Page 4 - Surface Streetcar Line Transfers & Tickets

The Catalog of Transit Fiscal Ephemera & Exonumia from the City of the New York
(pre-MetroCard)
featuring the collections of George S. Cuhaj & Philip M. Goldstein

Page 4

Introduction

Brooklyn

Bronx

Manhattan

Queens
including Zone Checks

Staten Island

Introduction

Streetcar / Trolley “Line” Transfers

Before progressing into this chapter of surface transfers, it should be noted that:

electrically powered streetcar / trolleys running on rails were referred to as “LINES”,
whereas internal combustion powered omnibus "buses" operating on rubber tires on pavement were referred to as “ROUTES”;

e.g: streetcar line / car line; or a bus route.

Bus route transfers can be found on the next page of this website: Page 5: Continuing Ride Tickets & Transfers - Surface; Bus Routes

The purpose of transfers were used to make connections at the location of two or more intersecting streetcar lines or bus routes. Upon payment of the initial fare, you requested a transfer. Early transfers usually required an additional supplemental payment, i.e. 1 cents, on top of the initial fare of say 5 cents. In some cases, a new transfer could be purchased on a successive connection.

In some cases after the first unification on June 1, 1948; the first transfer was free on intersecting lines operated by the same company. Transfer to another companies car line usually required another small payment.

Some varieties, like the Smith Patent were divided into three parts, the center section containing the route it was initially issued upon, and the date issued. This center section also contained 12 boxes marked 1 through 12 (to denoted the hour) and a box marked for AM or PM which would covered a 24 hour period on the bottom.

The two end pieces (left side and right side) were used for second and even a third connection. These transfers were only issued upon payment of a supplementary fare on top of the initial fare.

Some varieties of ticket omitted the side stubs, had boxes for 4 to 12, a box for PM and a single box to denote 1 - 4 AM. This was because a lot of streetcar lines ceased operating in the wee hours of the morning.

A paying passenger paid the conductor / operator on the streetcar one initially boarded for your initial fare and the supplemental fare, and he punched the ticket with a ticket punch (as the conductors would for cash fare tickets on regular trains) and the conductor would give to you the transfer. Upon alighting at your next segment and boarding that car, you presented the transfer ticket to the conductor. He removed one of the end stubs. If you needed to ride on the third segment, you repeated this process at which time you were only left with the center section of the original transfer.

Before the first unification, there were two transfer formats: horizontal or vertical, and many different designs: Stedman Patent, Pope Patent, Smith and Moran among several others. It can even be observed that these designs evolved. The Pope Patent for example, is known in two types.

One of the more historically important of surface transfers, is the Stedman Transfer dating from 1900-1910. It was patented by John Harry Stedman of Rochester, NY. It featured a clock in grid form in 15 minute intervals, and 31 days and 12 months. With this type of transfer, a conductor did not have to carry a new date of transfer each day and the company could save on costs as one transfer would be good all year. The only discerning mark to differentiate it from other transfers was the Run Number.

In actuality, this was the second design of Stedman Transfer. Predating this version, was one with several different faces of people patented in 1892. The conductor punched the face that most closely resembled that of the paying passenger to prevent reuse by someone other than the paying passenger.

For the record, we have yet to witness this design having been issued for any transportation company in the City of New York or other boroughs.

This design did not go over too well for several reasons. First, there were too many varieties of people. Second, mostly everyone dressed the same, sported similar styles of beards, etc. Third, there was a lot of discontent amongst the passengers whom complained, "I beg your pardon, but sir, I do not look that way!"

John Harry Stedman also came to be famous for the pipe cleaner. Yes, that pipe cleaner; the fuzzy wire things most of us used in elementary school to make art. Originally they were all white, and when invented, they were made to clean tobacco pipes, not art projects.

Returning to the transfers issued and used in New York City; the next generation of transfers came about sometime in the late 1930's (1938?). These were vertical format, similar to the streetcar transfers of same age, easy to read in a sans-serif typeface; but instead of an hourly listing, these have simple AM and PM at the bottom. The PM is on a perforated tear off tab at the bottom. If the transfer was issued in the morning, the PM stub was torn off, making the transfer valid for us only in the morning hours.

However, there were many types of transfers and are seen with the following legends:

Cash Fare Receipt, Identification Ticket, Feeder, Free, Continuing Ride, Special, Special (A), Special (AA), Special (AB), Special (B), Special (C), Special (D)

Cash Fare Receipt and Free seems obvious enough; but definitions and issuance and usage criteria for the array of specials is not known at this time. Obviously, with this assortment of types makes for very extensive collecting, with usage category, date, route and direction combinations.

Located in the "Report of the Public Service Commission for the First District of the State of New York" (which covers the City of New York, including Brooklyn), ending December 31, 1914; Vol 1, Pages 485 - 534; the following explanations were found. This document also shows the applicable points of transfers between lines, and is sorted by operator. The entire section is quite lengthy (49 pages), so I have included a link to the original document above.

If the passenger first boards a branch or secondary line and needs to transfer to a main or trunk line, they would pay the conductor the 5 cent fare and 1 cent additional for the transfer and would be issued a "Feeder Ticket"; (i.e: the branch line is feeding the trunk line.)
Vice versa: if the passenger boards a trunk line first and needs to transfer to the secondary line, this would be a continuing ride ticket. Some connections were free, others 1 cent.
Where a passenger needed to make a second connection from one trunk line to another trunk line that by nature did not intersect with one another, they would be issued a Special Transfer. In these cases a continued ride or another Special could be purchased on that trolley.

When the passenger boarded that next trolley and still desired to go further to yet another line, they could purchase yet another transfer for 1 cent for their third ride. But in no circumstances would a transfer be issued on a transfer. Each leg needed to paid for, until either the line ended at a terminal or the transfer specified a "Final Ride".

In short, this nomenclature specifies what kind of transfer should be issued under the circumstances at that moment and intersection, from what type of line they were coming from and what type of line they were getting on. This was all for accounting purposes.

Keep in mind, while one transfer may not have been used in one direction or at one terminal, but may have been needed in the opposite direction or other terminal.

So yes, a conductor would be required to have on hand each and every type of transfer they needed along their assigned route.

Also, the colors of the transfers help denote their usage to conductors and operators. By reading the individual transfers one by one; there was salmon, red, green, purple, brown and white. While in the present we have come to accept a piece of white paper as being bright and true white, it appears "white" when used in description on the transfer, was actually we are calling buff or natural undyed paper.. True white bleached paper, as far as known; was not used for NYCTA tickets until 1974 with the Half Fare Sunday issues.

This can be confusing as well, because of age and the fading process over the seventy plus years since the transfers were first printed.

It was thought the buff faded to varying degrees, but again by reading the notations on the transfers, it is learned there is a brown transfer. So, those darkish "buffs", are actually browns.

Compounding the proper identification of transfers by color can also be troublesome for the green issues as well. The green has a very nasty habit of fading to a buff appearance. Many an issue I thought was buff, was actually green (upon finding a darker green issue and the stock number and the revision date to matching up exactly to one already recorded in my collection and then reexamining the one in my collection more closely). Careful examination of the edges, around the staple holes, and the backs, is a must in attempting to identify a faded green issue from a buff. As such, I have attempted to ascertain better green issues as I encounter them when they match faded examples and these are updated according on this page. That should help a little bit in most cases for the other transfer collectors out there. But if a collector notices where I present a transfer as buff, and their transfer matches in every way and is green, please feel free to contact me with a quick photo or scan so I can confirm and amend.

Furthermore, the corresponding colors were not always were carried over to the later Board of Transportation - NYCTS issues. As they simplified issues with the color noting the direction of travel green in one direction / buff in the other; with salmon or red issues noting a special transfer and did away with the brown, purple issues.

Orientation of the transfers: it appears these streetcar line transfers were standardized under this generic design in Brooklyn first; as even in the 1940's, the streetcar transfers were still horizontal and remained of the older style appearance for route in the Bronx and Manhattan.

Note, that even after the first unification, streetcar transfers still carried an identifying subdivision: Brooklyn & Queens Transit, BMT Division Surface Lines, NYRT Corp, NYCTS, S. B. R’y, etc.

This style of transfer was also gradually adopted for bus routes as well; and spread throughout the 5 boroughs. It remained in use by the New York City Transit Authority until September 12, 1982.

Transfer Fares

A brief synopsis of the costs of transfers is as follows: surface line transfers from inception was 1 cent. Both the Brooklyn Rapid Transit and the New York Railway Co. raised the cost of a transfer to 2 cents on August 1, 1919 and surface companies in Queens are not mentioned.

On September 1, 1936, a free transfer policy was instituted on almost all surface lines operating in the Bronx.

On July 1, 1948 (the First Unification), the issuance of transfers were limited to just a single free connecting ride:

In 1958, the Fifth Avenue Coach Lines (Surface Transportation Corp) raised their cost of a transfer to 3 cents on top of a 15 cent fare, then to 5 cents for a transfer on June 10, 1961; and on February 2, 1962, eliminated transfers completely.

In cases of early transfers where no years is listed, I am attempting to discern the year of issue by cross referencing the name of the issuing company, with the years the day noted fell on that particular date.

It is no doubt, a confusing system to surface transit passengers today, not having been witness to the experience the system in actual use; and even those of us old enough to remember paper transfers, we are of the generation where only one free transfer was issued.

The following map, was published the Electric Railroads Association in April 1950. The ERA is a non-profit educational organization consisting of people interested in the history and progress of electric railways, and many of the New York City Transit Ephemera collectors have memberships in this group.

The map reflects the surface transit network of Streetcars in Brooklyn, NY as of April 1950. While the map itself is not a "collectible" in regards to transit fare ephemera, it does reflect the vast amount of connections and likewise, the surface transfers that were issued to continue a ride from one line to another; in a single borough of New York City.

You may click on the map for a large format file for in depth reference (use your back arrow to return you here).

Brooklyn Heights Railroad


Greene & Gates Avenues Line - ca. 1892 Stedman Time Limit, Pat. August 23, 1892 - Type 2


Gates Avenue & Broadway to Ridgewood & Manhattan - post 1893 June 28 or 29 PM Stedman Time Limit, Pat. August 23, 1892 - Type 3
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Tompkins Avenue Line - April 8, 1901 Hamilton Bank Note 2" x 5 1/16"		Metropolitan Avenue Line - March 19, 1902 Hamilton Bank Note 2" x 5 1/16"

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Nassau Electric Railroad

Stedman Time-Limit - Pat August 23, 1892

issues above $22.50 - $25.00, with 10% premium for special dates, 50% premium for transfers issued on last day of service on that route.

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Popes Patent transfers are unusual as they do not appear to have been widely used throughout the system. The older style transfers above, and the standardized transfers below are much more plentiful and easily obtained. It is also not known why Pope's Patent Tickets are seen with dates carried by the older style as well as the standardized design. It is possible the Pope's Patent slowly replaced the older style as needed.

It is also not known why the Pope's Patent appear to be more scarce. Possible reasons may be short tenured company, non-renewal of contract, or unfavorable design. There was also a patent infringement case in 1912 involving Pope and the Cincinnati Railway, in which the design elements of the Cincinnati Railway ticket was infringing upon the design Pope time limit ticket, even though Cincinnati was the plaintiff and Pope was the defendant.

So this may have precipitated a complete change of design as well.

Pope's Patent Tickets denote by the hour and require punching. This may have something to do with their demise as about the last dates seen are about the time conductor's positions were eliminated on streetcars.

Pope Patent Tickets are also wider than their counterparts, being 2 3/8" wide as opposed to 2"

		intentionally left blank
Ralph Avenue two sided, early type Brooklyn, Queens County & Suburban RR 2 5/8" x 6 1/8"			Putnam Avenue two sided, early type Brooklyn Heights Railroad 2 1/2" x 3 5/8" w/ 5/16" selvage


Special Ticket Bergen Street B&QT Corp. (Brooklyn Queens Transit)	Feeder Ticket Bergen Street B&QT Corp. (Brooklyn Queens Transit)	Conductors Special Ticket Church Avenue	Continuing Trip Ticket Graham Avenue B&QT Corp. (Brooklyn Queens Transit)	Conductor's Feeder Ticket Greene & Gates Aves. 2 1/2" x 5" without selvage


Continuing Trip Ticket Hamilton Avenue Line B&QT Corp. (Brooklyn Queens Transit)	Continuing Trip Ticket Meeker - Marcy Avenues Line B&QT Corp. (Brooklyn Queens Transit)	Special Transfer (D) Ticket Meeker - Marcy Avenues Line B&QT Corp. (Brooklyn Queens Transit)	Continuing Trip Ticket Nassau Avenue Line B&QT Corp. (Brooklyn Queens Transit)	Transfer Norton's Point Line S. B. R'y Co. (South Brooklyn Railway)
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			intentionally left blank	intentionally left blank
Special Transfer Gravesend - Church Line So. B. Ry. Co. (South Brooklyn Railway) 2 1/4" x 4 5/8" without selvage	Conductor's Feeder Ticket Seventh Avenue Line 2 3/8" x 5 1/2" without selvage	Feeder Ticket Smith Street Line B&QT Corp. (Brooklyn Queens Transit) 2 3/8" x 5 1/2" without selvage

				intentionally left blank
Special Ticket Tompkins Avenue Line B&QT Corp. (Brooklyn Queens Transit) 2 3/8" x 5 1/8" with partial selvage	Special Transfer (AB) Tompkins Avenue Line B&QT Corp. (Brooklyn Queens Transit) 2 1/4" x 5 3/16" with selvage	Special Transfer Tompkins Avenue Line B&QT Corp. (Brooklyn Queens Transit) 2 3/8" x 6 1/16" with partial selvage	Special Transfer Tompkins Avenue Line B&QT Corp. (Brooklyn Queens Transit) 2 5/16" x 5 1/2" to perforation

intentionally left blank	intentionally left blank	intentionally left blank
			Vanderbilt Avenue Line - A Nassau Electric RR two sided, later type 2 3/8" x 5 1/8" without selvage
for an odd and as yet undetermined reason, Pope Patent tickets are not as frequently encountered as the earlier Stedman or Smith Patent issues. scarce $17.50 - $20.00, with 10% premium for special dates, 50% premium for transfers issued on last day of service on that route.

The following transfers feature the "standardized" AM/PM design. They predate the first unification of 1940 and started to appear in the mid-1930s. This may coincide with the elimination of the conductors position aboard streetcars, and likewise; internal combustion powered buses. As these style tickets do not require punching, makes for simpler issuance by the operator / driver. The actual date of their institution is uncertain, but it is believed to be November 1, 1934; and these were printed by Globe Ticket.

After June 1, 1940, the transfers had the "union bug" (union label) added to denote that the printing contract was performed by a union shop, with said printing falling under the Printing Specialties & Paper Products Union Local 495.

Also after June 1, 1940, the issuing authority was changed from Brooklyn & Queens Transit Corporation (B & QT Corp), South Brooklyn Railway (So B Ry), et al; to the New York City Transit System (NYCTS) or Board of Transportation / New York City Transit System / BMT Division - Surface Lines.

As such, you may see what appear to be duplicates of tickets below, but in fact show the pre-unification (B & QT) and post-unification versions (NYCTS).

As the tariff rules and specifications of the issuing companies remains unknown, (it is possible the documents survive in some archive, but where remains a guess); it is one endeavor of this author (PMG) to compile and discern all the varieties of transfers issued for a particular line and at least for the borough of Brooklyn. As you can imagine, this is no small feat.

Dates listed under line name are the first day of internal combustion powered buses. Therefore the last day of trolley service is day before. Those tickets issues on that last day are so noted.

Half Fare, Special Tickets

(green) Children's Half Fare Ticket issued at Brooklyn end of Williamsburg Bridge for any streetcar line originating at that location Brooklyn & Queens Transit Corp	K-3 (buff) 7-34 Adult Fare Ticket issued at Brooklyn end of Williamsburg Bridge for any streetcar line originating at that location Brooklyn & Queens Transit Corp	K-5 (buff w/ maroon ink ) 2-45 Special Transfer Ticket - Surface Lines NYCTS

Bay Ridge Line / Bay Ridge Avenue Line May 15, 1949

C-23 (brown) J-5-41 Special Transfer Bay Ridge Avenue Line NYCTS	Special Transfer (purple) Bay Ridge Avenue Line NYCTS

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Bergen Beach Shuttle Line
August 6, 1930 (east end)
March 5, 1951 (entire line)

A-14 (green) 7-34
Special Transfer
Bergen Beach Shuttle Line
Brooklyn & Queens Transit Corp

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Bergen Street Line July 20, 1947 electric bus to July 26, 1960

E-7 (buff) F-4-38 Special Transfer (A) Brooklyn & Queens Transit Corp	E-8 (green) D-8-37 Special Transfer (B) Brooklyn & Queens Transit Corp	E-9 (salmon) D-8-37 Special Ticket Brooklyn & Queens Transit Corp	E-9 (salmon) L-12-41 Special Ticket NYCTS	E-10 (buff) F-6-36 Continuing Trip Ticket Brooklyn & Queens Transit Corp	E-13 (green) F-4-38 Special Transfer (BB) Brooklyn & Queens Transit Corp
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intentionally left blank	intentionally left blank		intentionally left blank	intentionally left blank	intentionally left blank
		(salmon) Special Ticket Brooklyn & Queens Transit Corp (different font)

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Broadway Line January 15, 1950

E-1 (buff) E-6-37 Special Transfer (A) Brooklyn & Queens Transit Corp	E-2 (green) 5-36 Special Transfer (B) Brooklyn & Queens Transit Corp	E-3 (salmon) 8-36 Feeder Ticket Brooklyn & Queens Transit Corp	E-4 (buff) F-4-38 Continuing Trip Ticket Brooklyn & Queens Transit Corp	E-4 (buff) B-7-47 Continuing Trip Ticket NYCTS
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intentionally left blank	intentionally left blank			intentionally left blank
		2-1 (buff) E12-48 Free Transfer BOT / NYCTS / BMT last day of trolley service	2-2 (green) E-12-48 Free Transfer BOT / NYCTS / BMT last day of trolley service

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Bushwick Avenue Line September 1, 1947

G-1 (salmon) 7-35 Feeder Ticket Brooklyn & Queens Transit Corp	G-2 (brown) 4-10-36 Transfer (C) Brooklyn & Queens Transit Corp	G-2 (buff) O-11-45 Transfer (C) NYCTS	G-2 (green) 7-34 Transfer (D) Brooklyn & Queens Transit Corp	G-2 (green) Transfer (D) NYCTS	G-10 (buff) F-7-38 Transfer (AB) Brooklyn & Queens Transit Corp

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need Calvary Cemetery Line
January 26, 1930

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Church Avenue Line October 31, 1956

D-9 (salmon) D-2-38 Special Ticket Brooklyn & Queens Transit Corp	D-10 (brown) Special Ticket Brooklyn & Queens Transit Corp	1-1 (buff) N-5-49 Free Transfer BOT / NYCTS / BMT	1-2 (green) D-11-46 Free Transfer BOT / NYCTS / BMT	9-1 (buff) N-7-52 Free Transfer BOT / NYCTS / BMT	9-2 (brown) N-7-52 Free Transfer BOT / NYCTS / BMT
This would be one of two last streetcar lines to operate in Brooklyn, until October 31, 1956.

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Coney Island Avenue Line November 30, 1955

B-19 (green) 2 Cent Cash Transfer (B) Coney Island Avenue Line NYCTS	(brown) 2 Cent Cash Transfer (AA) Coney Island Avenue Line NYCTS	9-3 (buff) N-7-52 Free Transfer Coney Island Avenue Line BOT / NYCTS / BMT	9-4 (buff) N-7-52 Free Transfer Coney Island Avenue Line BOT / NYCTS / BMT

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Cortelyou Road Line July 23, 1930 (to electric bus / trackless trolley)

J-11 (buff) F-4-38 Special Transfer (AB) Brooklyn & Queens Transit Corp	J-12 (green) F-4-38 Transfer (C) Brooklyn & Queens Transit Corp	J-13 (buff) 7-34 Special Transfer Brooklyn & Queens Transit Corp

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Court Street Line
July 17, 1949

C-14 (buff) B-12-35
Continuing Trip Ticket
Brooklyn & Queens Transit Corp

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Crosstown Line January 27, 1951

C-27 (buff) Continuing Trip Ticket normally backs are blank but this one had interesting notation on it that was worth showing. As a result, it is now thought that November 1934 is the date this style of transfer was released. Brooklyn & Queens Transit	F-1 (salmon) D-10-37 Feeder Ticket Brooklyn & Queens Transit Corp	F-2 (green) A-7-36 Feeder Ticket Brooklyn & Queens Transit Corp	(buff) Transfer (D) NYCTS	2-3 (buff) N-12-49 Free Transfer BOT / NYCTS / BMT

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need Cypress Hills Line
September 1, 1947

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DeKalb Avenue January 30, 1949

G-14 (buff) D-8-37 Special Transfer (A) Brooklyn & Queens Transit Corp	G-15 (green) D-1-38 Special Transfer (B) Brooklyn & Queens Transit Corp	G-16 (salmon) B-12-36 Feeder Ticket Brooklyn & Queens Transit Corp	G-16 (purple) Q-4-44 Feeder Ticket NYCTS	G-17 (buff) E-3-38 Continuing Trip Ticket Brooklyn & Queens Transit Corp

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Eighth Avenue Line May 15, 1949

C-11 (buff) 5-36 Continuing Trip Ticket Brooklyn & Queens Transit Corp	C-12 (buff) B-3-37 Special Transfer (AB) Brooklyn & Queens Transit Corp	(buff) Continuing Trip Ticket NYCTS

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Erie Basin Line March 5, 1944

B-35 (salmon) B-1-37 Feeder Ticket Brooklyn & Queens Transit Corp	B-36 (buff) E-3-38 Continuing Trip Ticket Brooklyn & Queens Transit Corp	B-36 Continuing Trip Ticket NYCTS

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Erie Basin Extension

C-31 (brown) E-3-38
Transfer (C)
Brooklyn & Queens Transit Corp

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Fifteenth Street Line
December 1, 1945

B-5 (buff) 6-38
Special Transfer (A)
Brooklyn & Queens Transit Corp

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Fifth Avenue Line February 20, 1949

C-1 (buff) B-12-36 Special Transfer (A) Brooklyn & Queens Transit Corp	C-2 (green) B-12-36 Special Transfer (B) Brooklyn & Queens Transit Corp	C-3 (salmon) B-12-36 Feeder Ticket Brooklyn & Queens Transit Corp	C-4 (buff) 10-34 Continuing Trip Ticket Brooklyn & Queens Transit Corp	C-4 (buff) Continuing Trip Ticket NYCTS	C-5 (buff) 1-36 Special Transfer (C) Brooklyn & Queens Transit Corp

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Flatbush Avenue Line (w/ branches) March 5, 1951

A-1 (salmon) 7-34 Feeder Ticket Line 1 from East 71st Street Brooklyn & Queens Transit Corp.	A-1 (salmon) B-5-37 Feeder Ticket Line 1 from East 71st Street Brooklyn & Queens Transit Corp.	A-1 (purple) Feeder Ticket Line 1 from East 71st Street NYCTS	A-2 (salmon) 7-34 Feeder Ticket Line 2 from Avenue U Brooklyn & Queens Transit Corp.	A-5 (buff) 7-34 Continuing Trip Ticket Brooklyn & Queens Transit Corp.	A-21 (green) F-7-38 Special Transfer (B) Brooklyn & Queens Transit Corp.

intentionally left blank	intentionally left blank				intentionally left blank
		6-15 (buff) B-7-48 Free Transfer BOT / NYCTS / BMT	A-5 (buff) A-5-48 Free Transfer BOT / NYCTS / BMT	6-17 (green) N-12-49 Free Transfer BOT / NYCTS / BMT last day of trolley service

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Flushing Avenue Line November 21, 1948 electric bus to July 26, 1960

G-25 (purple) Q-2-44 Feeder Ticket NYCTS	G-26 (buff) V-2-46 Continuing Trip Ticket NYCTS	G-27 (brown) Q-2-44 Feeder Ticket NYCTS	H-5 (orange) H-8-39 Feeder Ticket Brooklyn & Queens Transit Corp

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Flushing - Ridgewood Line July 17, 1949

Special Transfer NYCTS	G-22 (buff) Q-2-44 Cash Fare Receipt NYCTS	G-23 (buff) Q-2-44 Transfer (C) NYCTS	G-24 (green) Q-2-44 Special Transfer NYCTS	7-5 (buff) B-7-48 Free Transfer BOT / NYCTS / BMT	7-6 (green) A-6-48 Free Transfer BOT / NYCTS / BMT

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Franklin Avenue Line October 28, 1945

B-21 (green) B-12-36 Special Transfer (B) Franklin Avenue Line Brooklyn & Queens Transit Corp.	B-22 (salmon) G-2-39 Feeder Ticket Franklin Avenue Line Brooklyn & Queens Transit Corp.

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Fulton Street Line August 10, 1941

E-5 (salmon) G-1-39 Feeder Ticket Brooklyn & Queens Transit Corp.	E-6 (buff) E-3-36 Continuing Trip Ticket Brooklyn & Queens Transit Corp.

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need Furman Street Line
(date?)

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Graham Avenue Line December 21, 1948 electric bus to July 26, 1960

F-4 (salmon) 12-34 Special Ticket Brooklyn & Queens Transit Corp.	F-4 (purple) U-11-45 Continuing Trip Ticket NYCTS	F-5 (buff) B-12-36 Continuing Trip Ticket Brooklyn & Queens Transit Corp.

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Grand Street Line December 11, 1949

(brown) Cash Fare Receipt Brooklyn & Queens Transit Corp. ("or Junction")	H-10 (buff) E-4-38 Cash Fare Receipt Brooklyn & Queens Transit Corp.	H-11 (brown) F-4-38 Cash Fare Receipt Brooklyn & Queens Transit Corp.	H-14 (salmon) F-9-38 Feeder Ticket Brooklyn & Queens Transit Corp.	H-15 (buff) A-8-36 Special Transfer (AB) Brooklyn & Queens Transit Corp.	F-23 (brown) K-3-48 Special Transfer NYCTS
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intentionally left blank	intentionally left blank	intentionally left blank	intentionally left blank	intentionally left blank
					2-8 (green) K-7-48 Free Transfer BOT / NYCTS / BMT last day of trolley service

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Gravesend - Church Line June 1, 1949 identical service continued after this date as Church Avenue Line

D-14 (buff) F-6-38 Special Transfer South Brooklyn Railway	(buff?) Special Transfer Brooklyn & Queens Transit Corp.	(green) A-5-48 Free Transfer BOT / NYCTS / BMT	1-3 (buff) A-5-48 Free Transfer BOT / NYCTS / BMT
note the transfer specifies the Cortelyou Road electric bus - one of only seven trackless trolley routes in Brooklyn.

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Greene & Gates Avenue Line
October 5, 1941

G-6 (salmon) F-4-38
Feeder Ticket
Brooklyn & Queens Transit Corp.

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need Greenpoint Line
November 19, 1945

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Hamilton Avenue Line / Hamilton Avenue - Bay Ridge Line March 29, 1942

C-13 (brown) J-5-41 Identification Ticket NYCTS	C-15 (buff) A-7-35 Continued Trip Ticket Brooklyn & Queens Transit Corp.	C-16 (buff) A-7-35 Special Transfer Brooklyn & Queens Transit Corp.	C-17 (salmon) B-5-37 Fare Receipt Brooklyn & Queens Transit Corp.	C-25 (green) G-11-38 Special Transfer (B) Brooklyn & Queens Transit Corp.	C-27 (salmon) L-5-42 Special Transfer NYCTS

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need Hicks Street Line
(date?)

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Holy Cross Cemetery Shuttle Line April 1, 1951

A-13 (buff) 7-34 Continuing Trip Ticket Brooklyn & Queens Transit Corp.	6-18 (buff) A-5-48 Free Transfer BOT / NYCTS / BMT

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Jamaica Avenue Line November 30, 1947

E-11 (buff) F-4-38 Special Transfer (AB) Brooklyn & Queens Transit Corp.	E-14 (buff) B-12-35 Special Transfer Brooklyn & Queens Transit Corp.

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Junction Boulevard Line (also known as North Shore Line) August 24, 1949

G-11 (buff) V-2-46 Continuing Trip Ticket Brooklyn & Queens Transit Corp.	7-7 (buff) A-5-48 Free Transfer BOT / NYCTS / BMT

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Lorimer Street December 14, 1947 electric bus to July 26, 1960

F-10 (salmon) D-10-37 Feeder Ticket Brooklyn & Queens Transit Corp.	F-11 (green) D-11-37 Special Transfer (D) Brooklyn & Queens Transit Corp.	(purple) Continuing Trip Ticket NYCTS

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"MacDonald" Avenue Line
October 31, 1956

S-W 4-49
Special Free Transfer
to BMT Rapid Transit at Avenue X
toward Coney Island
MacDonald Avenue Line is misspelled - correct is McDonald
BOT / NYCTS / BMT

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McDonald - Vanderbilt Line October 31, 1956

B-5 (buff) R-4-45 Continuing Trip Ticket NYCTS	B-12 (green) A-6-36 Special Transfer (B) Brooklyn & Queens Transit Corp.	B-13 (salmon) B-2-37 Special Ticket South Brooklyn Railway / B&QT	B-13 (salmon) H-11-40 Special Ticket South Brooklyn Railway / B&QT	B-29 (buff) R-6-45 Special Ticket (AA) South Brooklyn Railway	B-31 (brown) E-3-38 Identification Ticket South Brooklyn Railway / B&QT

	intentionally left blank	intentionally left blank	intentionally left blank	intentionally left blank	intentionally left blank
B-38 (buff) F-4-38 Special Transfer South Brooklyn Railway					9-12 (green) F-1-49 Free Transfer BOT / NYCTS / BMT

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Meeker - Marcy Avenues Line April 17, 1939?

F-15 (buff) B-3-37 Special Ticket Brooklyn & Queens Transit Corp.	F-16 (brown) 7-34 Transfer (C) Brooklyn & Queens Transit Corp.	F-17 (salmon) F-6-38 Feeder Ticket Brooklyn & Queens Transit Corp.	F-19 (buff) B-12-36 Special Transfer Brooklyn & Queens Transit Corp.

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Metropolitan Avenue June 12, 1949

E-31 (salmon) F-4-38 Special Transfer Brooklyn & Queens Transit Corp.	E-32 (green) F-4-38 Identification Ticket Brooklyn & Queens Transit Corp.	E-33 (brown) F-4-38 Special Transfer Brooklyn & Queens Transit Corp.	E-34 (buff) H-3-39 Special Ticket Brooklyn & Queens Transit Corp.	G-13 (green) N-8-42 Identification Ticket NYCTS	G-13 (buff) J-10-41 Identification Ticket NYCTS

intentionally left blank	intentionally left blank			intentionally left blank	intentionally left blank
		7-8 (buff) E-12-48 Free Transfer NYCTS

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.

Myrtle - Court Line July 17, 1949

G-4 (salmon) G-11-38 Feeder Ticket Brooklyn & Queens Transit Corp.	G-9 (buff) X-5-45 Continuing Trip Ticket Brooklyn & Queens Transit Corp.	(buff) Free Transfer BOT / NYCTS / BMT last day of trolley service	(green) Free Transfer BOT / NYCTS / BMT last day of trolley service

.

.

Nassau Avenue Line
(date?)

(buff)
Continuing Trip Ticket
Brooklyn & Queens Transit Corp.

.

.

New Lots Avenue Line September 1, 1947

D-11 (buff) F-4-38 Continuing Trip Ticket Brooklyn & Queens Transit Corp.	D-20 (buff) 5-36 Special Transfer (AB) Brooklyn & Queens Transit Corp.

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.

Norton's Point Line November 7, 1948

B-26 (green) 7-34 Special Transfer South Brooklyn Railway	B-26 (purple) 7-34 Special Transfer South Brooklyn Railway	B-28 (brown) A-6-36 Special Transfer South Brooklyn Railway

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.

Norton's Point Shuttle Line allegedly ended September 26, 1935, operated June 1943

B-27 (buff) 7-35 Special Ticket South Brooklyn Railway	B-34 (buff) A-10-36 Special Transfer South Brooklyn Railway
The Nortons' Point Line is one of the most fondly remembered in Brooklyn Streetcar history. Some remnants of it still survive: cut off girders on the upper level of Stillwell Avenue Station (under the present tower), an alley that runs for several block between rows of buildings that was its private right of way and a property marker obelisk in Sea Gate.

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.

Nostrand Avenue Line April 1, 1951

A-7 (salmon) A-10-36 Feeder Ticket Brooklyn & Queens Transit Corp.	A-8 (brown) B-3-37 Transfer (C) Brooklyn & Queens Transit Corp.	A-9 (green) 7-34 Special Transfer (D) Brooklyn & Queens Transit Corp.	A-10 (buff) E-4-38 Cash Fare Receipt Brooklyn & Queens Transit Corp.	6-19 (buff) E-12-48 Free Transfer BOT / NYCTS / BMT

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.

Nostrand Avenue Shuttle Line

A-12 (buff) 5-36
Special Cash Fare Receipt
Brooklyn & Queens Transit Corp.

.

.

Ocean Avenue Line April 29, 1951

D-18 (brown) G-1-39 Special Ticket BOT / NYCTS / BMT	D-18 (buff) R-5-47 Special Ticket NYCTS	1-5 (buff) (A-5-48) Free Transfer BOT / NYCTS / BMT	1-6 (green) A-5-48 Free Transfer BOT / NYCTS / BMT	1-6? (green) Free Transfer Gravesend - Church removed BOT / NYCTS / BMT

..

.

need: Park Avenue Line
June 19, 1930

.

.

Putnam Avenue Line September 21, 1941 restored November 29, 1942 to February 5, 1950

G-5 (salmon) H-4-38 Feeder Ticket Brooklyn & Queens Transit Corp.	G-5 (purple) Z-9-46 Feeder Ticket NYCTS	G-6 (buff) 10-35 Greene & Gates Aves Line Continuing Trip Ticket Brooklyn & Queens Transit Corp.	G-6 (buff) Z-9-46 Continuing Trip Ticket NYCTS	G-7 (buff) 5-36 Special Transfer (A) Brooklyn & Queens Transit Corp.	(green) Free Transfer BOT / NYCTS / BMT last day of trolley service

.

.

Ralph Avenue Line
November 1, 1943

(buff)
Feeder Ticket
Brooklyn & Queens Transit Corp.

.

.

Ralph - Rockaway Avenues Line May 27, 1951

D-5 (buff) Special Transfer (A) Brooklyn & Queens Transit Corp.	D-6 (green) 10-34 Special Transfer (B) Brooklyn & Queens Transit Corp.	(green) Free Transfer BOT / NYCTS / BMT	1-7 (buff) S-3-50 Free Transfer BOT / NYCTS / BMT	1-8 (green) E-12-48 Free Transfer BOT / NYCTS / BMT

.

.

Richmond Hill Line April 26, 1950

G-18 (buff) F-7-38 Special Transfer (AB) Brooklyn & Queens Transit Corp.	G-19 (brown) B-1-37 Special Ticket Brooklyn & Queens Transit Corp.	7-15 (green) A-6-48 Free Transfer NYCTS

.

.

Rockaway Parkway Line
April 29, 1951

(buff)
Free Transfer
BOT / NYCTS / BMT

.

.

Sea Gate Line December 1, 1946

B-23 (buff) A-6-36 Special Transfer (A) Brooklyn & Queens Transit Corp.	B-24 Special Transfer (B) Brooklyn & Queens Transit Corp.	B-25 (purple) H-12-40 Special Transfer Brooklyn & Queens Transit Corp.	B-33 (buff) A-6-36 Special Transfer Brooklyn & Queens Transit Corp.

.

.

	Seventh Avenue Line February 11, 1951

(buff) Special Transfer (A) Brooklyn & Queens Transit Corp.	B-4 (buff) Q-2-44 Continuing Trip Ticket NYCTS	9-15 (buff) F-1-48 Free Transfer BOT / NYCTS / BMT	9-16 (salmon) A-5-48 Three Cent Cash Ticket BOT / NYCTS / BMT transfer to BMT Rapid Transit Lines at Bridge - Jay Street Station

.

.

need Sixteenth Avenue Line
January 26, 1930

.

.

Smith - Coney Island Line

B-14 (buff) B-12-36 Special Transfer (A) Smith - Coney Island Line Brooklyn & Queens Transit Corp.	B-15 (green) B-12-36 Special Transfer (B) Smith - Coney Island Line Brooklyn & Queens Transit Corp.	B-16 (salmon) B-12-36 Feeder Ticket Smith - Coney Island Line Brooklyn & Queens Transit Corp.	B-17 - (buff) B-12-36 Continuing Trip Ticket Smith - Coney Island Line Brooklyn & Queens Transit Corp.	B-18 (buff) A-5-36 Special Transfer (AA) Smith - Coney Island Line Brooklyn & Queens Transit Corp.	B-19 (green) F-4-39 Special Transfer (BB) Smith - Coney Island Line Brooklyn & Queens Transit Corp.
.
	intentionally left blank	intentionally left blank	intentionally left blank	intentionally left blank	intentionally left blank
B-32 (brown) A-6-36 Identification Ticket Smith - Coney Island Line Brooklyn & Queens Transit Corp.

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.

Smith Street Line February 11, 1951

B-16 (salmon) 7-34 Feeder Ticket Brooklyn & Queens Transit Corp.	B-17 (buff) 7-34 Continuing Trip Ticket Brooklyn & Queens Transit Corp. (this stock code duplicated with Smith-Coney Island Line above)	9-17 (buff) A-5-48 Free Transfer Brooklyn & Queens Transit Corp.	9-18 (green) K-7-49 Free Transfer BOT / NYCTS / BMT	9-18 (green) N-12-49 Free Transfer BOT / NYCTS / BMT

.

.

Station No. 1 / Station No. 2

K-1 (salmon) 1-35 Special Transfer Station No. 1 is Forth Avenue Subway at 86th Street New York Rapid Transit Corp.	K-2 (salmon) 1-35 Special Ticket Station No. 2 was the Broadway Ferry spur south of the Williamsburgh Bridge New York Rapid Transit Corp.

.

.

St. John's Place August 24, 1947 electric bus to March 24, 1959

D-24 (purple) H-12-40 Feeder Ticket Brooklyn & Queens Transit Corp.	D-25 (buff) Z-9-46 Continuing Trip Ticket NYCTS

.

.

Sumner Avenue Line July 20, 1947

D-33 (buff) Q-5-44 Feeder Ticket NYCTS	D-34 (purple) W-5-45 Feeder Ticket NYCTS

.

.

Sumner - Sackett Line
(date?)

(green)
Special Transfer (B)
Brooklyn & Queens Transit Corp.

.

.

Third Avenue Line March 1, 1942

C-18 (salmon) F-9-38 Identification Ticket Brooklyn & Queens Transit Corp.	C-21 (green) D-2-38 Special Transfer (B) Brooklyn & Queens Transit Corp.	C-22 (buff) Continuing Trip Ticket Brooklyn & Queens Transit Corp.

.

.

Tompkins Avenue Line August 24, 1947 electric bus to July 26, 1960

E-39 (salmon) H-3-39 Special Transfer Brooklyn & Queens Transit Corp.	E-40 (brown) G-1-39 Transfer (C) Brooklyn & Queens Transit Corp.	E-41 (green) D-1-36 Special Transfer (D) Brooklyn & Queens Transit Corp.	E-42 (buff) A-11-36 Transfer (C) Brooklyn & Queens Transit Corp.

.

.

Union Avenue Line December 1, 1945

F-12 (buff) 1-36 Transfer (C) Brooklyn & Queens Transit Corp.	F-13 (green) D-1-38 Transfer (D) Brooklyn & Queens Transit Corp.

.

.

Union Street Line December 1, 1935

B-9 (buff) B-12-36 Special Transfer (A) Brooklyn & Queens Transit Corp.	B-37 (salmon) B-2-37 Special Transfer Brooklyn & Queens Transit Corp.

.

.

Utica - Reid Line
March 18, 1951

A-20 (buff) D-11-37
Special Ticket
Brooklyn & Queens Transit Corp.

.

.

Vanderbilt Avenue Line
August 20, 1950

9-9 (buff) S-3-50
Free Transfer
BOT / NYCTS / BMT

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.

West End Line June 28, 1947

C-29 (green) Special Transfer (B) Brooklyn & Queens Transit Corp.	C-32 (orange) Special Ticket Brooklyn & Queens Transit Corp.	C-32 (purple) R-9-45 Special Ticket NYCTS

.

.

Wilson Avenue Line - May 27, 1951

D-2 (green) F-6-38 Special Transfer (B) Brooklyn & Queens Transit Corp.	D-3 (salmon) A-10-36 Feeder Ticket Brooklyn & Queens Transit Corp.	D-15 (purple) R-9-44 Special Transfer NYCTS	(purple) Special Transfer NYCTS	D-19 (buff) F-34-38 Continuing Trip Ticket Brooklyn & Queens Transit Corp.
.
intentionally left blank				intentionally left blank
	1-10 (buff) E-12-48 Free Transfer BOT / NYCTS / BMT	1-10? (buff) Free Transfer BOT / NYCTS / BMT last day of trolley service	1-11? (green) Free Transfer BOT / NYCTS / BMT last day of trolley service

.

.

65th Street - Bay Ridge Avenue Line May 15, 1949

C-23 (brown) B-4-37 Special Transfer Brooklyn & Queens Transit Corp.	C-24 (buff) F-4-38 Special Transfer (A) Brooklyn & Queens Transit Corp.	C-25 (green) 7-34 Special Transfer (B) Brooklyn & Queens Transit Corp.	C-30 (buff) B-5-37 Special Transfer Brooklyn & Queens Transit Corp.

.

.

need 65th Street - Fort Hamilton Line
March 1, 1942
(possibly the above 65th Street - Bay Ridge line with wrong name?)

.

.

	86th St. Line August 12, 1948

(buff) Cash Fare Receipt Brooklyn & Queens Transit Corp.	C-7 (brown) B-5-37 Special Transfer Brooklyn & Queens Transit Corp.	C-8 (brown) J-6-41 Special Transfer NYCTS	C-9 (buff) B-6-37 Special Transfer (A) Brooklyn & Queens Transit Corp.	C-10 (green) F-4-38 Special Transfer (B) Brooklyn & Queens Transit Corp.

Mostly common; issues above $2.00 to 2.50 for circulated to $3.00 with intact selvage. 25% premium for special dates, and those issued for Norton's Point, Station 1 and Station 2
50% premium for transfers issued on last day of service on that route.
Intact books are also quite common and not worth the sum of individual tickets, $15.00 - $17.50.

Consideration for complete control sets dates matching is necessary.

.
Sittner, Garner & Geery - Simplex; very unusual Thomas W. Olcott, Secretary & Treasurer 4 15/16" x 2" uncommon; issue above $7.00 - $10.00 each

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.

Bailey Avenue Line

(direction not specified) - PM hour punch - July 26, 1934 (buff)
Union Railway Co. of New York City
S. W Huff, president
Smith Patent

.

.

Boston Road

	South - hour punch, PM tab - April 12, 1914 (salmon) Union Railway Co. of New York City F. W. Whitridge, president Globe Ticket

intentionally left blank
	South - hour punch AM/PM - January 24 Third Avenue Transit Corporation no patent
.

North - hour punch PM (green) - June 10, 1932 Union Railway Co of New York City S. W Huff, president Smith Patent	South - hour punch PM (buff) - July 18, 1934 Union Railway Co of New York City S. W Huff, president Smith Patent
.
intentionally left blank
	South - hour punch PM (salmon) - November 1, 1935 Union Railway Co of New York City S. W Huff, president (no patent)

.

.

Bronx River

	South - am/pm hour punch - March 23, 1907 (orange) Union Railway Co. of New York City Edward A. Maher, president Globe Ticket

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.

Bronx & Van Cortlandt Park Line
intentionally left blank
	direction not specified (southbound) - hour punch PM (buff) - March 1, 1933 New York City Interborough Railway Co. S. W Huff, president Smith Patent
.
	intentionally left blank
North - hour punch AM (buff) - August 31, 1935 New York City Interborough Railway Co. S. W Huff, president (no patent)
.

North - hour punch AM (purple) - March 6, 1942 New York City Interborough Railway Co. S. W Huff, president (no patent)	South - hour punch PM (buff) - December 23, 1935 New York City Interborough Railway Co. S. W Huff, president (no patent)
.

North - hour punch AM/PM (buff) - November 3, 1944 Third Avenue Transit Corp S. W Huff, president (no patent)	South - hour punch AM/PM (buff) - January 5 Third Avenue Transit Corp (no patent)

.

.

Clason Point line

(direction not specified) - hour punch PM (buff) - July 25, 1934
Union Railway Co of New York City
S. W Huff, president
Smith Patent

.

.

Kingsbridge line

South - hour punch AM (buff) - January 11, 1930
Third Avenue Railway
S. W Huff, president
Smith Patent

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.

Main Line - Webster Ave & White Plains Road
	intentionally left blank
North - hour punch PM (buff) - August 14, 1934 Union Railway Co. of New York City (sans-serif) S. W Huff, president Smith Patent
.
	intentionally left blank
North - hour punch AM (green) - August 12, 1935 Union Railway Co. of New York City (serif) S. W Huff, president (no patent)
.
	intentionally left blank
North - hour punch PM (buff) - January 22, 1935 Union Railway Co. of New York City (sans-serif) S. W Huff, president Smith Patent
.

North - hour punch AM (buff) - January 18, 1936 Union Railway Co. of New York City (serif) S. W Huff, president (no patent)	South - hour punch AM (pink) Union Railway Co. of New York City S. W Huff, president (no patent)
.
	intentionally left blank
North - hour punch PM (green) - May 5, 1936 Union Railway Co. of New York City (serif) S. W Huff, president (no patent)

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.

Morris Avenue
intentionally left blank
	South - hour punch AM (buff) - July 25, 1934 Union Railway Co. of New York City S. W Huff, president Smith Patent


North - hour punch PM (buff) - June 10, 1932 Union Railway Co. of New York City S. W Huff, president Smith Patent	South - hour punch PM (pink) - June 10, 1932 Union Railway Co. of New York City S. W Huff, president Smith Patent

.

.

Morris Park Avenue

West - hour punch PM (buff) - July 29, 1934
Union Railway Co. of New York City
S. W Huff, president
Smith Patent

.

.

Ogden Avenue

North - hour punch PM (buff) - July 14, 1934 New York City Interborough Railway S. W Huff, president Smith Patent	South - hour punch PM (pink) - June 10, 1932 New York City Interborough Railway S. W Huff, president Smith Patent

	intentionally left blank
North - hour punch PM (green) - December 18, 1934 Union Railway of New York City S. W Huff, president (no patent)

.

.

St. Anns Avenue

North - hour punch PM (buff) - June 10, 1932 Union Railway of New York City S. W Huff, president Smith Patent	South - hour punch PM (pink) - June 10, 1932 Union Railway of New York City S. W Huff, president Smith Patent

.

.

Southern Boulevard

South - hour punch AM/PM (pink) - October 8, 1947
Third Avenue Transit Corp
(no patent)

.

.

Tremont Avenue
intentionally left blank
	East - hour punch PM (orange) - May 9, 1935 Union Railway of New York City S. W Huff, president (no patent)
.

West - hour punch AM (green?) - November 19, 1935 Union Railway of New York City S. W Huff, president (no patent)	West - PM (purple) - October 6, 1935 Union Railway of New York City S. W Huff, president (no patent)

.

.

University Avenue

North - hour punch PM (green) - October 7, 1935 New York City Interborough Railway S. W Huff, president Smith Patent	North - hour punch PM (pink) - October 7, 1935 New York City Interborough Railway S. W Huff, president Smith Patent

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.

Westchester Avenue
intentionally left blank
	South - hour punch AM (buff) - March 5, 1936 Union Railway of New York City S. W Huff, president (no patent)
.

North - hour punch PM (green) - December 24, 1935 Union Railway of New York City S. W Huff, president (no patent)	South - hour punch PM (buff) - December 21, 1935 Union Railway of New York City S. W Huff, president (no patent)

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.

Williamsbridge Line

North - hour punch PM (buff) - June 10, 1932 Union Railway of New York City S. W Huff, president Smith Patent	North - hour punch PM (pink) - June 10, 1932 Union Railway of New York City S. W Huff, president Smith Patent
.
intentionally left blank
	East - hour punch AM/PM (orange) - March 1, 1947 Union Railway of New York City (no patent)

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.

Willis Avenue Line

North - hour punch PM (green) - September 13, 1935 Union Railway of New York City S. W Huff, president Smith Patent	South - hour punch PM (pink) - October 2, 1935 Union Railway of New York City S. W Huff, president (no patent)

125th Street Crosstown Line

(direction not specified) - hour punch AM (buff) - April 23, 1929
Third Avenue Railway
S. W Huff, president
Smith Patent

(direction not specified) - hour punch PM (buff) - July 28, 1934
Third Avenue Railway
S. W Huff, president
Smith Patent

.
.

.

138th Street Crosstown Line

(direction not specified) - hour punch AM (buff) - Friday, February 1, 1907 Union Railway of New York City Edward A. Maher, president Globe Ticket
.

(direction not specified) - hour punch PM (buff) - July 28, 1934 Union Railway of New York City S. W Huff, president Smith Patent

.

.

149th Street Crosstown Line

(direction not specified) - May 6, 1914 (buff)
hour punch PM stub
New York City Interborough Railway
F. W. Whitridge, president

(direction not specified) - hour punch PM (buff) - July 31, 1934
New York City Interborough Railway
S. W Huff, president
Smith Patent

2 cents (direction not specified) - hour punch AM/PM (buff) - August 16, 1947
New York City Interborough Railway
(no patent)

.

.

163rd Street Crosstown Line

(direction not specified) - hour punch PM (buff) - June 7, 1941 Union Railway of New York City S. W. Huff, president Smith Patent

.

.

167th Street Line
intentionally left blank
	West - hour punch PM tab (green?) - April 9, 1913 Union Railway of New York City F. W. Whitridge, president Globe Ticket


East - hour punch PM (orange) - November 16, 1935 Union Railway of New York City S. W. Huff, president Smith Patent	West - hour punch PM (purple) - December 18, 1934 Union Railway of New York City S. W. Huff, president Smith Patent

.

.

180th Street Crosstown Line

East - hour punch PM (orange) - May 10, 1932 New York City Interborough Railway S. W. Huff, president Smith Patent - December 13, 1910	West - hour punch PM (buff) - July 23, 1934 New York City Interborough Railway S. W. Huff, president Smith Patent

	intentionally left blank
East - hour punch PM (orange) - June 7, 1941 New York City Interborough Railway S. W. Huff, president (Smith Patent copy)

.

.

207th Street Crosstown

(no direction specified) - hour punch AM (buff) - July 28, 1934 Union Railway of New York City S. W. Huff, president Smith Patent	(no direction specified) - hour punch PM (buff) - October 21, 1935 Union Railway of New York City S. W. Huff, president (no patent)

.

.

Union Railway - Conductors Check

hour punch PM (buff) - May 9, 1936
Conductors Check
S. W. Huff, president
(no patent)

.

.

Third Avenue Railway System - Emergency Ticket

East hour punch AM/PM (red) Emergency Ticket S. W. Huff, president (no patent)	North hour punch AM/PM (buff) Emergency Ticket I. Howard Lehman, Lester T. Doyle, James Hodes, trustees overstamp (no patent)

Smith Patent (and copies thereof)
mostly common; issues above $2.00 - $3.00 each, with 25% premium for special dates, 50% premium for transfers issued on last day of service on that route.

To say the Manhattan streetcar operators were prolific would be an understatement. To say their history was confusing,would be no less than the truth.

There were dozens of companies, some only consisting of one or two routes, some a vast network. As time progressed, the smaller companies would be acquired and merged into a larger corporation, then leased to another company or operation.

North–South lines

Lexington Avenue Line
Lexington-Lenox Avenue Line
Fourth and Madison Avenues Line, New York and Harlem Railroad from 1920 to 1932
Broadway Line
Sixth Avenue Line
Sixth Avenue Ferry Line, discontinued in 1919
Sixth and Amsterdam Avenues Line, discontinued in 1919
Seventh Avenue Line, crossed the Williamsburg Bridge to Brooklyn until 1919
Eighth Avenue Line, Eighth Avenue Railroad after 1919
Ninth and Amsterdam Avenues Line, Ninth Avenue Railroad after 1919
Broadway and Columbus Avenue Line
Broadway and Amsterdam Avenue Line, discontinued in 1919

Crosstown Lines

Madison Street Line, discontinued in 1919
Canal Street Crosstown Line
Spring and Delancey Streets Line, discontinued in 1931
Avenue C Line, discontinued in 1919
Bleecker Street Line, discontinued in 1917
Eighth Street Crosstown Line
14th Street Crosstown Line
17th and 18th Streets Crosstown Line, discontinued in 1913
23rd Street Crosstown Line
34th Street Crosstown Line
86th Street Crosstown Line, New York and Harlem Railroad from 1920 to 1932
116th Street Crosstown Line
145th Street Crosstown Line

Early history

The first streetcars in Manhattan were the horse cars of the New York and Harlem Railroad, which began operations on Bowery on November 26, 1832. By the end of 1865, Manhattan had eleven north–south lines on most of the major avenues, and several crosstown lines, operated by twelve companies. This number had increased to about twenty companies by 1886, with only two leases in effect at the time: the One Hundred and Twenty-fifth Street Railroad to the Third Avenue Railroad (1870) and the Bleecker Street and Fulton Ferry Railroad to the Twenty-third Street Railway (1876).

A group of Philadelphia businessmen headed by Peter A. B. Widener, Thomas Dolan, and William L. Elkins incorporated the Metropolitan Traction Company in New Jersey on February 19, 1886. This holding company immediately started acquiring the Manhattan street railways, starting by buying the Broadway and Seventh Avenue Railroad, Houston, West Street and Pavonia Ferry Railroad, and Chambers Street and Grand Street Ferry Railroad in June 1886, forming a system of three north–south and two crosstown lines. Added to this system were the South Ferry Railroad in January 1889, the Twenty-third Street Railway in March 1890, the Broadway Railway in October 1890, and the Metropolitan Cross-Town Railway in March 1891.

Metropolitan Traction Company

A new Metropolitan Traction Company of New York, with almost twice the capitalization of the old company, took over on August 4, 1892, and continued to buy street railroads: the Central Park, North and East River Railroad (minority interest) in August 1892, the Forty-second Street and Grand Street Ferry Railroad in March 1893, the Thirty-fourth Street and Eleventh Avenue Railroad in April 1893, the Columbus and Ninth Avenue Railroad and Lexington Avenue and Pavonia Ferry Railroad in May 1893, the Fulton Street Railroad in October 1895, the Twenty-eighth and Twenty-ninth Streets Crosstown Railroad in September 1896, and the Central Crosstown Railroad (which had leased the Christopher and Tenth Street Railroad in 1890) in May 1897.

The Traction Company also began leasing its subsidiaries to each other, starting with the leases to the Houston, West Street and Pavonia Ferry Railroad of the Broadway and Seventh Avenue Railroad (May 13, 1890), the Chambers Street and Grand Street Ferry Railroad (January 31, 1891), and the Twenty-third Street Railway, including its lease of the Bleecker Street and Fulton Ferry Railroad (April 25, 1893).

Two companies not owned by the Traction Company - the Sixth Avenue Railroad and Ninth Avenue Railroad - were leased to the Houston on February 1 and March 12, 1892. The minority-owned Central Park, North and East River Railroad and majority-owned Forty-second Street and Grand Street Ferry Railroad were leased to not only the Houston, but also the Metropolitan Cross-Town Railway, on October 14, 1892, and April 6, 1893. The Houston merged with the Broadway Railway and South Ferry Railroad on December 12, 1893, forming the Metropolitan Street Railway Company.

That company was merged with the Lexington Avenue and Pavonia Ferry Railroad and Metropolitan Cross-Town Railway on May 28, 1894, creating a second company with the same name, and a third Metropolitan Street Railway was formed on November 12, 1895, when it was merged with the Columbus and Ninth Avenue Railroad. The Metropolitan leased two other non-owned lines: the Eighth Avenue Railroad on November 23, 1895, and the New York and Harlem Railroad (City Line) on June 11, 1896.

On September 16, 1897, the Metropolitan Traction Company, which had acquired most of Manhattan's street railways, was dissolved, the stock being transferred to the Metropolitan Street Railway. That company signed operating agreements with the Fulton Street Railroad on February 19, 1896 and the Thirty-fourth Street Crosstown Railway (which had been formed in March 1896 by a merger of the Thirty-fourth Street and Eleventh Avenue Railroad with its lessor, the Thirty-fourth Street Railroad) on December 21, 1896, and acquired a lease on the Second Avenue Railroad on January 28, 1898.

The only remaining company was the Third Avenue Railroad, which had built up its own system through ownership and leases. Among the company's lines were two crosstown lines on 42nd Street and 125th Street, two north–south lines on Third Avenue and Broadway, the entire street railway network of the Bronx, and a number of lines in Westchester County. The great cost of electrifying its lines brought it to bankruptcy in 1900, and the Metropolitan acquired a majority of its stock in March of that year and leased it on April 13. With this acquisition, the Metropolitan had complete control of the street railways of Manhattan and the Bronx.

Interurban Street Railway Company / New York City Railway Company

The Interurban Street Railway Company was incorporated on November 25, 1901, to take over the bankrupt North Mount Vernon Street Railway. The Interurban leased the overcapitalized and water-logged Metropolitan on February 14, 1902, and the newly formed Metropolitan Securities Company acquired the stock of the Interurban, which itself took over the stock of many of the Metropolitan's subsidiaries. The Interurban's name was changed to the New York City Railway Company on February 10, 1904.

The Metropolitan leased the Central Crosstown Railroad, which it had owned - and through it the Christopher and Tenth Street Railroad - on February 8, 1904. On November 1, 1905, when the Fort George and Eleventh Avenue Railroad - controlled by the Metropolitan since its incorporation in 1898 - opened its line on 145th Street, it entered into an operating agreement with the New York City Railway.[1]

The New York City Interborough Railway began operating street railways in the Bronx and Upper Manhattan on May 31, 1906, feeding the stations of the Interborough Rapid Transit Company, which controlled it. Prior to this, in January 1906, the Interborough and Metropolitan agreed to consolidate their holdings, and the Interborough-Metropolitan Company was incorporated on January 24 and acquired a majority of the stock of the Interborough Rapid Transit Company, Metropolitan Street Railway, and Metropolitan Securities Company. The Panic of 1907 toppled the system, and on September 24, 1907, the New York City Railway entered receivership.[1][15]

After entering receivership, New York City Railway's leases and operating agreements were canceled and their properties were turned over to the receivers of the subsidiaries in 1908:

Third Avenue Railroad and its large system on January 12
Metropolitan Street Railway on August 1
Central Park, North and East River Railroad in August,[citation needed]
Twenty-eighth and Twenty-ninth Streets Crosstown Railroad on October 1,[23]
Second Avenue Railroad in 1910.[citation needed]
The Fulton Street Railroad was abandoned on June 1, 1908.[24]
The remaining Metropolitan Street Railway lines were operated by the receivers until January 1, 1912, when they were turned over to the Interborough Consolidated Corporation-controlled.

The New York Railways Company was incorporated December 30, 1911 and operated the following lines on or after 1911. The Eighth Avenue Railroad and Ninth Avenue Railroad were split in July and on October 1, and the New York and Harlem Railroad (City Line) lease was canceled on February 1, 1920.

During receivership, the process of abandoning unprofitable lines continued, as the last four storage battery lines - the Avenue C Line, Spring and Delancey Streets Line, Madison Street Line, and Sixth Avenue Ferry Line - were discontinued on September 21, 1919.

Bus routes managed by the city, soon known as Mayor John Hylan's "emergency bus lines", replaced the rail lines. The Spring and Delancey Streets Line was soon ordered resumed by the courts, and operated until 1931.

New York Railways Company entered receivership on March 20, 1919 after an application for a fare increase was denied. Operation was taken over by the New York Railways Corporation on May 1, 1925.

pre-Unification Continuing Trip Tickets / Transfers
. Metropolitan Street Railways

Fulton Street - July 18, 1896 2-3/8 x 1-3/8		34th Street - March 4, 1896 2-3/8 x 1-3/8

Chambers & Grand Street Ferry Line

	Broadway - April 30, 1892 2 1/8" x 1 5/16"

Third Avenue Railroad Co.

3 3/4" x 1 13/16"

Third Avenue Railway System - Emergency Ticket

A/M PM (buff)
Emergency Ticket
I. Howard Lehman, Lester T. Doyle, James Hodes, trustees overstamp
(no patent)

Dry Dock, East Broadway & Battery (unknown date to 1932) The Dry Dock, East Broadway and Battery Railroad Company was an operator of streetcars in New York City. Originally organized with horsedrawn cars, it was converted to electric. Its system included two routes: the Grand Street Crosstown route and the Avenue B route. The company went bankrupt and its routes were taken over by the Avenue B and East Broadway Transit Co. in 1932. Tthe Grand Street Crosstown route became the Avenue B and East Broadway Transit Co. route M8, and the Avenue B route became the NYCTA route M9).

From Grand Street Line at Third Avenue to north or south cars - August 4, ca. 1900 H. H. Vreeland, president

North and South Lines

1st Avenue Line The Second Avenue Railroad was a street railway company in Manhattan, New York City, United States. Its lines included the First Avenue Line and the Second Avenue Line. The Second Avenue Line ran from Peck Slip in Lower Manhattan to the Harlem River. It included branches to the 92nd Street Ferry along the 86th Street Crosstown Line and through 59th Street and First Avenue at the First Avenue Line. Between 1898 and 1908, it was leased by the Metropolitan Street Railway. The East Side Omnibus Corporation replaced the Second Avenue Line with the M15 bus route and the First Avenue Line with the M13 bus route on First Avenue on June 26, 1933. The routes were combined into a one-way pair on June 4, 1951 and kept the number M15. Limited stop service began on February 11, 1974. Today it is part of the M15 Select Bus Service line.

	intentionally left blank
North - PM (buff) - Monday June 26, 1933 Second Avenue Railroad Corp Charles E. Chalmers, president (no patent) Globe Ticket	South - AM (buff) - Wednesday June 8, 1932 Second Avenue Railroad Corp Charles E. Chalmers, president (no patent) Globe Ticket

2nd Avenue Line

The Second Avenue Railroad was a street railway company in Manhattan, New York City, United States. Its lines included the First Avenue Line and the Second Avenue Line. The Second Avenue Line ran from Peck Slip in Lower Manhattan to the Harlem River. It included branches to the 92nd Street Ferry along the 86th Street Crosstown Line and through 59th Street and First Avenue at the First Avenue Line.

Between 1898 and 1908, it was leased by the Metropolitan Street Railway.

The East Side Omnibus Corporation replaced the Second Avenue Line with the M15 bus route and the First Avenue Line with the M13 bus route on First Avenue on June 26, 1933. The routes were combined into a one-way pair on June 4, 1951 and kept the number M15. Limited stop service began on February 11, 1974. Today it is part of the M15 Select Bus Service line.

South - AM (red) - Monday August 12, pre-1902 or post-1908?
Metropolitan Street Railway
H. H. Vreeland, president
Globe Ticket

South - AM (red) - Sunday August 9, ca. 1904
New York City Railway
Adrian H. Joline / Douglas Robinson, receivers
Globe Ticket

South - (buff) - Monday, June 26, 1933
hourly punch, PM coupon
Second Avenue Railroad Corp.
Charles E. Chalmers, president

Third Avenue & Amsterdam Line 1853 - 1947 The Third and Amsterdam Avenue Line, also known as the Third Avenue Line, ran mostly along Third Avenue, 125th Street, and Amsterdam Avenue from Lower Manhattan to Fort George in Washington Heights. The Third Avenue Railroad opened the line in 1853, from Astor House (Broadway and Park Row) north along Park Row, the Bowery (shared with the Second Avenue Line), and Third Avenue to 86th Street; an extension to East Harlem opened in 1859. Using the One-Hundred and Twenty-Fifth Street Railroad and trackage along Amsterdam Avenue, Third Avenue cars were also operated to Fort George. On May 28, 1947, internal combustion powered omnibuses were substituted for streetcars by the Surface Transportation Corporation. It was operated by Fifth Avenue Coach Lines from 1956 to 1962, when the Manhattan and Bronx Surface Transit Operating Authority (MaBSTOA) took over operations. On July 17, 1960, most of Third Avenue became one-way northbound, and southbound buses were moved to Lexington Avenue. It is now the M101 bus, operated out of the 100th Street Bus Depot. The M101 bus now runs southbound on Lexington Avenue rather than Third Avenue north of 24th Street.

North - AM (buff) - May 21, 1927 Third Avenue Railway S. W. Huff, president Smith Patent	South - PM (buff) - March 18, 1927 Third Avenue Railway S. W. Huff, president Smith Patent
.
intentionally left blank
	South - PM (orange) - July 13, 1929 Third Avenue Railway S. W. Huff, president (no patent)
.
intentionally left blank
	South - AM (pink) - March 9, 1938 Third Avenue Railway S. W. Huff, president (no patent)

Lexington Avenue Line
intentionally left blank
	South - AM/PM (pink) - Wednesday, October 14, (1908) Metropolitan Street Railway Co. Adrian H Joline / Douglas Robinson receivers (no patent) Globe Ticket 2" x 5 1/4"
.
North - AM/PM (green) - Thursday, February 19, 1914 New York Railways Co. T. P. Shonts, President (Smith Patent) Globe Ticket 2 1/16" x 5 1/8" w/o selvage and first part	South - AM/PM (pink) - Thursday, February 12, 1914 New York Railways Co. T. P. Shonts, President (Smith Patent) Globe Ticket 2 1/16" x 5 1/8" w/o selvage and third part
.
intentionally left blank
	South - AM/PM (pink) - Thursday August 8, 1935 New York Railways Corp H. J. Sheeran, president (no patent) Globe Ticket 2 1/16" x 5 1/16" w/o selvage and first part

.
..

4th and Madison Avenue Line (1852 - March 1936) The Fourth and Madison Avenue Line was a streetcar line running mostly along Park Avenue and Madison Avenue from Lower Manhattan to Harlem. Originally a horsedrawn streetcar line, the New York and Harlem Railroad (which was the first railroad in Manhattan) ran from City Hall north along Centre Street, Broome Street (northbound trains were later moved to Grand Street), the Bowery, Fourth Avenue, and Park Avenue to Harlem in the 1830s, and was extended southwest along Park Row to Broadway in 1852. A branch opened along 42nd Street and Madison Avenue to 73rd Street in 1870, and the New York & Harlem RR began to operate streetcars along this route. This was later extended to Harlem. In 1911, Around 1890 the system was electrified. In March 1936, the streetcar system was converted to internal combustion powered omnibuses, and the company reorganzied as the Madison Avenue Coach Company. The New York City Omnibus Corporation absorbed these operations in 1951, and subsequently changed its name to Fifth Avenue Coach Lines in 1956. When the bus that replaced the Lexington and Lenox Avenues Line was terminated, the Madison Avenue bus was extended west on 139th Street and north on Lenox Avenue to 147th Street. When Madison Avenue became one-way northbound, southbound traffic was moved to Fifth Avenue, replacing the original route of the Fifth Avenue Coach Company. The Manhattan and Bronx Surface Transit Operating Authority (MaBSTOA) took over operations in 1962.

South - PM (buff - with green stripe & star) - no date New York & Harlem Railroad Co. R. E. McDougall, manager Globe Ticket P. M. Coupon Patent 11-21-'05	South - PM (buff with red stripe & star) - ca. December 1920 New York & Harlem Railroad Co. R. E. McDougall, manager Globe Ticket P. M. Coupon Patent 11-21-'05
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	intentionally left blank
North - PM (green) - Tuesday February 10, 1914 New York Railways T. P. Shonts, president Smith Patent
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.intentionally left blank
	South - PM (red) - Wednesday, March 21, 1906 New York City Railway Co. H. H. Vreeland, president (no patent) Globe Ticket
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intentionally left blank
	South - PM (red) - Friday, January, 4, 1935 New York City Railway Corporation H. J. Sheeran, president (no patent) Globe Ticket

Broadway Line

East on 59th Street Red Cars - March 21, 1896
.
intentionally left blank
	South - PM (red) - Saturday, December 16, 1905 New York City Railway H. H. Vreeland, president (no patent) Globe Ticket

Broadway Night Cars

North - AM (green) - Tuesday, July 10, 1906
New York City Railway
H. H. Vreeland, president
(no patent) Globe Ticket

Broadway Branch

no direction - Transfer - Sunday July 13, 1902 42nd St., Manhattanville & St. Nicholas Avenue Railway Stedman Transfers	North - PM (green) - Sunday, June 19, 1910 42nd St., Manhattanville & St. Nicholas Avenue Railway F. W. Whitridge receiver (no patent) (1904, 10, 21, 27, 32, 38)
.
	intentionally left blank
(sans-serif) North - AM (green) - September 26, 1924 42nd st., Manhattanville & St. Nicholas Avenue Railway S. W. Huff, president Smith Patent
.

North - AM (buff) - August 17, 1927 42nd st., Manhattanville & St. Nicholas Avenue Railway S. W. Huff, president Smith Patent	South - PM (pink) - August 19, 1927 42nd St., Manhattanville & St. Nicholas Avenue Railway S. W. Huff, president Smith Patent
.
intentionally left blank
	South - PM (pink) - February 18, 1938 42nd St., Manhattanville & St. Nicholas Avenue Railway S. W. Huff, president no patent

	Broadway - Columbus Avenue Line
intentionally left blank
	South - PM (red) - Wednesday March 28, 1906 New York City Railway Co. H. H. Vreeland, president Globe Ticket
.
	intentionally left blank
North - AM (buff) - Monday April 21, 1913 hourly punch AM, 1-3 AM New York Railways T. P. Shonts, President Smith Patent

Broadway - 7th Avenue Line

North - AM/PM (buff) 4-31 - Thursday January 2, 1936 New York Railways Corp. H. J. Sheeran, president (no patent) Globe Ticket (note on back: street car)
.

North - AM/PM (pink) 12-35 - Tuesday April 14, 1935 New York Railways Corp. (no patent) Globe Ticket H. J. Sheeran, President (on back)

6th and Amsterdam Avenue Line

North - AM (green) Wednesday August 25, 1915
hourly punch AM, 1-3 PM
New York Railways
T. P. Shonts, President
Smith Patent

8th / Eighth Avenue Line
intentionally left blank

	South - PM (salmon) - September 19, 1906 New York City Railway Co. H. H. Vreeland, president Globe Ticket


North - PM (green) - Thursday, January 29, 1914 hourly punch PM, 1-4 AM New York Railways Co. T. P. Shonts, president Smith Patent Ticket	North - PM (salmon) - Monday, January 29, 1914 hourly punch PM, 1-4 AM New York Railways Co. T. P. Shonts, president Smith Patent Ticket An interesting piece as it carries a 1-4am punch. Time period of least amount of travel!

9th / Ninth Avenue Line

North - PM (green) - Friday, September 26, 1913
hourly punch PM, 1-4 AM
New York Railways
T. P. Shonts
Smith Patent

8th / Eighth and 9th / Ninth Avenue Railways The Eighth Avenue Railroad and the Ninth Avenue Railroad each began as separate horse drawn street railroads, with the Eighth Avenue Railway being organized in 1852; and the Ninth Avenue Railway following seven years later. In 1893, both companies were both purchased by the Metropolitan Street Railway but continued to be operated as separate entities. In 1898, the horse drawn car operations were converted to electric streetcars on the Eighth Avenue line, with the Ninth Avenue line being converted in 1900 or 1901. In 1911, the Metropolitan Street Railway Co. was bought out by New York Railways. The Eighth and Ninth Avenue Railroads merged in December 1926 to form the Eighth and Ninth Avenues Railway, but that company entered receivership on shortly thereafter on May 5, 1927. In 1936, the electric streetcar operation ere converted to internal combustion omnibus, and the company reorganized under the name of Eighth Avenue Coach Co., itself a subsidiary of the Fifth Avenue Coach Co. The Fifth Ave Coach Company operated until 1962, when almost all private bus operations in Manhattan were consolidated under the Manhattan & Bronx Surface Transit Operating Authority (MaBSTOA).

North - June 8,

Columbus - Lenox Avenue Line

North - AM/PM (buff) - Thursday January 2, 1936
New York Railways
(no patent) Globe Ticket

10th / Tenth Avenue 1884 - Chartered in 1878, the Forty-Second Street, Manhattanville & St. Nicholas Railway opened in 1884. Acquisition of this line in 1896 garnered the Third Avenue Railroad this lucrative 42nd Street crosstown line.
	intentionally left blank
North - PM (green) - September 28, 1923 42nd St, Manhattanville & St. Nicholas Railway F. W. Whitridge, president Smith Patent
.

North - PM (green) - July 3, 1934 42nd St, Manhattanville & St. Nicholas Railway S. W. Huff, president Smith Patent	South - PM (pink) - July 1, 1934 42nd St, Manhattanville & St. Nicholas Railway S. W. Huff, president Smith Patent

West Belt Line

North - AM (green) - Saturday December 21, 1912
Central Park, North & East River Railroad
George W. Linch, general manager
(no patent)

.
Crosstown Lines

Bleecker Street Line

from Bleecker St at Brooklyn Bridge South on Fulton Ferry Cars
Metropolitan Street Railway Co.
Stedman Time-Limit

14th Street Line

PM (buff) - June 7, Metropolitan Street Railways Adrian H Joling, Douglas Robinson receivers Globe Ticket

23rd Street Line

eastbound - AM/PM (buff) - Friday November 30, 1917 New York Railways T. P. Shonts, president Globe Ticket

34th Street Crosstown Line

(direction not specified) - AM/PM (buff) - Saturday October 2, 1926 New York Railways H. J. Sheeran, president (on back) Smith Patent

42nd Street Crosstown Line

(direction not specified) - PM (purple) - July 6, 1920 42nd St, Manhattanville & St. Nicholas Railway F. W. Whitridge, president Smith Patent	(direction not specified) - AM (buff) - November 23, 1934 42nd St, Manhattanville & St. Nicholas Railway S. W. Huff, president Smith Patent

59th Street Crosstown Line

(direction not specified) - PM (buff) - September 24, 1927
Belt Line Railway Corp
S. W. Huff, president
Smith Patent

86th Street Crosstown Line

September 2,
detachable PM coupon
New York & Harlem Railroad Co.
R. E. McDougall, manager
Smith Patent

AM - January 18, 1915
New York Railways
T. P. Shonts, president
Smith Patent

Jamaica Central Railways Inc.
1926-1933

Founded in 1926 as a reorganization of the Long Island Electric Railway.

In 1930, this company formed a bus subsidiary named Jamaica Buses,
which within three years had replaced all electric trolleys operated by Jamaica Central.

(green) at Jamaica Avenue & 160th Street - August 1926-1933
30 day, detachable PM coupon
Globe Ticket
2" x

Manhattan & Queens Traction Corp.
1912 - 1943

To date, only one known surface traction (trolley) company used a zoned fare system and issued zone checks within the City of New York: that being the Manhattan & Queens Traction Corp. There might be others, but they have not come to light as yet.

The M&QT operation began as part of the South Shore Traction Company with lines in Suffolk County, but these were sold off to Suffolk Traction to finance the Queens line.

This line operated from its Manhattan Terminal at the Queensboro Bridge, and was steadily expanded to Woodside, Elmhurst, Forest Hills and reaching Jamaica in 1914. This route was known as the "Queens Boulevard Line" Its terminal in Jamaica was accomplished through trackage rights acquired with the Brooklyn, Queens County & Suburban Railroad (a subsidiary of the Brooklyn Rapid Transit).

The M&QT also had a spur industrial track spur along Van Dam Street in Long Island City, and a very small extension south of the Jamaica Station, that was part of a extension that never came to fruition.

Zone 1 began at the Manhattan Terminal of the Queensboro Bridge, routed over the Queensboro Bridge, and along Queens Boulevard to Grand Street in Elmhurst. This was changed in 1920 to Old Mill Road (which is now known as 63rd Road / Junction Boulevard) in Elmhurst.

Zone 2 began at Grand Avenue in Elmhurst; to the LIRR Jamaica Terminal on Sutphin Boulevard.

M&QT fares prior to the Zoned System were 6 to 11 cents. It requested of and was approved by the Public Service Commission to emplace a zoned fare system on November 1, 1923. The fare became 5 cents for Zone 1 travel, 5 cents for Zone 2 travel, and 3 cents for the Queensboro Bridge Local Line.

In 1937, the M&QT would recharter itself into the Manhattan & Queens Bus Corp, and operate the Q60 - Queens Boulevard bus line. In 1943, the company was bought out by Green Bus.

For an explanation on how Zone Checks worked, please refer to Zone Checks

Continuing Trip
12 month, 30 day, clock punch cancellation
Globe Ticket
5 1/4" x 2"

2nd Fare Zone (blue)
3" x 1"

S. B. Severson, general manager (1917- 1919)
12 month, 30 day, hour & 15 minute punch cancellation
Globe Ticket
5 3/16" x 2"

E. C. Sherwood, general superintendent (1914 - ?)
12 month, 30 day, hour punch cancellation
5 3/16" x 2"

.

.

New York & Queens County Railway
1896 - 1932

Jamaica Transfer, Run 7 - September 25 (orange)
12 month, 30 day, hour & 15 minute punch cancellation
Globe Ticket
4 1/4" x 2

Flushing Transfer, Run 34 - October 5 (buff)
12 month, 30 day, hour & 15 minute punch cancellation
Stedman Transfers
4 9/16" x 1 7/8"

Corona Outbound (green)
PM detachable coupon
Globe Ticket
note dual Pope Patent & Stedman Patent
5 1/4" x 2"

.

.
Steinway Lines
(Receivership: S. W. Huff (president of Third Avenue Railway) & R. C. Lee (and insurance broker)
May 10, 1922 - Fall 1939

In 1896, the Steinway Railway was merged with the New York & Queens County Railway Company, which itself became a subsidiary of the Interborough Rapid Transit Company (IRT).

This new company prospered until the Long Island Rail Road reached Penn Station in 1910, and the IRT was extended to Corona and Astoria in 1917. Oddly enough, IRT’s trains now competed with their own subsidiary. During the post-World War I inflation, most transit lines operated at a loss, but they were forced to retain the five-cent fare.

When Steinway Railway defaulted on the bonds’ interest, payable January 1, 1922; The president of the Third Avenue Railway: Slaughter W. Huff, and an insurance broker, R. C. Lee, were appointed as receivers of Steinway Lines. Steinway Lines was then separated from NY&QC Railway.

Huff & Lee started operating the original Steinway Lines on May 10, 1922, charging a separate 5 cent fare without transfer privileges to NY&QC Rwy. lines. Steinway’s fleet of old cars were transferred to NY&QC Rwy, and were replaced by the purchase of second-hand cars as well as transfer of the oldest cars then operating on the Third Avenue Railway to the Steinway Lines.

During the intervening years, streetcars were frequently transferred between Steinway Lines and Third Avenue Railway, on a interchange track which was located just east of East 59th Street and Second Avenue. This track (with no overhead trolley and no underground conduit) connected the eastbound Queensboro Bridge track with the westbound East 59th Street track.

Between September and December of 1939, the company was renamed Steinway Omnibus, and began operating internal combustion powered buses over the former streetcar lines. In 1959 the name changed again to Steinway Transit.

Name	From	To	Route	Notes
Steinway Street Line	Midtown Manhattan 59th Street & 2nd Avenue	Steinway	Jackson Avenue, Northern Boulevard, Steinway Street, and 19th Avenue	abandoned 11/01/1939 now the Q101 bus
31st Street Line	Long Island City or Midtown Manhattan 59th Street & 2nd Avenue	Astoria Ferry	Jackson Avenue, 31st Street, Newtown Avenue, and Astoria Boulevard	abandoned 09/29/1939 now the Q102 bus
Vernon Boulevard Line	Hunters Point	Astoria Ferry	Vernon Boulevard	abandoned 09/29/1939 now the Q103 bus
Broadway Line	Astoria Ferry	Woodside	Broadway	abandoned 09/29/1939 now the Q104 bus
Flushing Avenue Line	Astoria	Bowery Bay	Astoria Boulevard	abandoned 12/06/1935 now the Q19 Bus
Jackson Avenue Line	Long Island City	Woodside	Jackson Avenue, Northern Blvd	abandoned 09/29/1939 replaced partially by B62, Q100 buses

Information excerpted from Electric Railroaders' Association publication "The Bulletin" Vol. 57, No. 12, December, 2014, and other sources.

Jackson Avenue Inbound - April 1 1938 (buff)
PM detachable coupon
S. W. Huff and R. C. Lee as receivers at top
2 1/16" x 5 3/8"

Jackson Avenue Outbound - November 5, 1934 (orange)
PM detachable coupon
S. W. Huff and R. C. Lee as receivers at top
2 1/16" x 5 7/16"

Steinway Inbound - September 20, 1939 (buff)
PM detachable coupon
S. W. Huff and R. C. Lee as receivers at top
2 1/16" x 5 9/16"

Steinway Outbound - November 8, 1937 (orange)
PM detachable coupon
S. W. Huff and R. C. Lee as receivers at top
2 1/16" x 5 7/16"

Dutch Kills Inbound - July 13, 1935 (buff)
PM detachable coupon
S. W. Huff and R. C. Lee as receivers at top
2 1/16" x 5 9/16"

Dutch Kills Outbound - November 8, 1937 (orange)
PM detachable coupon
S. W. Huff and R. C. Lee as receivers at top
2 1/16" x 5 7/16"

intentionally left blank

Ravenswood Outbound - undated (purple)
PM detachable coupon
S. W. Huff and R. C. Lee as receivers at top
2 1/16" x 5 1/2"

intentionally left blank

Broadway Outbound - February 13, 1935 (orange)
PM detachable coupon
S. W. Huff and R. C. Lee as receivers at top
2 1/16" x 5 1/2"

New York and Queens Transit Corporation
1932 - 1937 (to Queens Nassau Transit Lines - bus)

Form 1 - AM (green)
day punch, hourly detach
Moran Patent

Form 2 - PM (salmon)
day punch, hourly detach
Moran Patent

Queensboro Bridge Railway

Bridge Local Line - Outbound - December 1, 1939 (buff)
PM detachable coupon
S. W. Huff, president

Bridge Local Line - Outbound - May 12, 1955 (last day of Third Avenue Elevated) (buff)
PM detachable coupon
(name redacted)

uncommon issues above; $7.50 - $10.00 each, with 25% premium for special dates, 50% premium for transfers issued on last day of service on that route.
.

.

Steinway Lines (Receivership: S. W. Huff (president of Third Avenue Railway) & R. C. Lee (and insurance broker) May 10, 1922 - 1941?
Jackson Avenue Inbound - April 1 1938 (buff) PM detachable coupon S. W. Huff and R. C. Lee as receivers at top 2 1/16" x 5 3/8"	Jackson Avenue Outbound - November 5, 1934 (orange) PM detachable coupon S. W. Huff and R. C. Lee as receivers at top 2 1/16" x 5 7/16"
.
Steinway Inbound - September 20, 1939 (buff) PM detachable coupon S. W. Huff and R. C. Lee as receivers at top 2 1/16" x 5 9/16"	Steinway Outbound - November 8, 1937 (orange) PM detachable coupon S. W. Huff and R. C. Lee as receivers at top 2 1/16" x 5 7/16"
.
Dutch Kills Inbound - July 13, 1935 (buff) PM detachable coupon S. W. Huff and R. C. Lee as receivers at top 2 1/16" x 5 9/16"	Dutch Kills Outbound - November 8, 1937 (orange) PM detachable coupon S. W. Huff and R. C. Lee as receivers at top 2 1/16" x 5 7/16"
.
intentionally left blank	Ravenswood Outbound - undated (purple) PM detachable coupon S. W. Huff and R. C. Lee as receivers at top 2 1/16" x 5 1/2"
.
intentionally left blank	Broadway Outbound - February 13, 1935 (orange) PM detachable coupon S. W. Huff and R. C. Lee as receivers at top 2 1/16" x 5 1/2"

Many of the older transfers were printed on both sides, with warnings on the back, whether it be unlawful use of a transfer, or beware of counterfeit money.

However, many carried advertising for local businesses as well as the more prominent stores such as Abraham & Straus.



mostly common; however issues with advertising from well known businesses and department stores, 10% premium.


Richmond Light & Railroad (brown) 6S - 12 month, 30 day, hour, 10 minute punch cancellation Globe Ticket 5 1/4" x 2"


Richmond Light & Railroad - July 14, 1914 (purple) 12 month, 30 day, hour, 10 minute punch cancellation Globe Ticket 5 5/16" x 2 1/16"

Due to the smaller size of Richmond / Staten Island and likewise it's smaller population, it had very few streetcar operators, therefore any transfers from Staten Island streetcar operators are not as frequently seen as from other boroughs..
rare, $20.00 and up


Richmond Railways - 1927-1933 3 1/4" x 2"


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