Westinghouse construction #38834, built in 1913 and used in Waterbury until 1937. It was then resold to a dealer and wound up at Fort Hancock in NJ and used there until 1943/44. It was then sold to Transit Equipment Company of Passiac, NJ, who in turn resold it to the Kansas City Kaw Valley RR, where it was scrapped in 1956.

The above information comes from the book "Interurban Electric Locomotives from Baldwin-Westingohouse" by James A. Strapac, published in 2001.

Looks like the photo was mislabeled and someone guessed it was from Bush Terminal. If you look on your Military Web Site, you will find the same locomotive. Also, it was standard gauge."

As such, #26 has been removed from the roster. However, Bill dropped a more significant "bombshell":

Finally, the electrics of Bush Terminal were renumbered at one point. I believe #9 became #20 (with a few modifications since it was built), #10 became #22 and #23 stayed as is. You can find some of this in the companion book to the above, "Interurban Electric Locomotives by General Electric" by James A. Strapac.

I must say, I enjoy your sites, having grown up by the Bush Terminal.

Bill Wall

So, with this, the roster below has been amended to show this information as well. As I replied to Bill, I wonder if there was a #21...

General Electric / Ingersoll Rand 59 Ton

   Eventually, like almost every other railroad, Bush Terminal would phase out usage of their steam and electric locomotive fleet. By 1932, a fleet of seven brand new General Electric / Ingersoll Rand 59 ton diesel electric locomotives were purchased (some resources state 55 ton); and thus completely making Bush Terminal an all diesel operation, this year.

   These locomotives were somewhat unique in their design for a switching locomotive, as they were not center cabs nor were they end cabs. The cabs were offset from the short end by one third of the length of the chassis, and approximately two thirds length of the chassis from the other end. The cab access ladder was almost in the middle of the chassis on the firemans side and on the rear on the engineers side. Both hoods on either side of the cab were of equal height.

   These locomotives are unique and therefore easily recognized by their boxy shape and external exhaust mufflers mounted on top of the long hood.

   The General Electric / Ingersoll Rand 59 tonners would be equipped with duplicate controls and could be operated from either the engineers side or firemans side of the cab. According to Diesel Spotters Guide, by J. Pinkepank; the seven GE / IR 59 ton locomotives purchased by Bush Terminal were the only ones built to this design. The Diesel Spotters Guide also states that "these 60-ton hood-type switchers were the successors to the consortium-design 60-ton boxcab of 1924 using essentially the same machinery" and, "these were the first all welded diesel contruction car body & trucks".

   According to Fred Breimann, some of these Ingersoll Rand locomotives transferred to New York Dock operation at Bush Terminal Yard. It appears that some locomotives would be stored while others would be used. Please refer to New York Dock webpage for this information.

   While these Ingersoll Rands would serve Bush Terminal for four decades and then briefly for New York Dock; all seven would unfortunately be scrapped. While is it depressing to see or know of any locomotive or locomotive class getting scrapped; the scrapping of these seven locomotives was truly a loss, as no other locomotives of this type were built other than these seven. Considering the fact these locomotives were built in 1931 and operated right up until 1974 (a total of 43 years), and to the best of our knowledge served that time frame without rebuilding. This without a doubt, denotes a successful switching locomotive design.

   The original paint scheme as delivered was all black (possibly very dark green) with a large locomotive number on the ends above the grills. The side of the cab was simply marked No. 1 (or No. 2 etc) over the name Bush Terminal.

   On an as yet undetermined date, the locomotive paint scheme would evolve to a dark green body, and made a little more elaborate with the addition of a "dual" (bold over fine) stripe along the body sides. On the short nose of the locomotive, the bold / narrow stripe would form a "V" ending at the platform deck. The long nose however, would have no "V" and was a simple black grill and dark green grill housing with a pale yellow numbers. Some locomotives had a pale yellow grill housing with the number of the locomotive in black above the grill.

   As far as can be ascertained from the photos, some of the locomotives would lose their dual bold / narrow stripe ca. 1969; however #5 would keep her dual stripe until May 1971. Also in 1969, the Bush Terminal logo (rails meeting in the distance within a triangle in a circle) would be applied to the cab sides.

   The General Electric 80 ton center cab locomotives, would carry different schemes from the Ingersoll - Rands.

General Electric 80 Ton "Center Cab"

   Sometime in the 1950's (actual dates uncertain), Bush Terminal would also purchase a pair of ex-military General Electric 80 ton center-cab switchers. This locomotive was of a popular design and of versatile usage.

   While from an outward appearance the 80 tonners appeared identical, there were minor cosmetic and construction differences between the two.

   Using information which identifies these differences is contained in Jay Reed's compilation "Critters, Dinky & Centercabs" published by Rio Hondo in 2000. Jay Reed has been very cooperative in assisting this author in the identification of several industrial locomotives seen on other pages within this website, and for that we are grateful.

  #88 is a Phase II-A2, while #89 is Phase II-B1. So what does this really mean? #88 had sets of three "buttonhole" vents on each of the engine access doors, while #89 did not. A short wide vented louver in front of the cab steps on Phase II-A2 models (#88) was replaced with a tall thin louver on Phase 2-B1 (#89).
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Phase I Livery
ca. early 1950's (date of locomotive acquistion) to circa 1960

   The paint scheme on the 80 tonners, upon their first arrival and subsequent first years at Bush Terminal; was a black body with a simple N^o 88 over Bush Terminal on the cab sides and the locomotive number under the headlight. Photographs of #89 in this livery have not yet been seen, so it cannot be confirmed 89 was ever in this livery. The © represents the headlight:

©    ©
88         89
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Phase II Livery
circa 1960 - 1966

   This livery gave way to three yellow stripes (of equal width) that curved down and merged at the body ends (similar to the Pennsylvania GG1 "5 stripe" or "cats whiskers" scheme, but the Bush Terminal three stripe did not curve around to the front of hoods). The entire body was painted a dark green.

  At this time, the round Bush Terminal herald was applied on the cab sides under the windows, (thereby covering the original location of the number). These two locomotives (#88 or #89) would only carry their numbers on their nose directly on either side of the headlight, with "N^o" on the left and the numeral to the right (whereas the © represents the headlight): i.e.:

N^o © 88       N^o © 89;

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  With the engine number only appearing on the ends, this would undoubtedly make identification difficult. Fortunately, we can tell the two locomotives apart from the button hole vents or lack thereof on the engine doors.

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Phase III Livery
1967 - 1971

   The "3 stripe" scheme would give way to simple all dark green body prior to 1963, (the precise date not known). The Bush Terminal herald remained on the cab sides. The locomotive number on the nose would be relocated to the left of the headlight at this time with the N^o being removed and whereas again the © represents the headlight:

88 ©       89 ©

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   In 1970, the engine number would be placed under the herald as well. This was placed between the air brake equipment compartment doors. The doors were left open, to enhance cool air circulation, but when rthis was done, the engine number was covered!

   The General Electric 80 ton center cabs went on to work for the New York Dock when that company took over the Bush Terminal property in 1972, and would continue their service until 1983.

   Rumor had it one of the two 80 ton center cabs was purchased and relocated to a tourist railroad, however Fred Breimann states both engines were scrapped at the south end of the yard.

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Non-Revenue Equipment

   While rail-marine terminal fans and previous historians of Bush Terminal knew of, documented and photographed the #101 Reacher Car, it was to this authors astonishment to learn the existance of a #100 Reacher Car.

#100 Idler / Reach Car - 50' (+/-) wood sided gondola - unknown origin
   It appears this reacher car was converted from a 50' wood sided gondola. Wood boards making up the sides are affixed to steel uprights which are riveted
   directed to the body of the car. These boards did not extend completely to the ends of the car however, with openings above where the standard end ladders
   are, but handrails made of pipe are affixed to the ends of the car. Furthermore, it appears (but cannot be confirmed) that concrete was poured on top of the
   deck making the deck appear quite thick.

   Why so few photos (only one known to date) of Reacher Car #100 is not known. This image that exists is dated July 1956, so it is not before the "modern"
   realm of railfans and photography, especially considering so many photos of other equipment and taken during this era exist.

   Furthermore, it is not known why this car was taken out of service, whether #100 and #101 saw service at the same time, or whether #101 replaced #100. Unfortunately, our retired Bush Terminal employee in residence, Fred Breimann; does not recall the #100 and cannot provide any insight to its existence.

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#101 Idler / Reach Car - 40' steel gondola - unknown origin:
   This car was originally a high side gondola car, but it is unknown from where it originally came from. This car had been modified with end ladders and
   open accessways at the ends; as well as being ballasted with rails and concrete as extra weight.
 
   Careful examination reveals that this car was an outside brace high side gondola. Several statements have been made in railfan forums that this was an
   outside brace boxcar, but this has not been substantiated.

   Furthermore, Fred Breimann (retired BT & NYD engineer) confirms this car had been modified from a high side outside brace gondola and not a
   boxcar. Joe Roborecky, using a little basic geometry; noticed that if one continued an imaginary line up from the diagonal brace to a point on an
   imaginary line that intersects with the vertical brace, the intersecting point would not be high enough to represent a truss as encountered on an outside
   brace boxcar which extended up to the roof line. Also, take note of the "fish belly" sill which runs almost the full length of the car. This long sill was
   common on gondolas but not on boxcars which generally only appeared to have sills directly under the doors.

   Lettering seen on the the car itself, reflect inside length as 40' 1". Also, the the lettering shows: "CHGO 12-57". It is left to ponder if this means the
   car was modified or built to it's reacher configuration in December 1957.
    

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no numbers - Ohio Locomotive Cranes
   A crane is identifed in the Caterpillar advertisement in the memorabilia chapter of this page. It is also seen in both a light color (silver? gray?) with the Bush
   Terminal herald, and it is seen in a dark color (believed to be black) with no identifying marks. But, examination shows this to be the same crane regardless of
   livery.

   In January 2012, John Taubeneck submitted the following information for two cranes purchased by Bush Terminal:
   Ohio Locomotive Crane c/n 2020, Model C, 15 ton capacity, 8 wheels, steam powered, 45' boom, built August 6, 1916. 
   Ohio Locomotive Crane c/n 4566, Model F, 30 ton capacity, 8 wheels, diesel powered, 50-55' boom, built December 16, 1957. This is the crane seen in most images.

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RETURN TO INDEX

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Locomotive Photo Index

    Due to the growing amount of locomotive photos on this website, I found it necessary to provide an index to provide easy access to a specific locomotive.

(click on a locomotive number to take you directly to photos of that locomotive.)

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Bush Terminal Railroad Locomotive Roster

Locomotive Footnotes:

[a]	please refer to "Critters, Dinkys & Centercabs by Jay Reed; for detailed differences between Phase II A2 and Phase II B1 bodies
[b] .	#9 became #20 (with a few modifications since it was built), #10 became #22 and #23 stayed as is. Some of this in the companion book to the above, "Interurban Electric Locomotives by General Electric" by James A. Strapac.
[c]	Originally believed to have been acquired in the 1950's. However, in the Life Magazine series of photos on the Return of  War Dead, 1947; #88 is placing US Army passenger cars from Bush Terminal carfloats in the Brooklyn Army Terminal.

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Marine Equipment Overview

   The following image is a Fairchild Aerial Survey Photo taken June 23, 1930. Trust me when I say, the image below is a thumbnail. Please click on the photo to open the full size version. Be patient, this photo is huge (and I already cropped it to "zoom in" on the important details!)

   In this photo, you can see two Bush Terminal steam tugboats (most likely the Beatrice and Eleanor) and a plethora of carfloats, lighters, stick lighters, scows as well as sea going freighters unloading at the piers. The resolution on this photo is remarkable, and you can make out the Bush Terminal signboards on the sides of the carfloats as well as the railroad names of some the lighters.

   You will also note that the northern floatbridge "Bush 2" is out of service this date, with "Bush 1" in service. It is believed to be that it is being redecked in the photo.

   Click on the photo to view a very detailed close up. Please be advised the photo is huge, and takes a few moments to open completely. (There is a link under the enlargement to return you here)

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   It is believed that Bush Terminal only had four tugboats over it's long history to service it's carfloat fleet, the steam powered Beatrice Bush and Eleanor Bush which were sister ships, the first Irving T. Bush (believed to be steam powered but unknown) and the second Irving T. Bush which was diesel powered.

   However, recent research has turned up a few more names listed to or at Bush: Valiant, Turtle, Rosebud, and John G. Worth. These names do not appear in the Johnson Marine Manual of 1920. These names were found in the Nautical Gazette: 1900-1911; on the website of Tugboat Enthusiasts Society. Whether these vessels are actually owned / operated by Bush Terminal or just moored there, remains to be revealed.

   At this time, is it unknown how many carfloats Bush Terminal owned, what type or configuration they were, or when they were in service. Carfloats with numbers as high as 44 have been recorded on film.We do know however, from the picture at the beginning of this chapter that Bush Terminal had its own barge mounted steam powered pile driver for the construction of its piers.

   We also now know from the Fairchild Aerial Survey Photo, there were both wood and steel carfloats in service, and all appear to be three track interchange type.

    Now, the following photo is one of the best I have come across depicting Brooklyn's rail-marine carfloating operations at it's finest, and I do not say that merely because my father took this picture.

   From foreground to background: Bush Terminal RR locomotive #88, Bush Terminal RR idler car #101, Bush Terminal RR carfloat #4 (moored to "Bush 2" float bridge on right), Brooklyn Eastern District Terminal carfloat #26, Brooklyn Eastern District Terminal tug "Integrity", Bush Terminal RR tug "Irving T. Bush" (background).

#88 at Bush Terminal 50th Street float bridge: "Bush 1" - September 1968 - Brooklyn, NY
BEDT "Intrepid" with BEDT Station Carfloat #26.
S. Goldstein photo
authors collection

   For those of you who noticed; yes, that is a submarine on the left.
It is the USS Ling AGSS-297. (Auxiliary Submarine).
Here is the Wikipedia link: USS Ling
(you will need to click your back arrow to return you this page)

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Bush Terminal Tugboat Roster
(please note: vessels are in order of acquisition)

Tugboat Footnotes:

The following specifications are taken from Johnson's Steam Vessels, 1920

[a] =	hull:	wood
	engine specs:
	type	Compound
	cylinders:	20" & 40"
	stroke:	28"
	i.h.p:	800
	boiler specs:
	builder:	Neafie & Levy, Phila, PA
	number:	1
	type:	single ended scotch
	diameter:	14.6'
	length:	11.3
	working pressure	150 psi

[b] =

It appears that the "40" series carfloats were all of steel hull construction, and were of a shorter 14 car: [5-4-5] three track interchange type. The 1930 aerial photo shows both standard 17 car [6-5-6] capacity and 14 car capacity carfloats marked for Bush Terminal.

Memorabilia

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