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Introduction

Brooklyn

Bronx

Manhattan

Queens including Zone Checks

Staten Island

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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 two pages of this website:

Page 5A: Continuing Ride Tickets & Transfers - Surface; Bus Route; Brooklyn
Page 5B: Continuing Ride Tickets & Transfers - Surface; Bus Route; Bronx, Manhattan Queens, Staten Island

    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. 2 cents, on top of the initial fare of (usually) 5 cents. In some cases, a second transfer could be purchased on a successive connection allowing for a longer ride.

   In some cases, even after the first unification in June 1940; and upon payment of initial 7 cent fare after 1948; the first transfer was free to intersecting lines; but, second or third leg transfers could be purchased for 2 cents.

Designs of Transfers:

   There were many types of different designs around the turn of the century, and it appears anybody and everybody marketed their own design of transfer to transportation companies around the United States:

Stedman Patent, Pope Patent, Smith, Moran, Globe, among several others.

   And there was little if any standardization between the manufacturers not to mention there being two transfer orientation formats: horizontal or vertical. Eventually, this wide assortment of designs eventually were whittled down and consolidated into but a few. For the sake of recognition, I will briefly touch upon the more prevalent types used throughout New York City.

   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 the date and time in grid form in 10 minute intervals, and for 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 or Conductor Number. 

   The very first Stedman Transfer featured several different faces of people and was patented in 1892. The conductor, not only punching date and time, but also punched the face that most closely resembled that of the paying passenger to prevent reuse by someone other than the paying passenger. This was to prevent fraudulent reuse. 

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

   Furthermore, 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. But I digress.

The Smith Patent, seems to have had a propensity for being used in Manhattan and the Bronx, sporadically in Queens and hardly at all in Brooklyn.        Most of these 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 this 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 severely reduced service or ceased operating altogether in the wee hours of the morning.

   There were usually four issues of the Smith Patent for each route: one for each direction: either north and south or east and west; and one for AM and one for PM.  

   A paying passenger paid the conductor / operator for your initial fare on the streetcar that one initially boarded. If one desired a transfer to a connecting or intersecting route, the passenger requested the transfer ticket, and if necessary paid any supplemental fare. The conductor / operator punched a transfer 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 ticket. 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. 

"Clock" style: (Hamilton, Globe) Hamilton Bank Note; Globe Ticket    This design featured a round clock, and 15 minute increments in the center.    The conductor punched the hour in the top half for AM, or in the bottom half for PM; and closest fifteen minutes. On the Tompkins Ave transfer seen at left, the time punched is 2 PM    A listing at top reflected which lines the transfer was applicable for.

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Pope Patent    Appears to have been used in Brooklyn only; I have yet to see one issued for another borough; and used from ca. 1905 through 1933    This design utilizes two lines of 12 hour increments at the bottom: 1-6 and 7-16. One set for AM; and another set for PM, with the PM tab being detachable to prevent use on an AM only issue.    Without the ornate clock taking up the center of the ticket, there was much more room to list the specific lines the transfer was good for, as well the explaining the conditions for transfer use.    As one can see, the excessive small type made this design difficult to read.

   When the patent expired on a particular design; the we will the same design continue to be used, however the patent holders name removed. Again, there were other minor transfer printers that saw use around the New York City area; so please keep in mind these were not the only types; just the most prevalent.

Globe AM/PM    The Globe transfer can be considered the first "standardized" non-punchable transfer type throughout the City of New York. This design would come be used by almost all the municipal run routes in the other boroughs after the formation of the New York City Transit Authority in 1953.    Furthermore, it was simplified to be issued without the need for punching time, date or direction.    This is believed to be because the transit companies were in the process of eliminating the conductors position on the streetcars, and having the motorman / operator operate the streetcar and collect the fare and issue the transfers from the seated position in front of the bus, leaving the rear doors for exit only.    Instead of an hourly listing, these have simple perforated PM tear off tab at the bottom. So if the transfer was issued in the morning, the PM stub was torn off as it was issued, making the transfer valid for use only in the morning hours and preventing the passenger of getting a ride later in the day.    These tickets had all information printed on the face, and a blank back; which also saved on printing expenses.    By this time, almost all the companies operating streetcars and buses have migrated to this simple ticket and made it the standard for all their lines and routes.

   These tickets were also easier to read than previous issue; and of which became even easier with the adaptation of a sans-serif typeface. 

   This Globe type seems to have really become widespread in 1934. But with their institution, we also see there were many differing types of transfers issued for the same line (one for each variable) which are seen with the following legends:

   Most of these variants were printed on differing colors of paper stock, of which I will discuss a little later. These colors enhanced quick and easy reference for the operator / driver to discern issuance parameters or locations.

   Definitions of the Cash Fare Receipt and Continued Trip seems obvious enough; but the definitions, issuance and usage criteria varied widely for the array of "specials". Since a particular streetcar line may have numerous intersecting lines, some of which may not be eligible for free transfer; therefore a special transfer was sold. This is equally juxtaposed by the acceptance on a receiving car line only between two certain points (as opposed to the entire line), and thereby eliminated the chance of an unscrupulous passenger getting a longer ride than the established fare. The specifics for issuance and redemption on a connecting line are explained in detail on the lower portion of the transfer.

   So, a passenger boarding a streetcar would have paid their 5 cents, and upon request; received a free Continued Trip transfer for their next ride segment. But lets say, upon boarding that next streetcar, they needed yet another transfer, so the operator / conductor took their Continued Trip Transfer and sold them a appropriate type of Special Transfer for two additional cents. The reason for so many letters (A, B, AB, BB, et al) of special, is one type of special may have been assigned to one intersecting route, and another to different one, but with no reciprocation between the specials. And if a line was real long and crossed many others, there would be many points of intersections, requiring many Specials

   On branch lines and shuttle runs; the passenger upon boarding would issued a Feeder Ticket. This ticket automatically enabled them to a transfer to the "main" or "trunk line"; i.e: the Nostrand Avenue Shuttle, "fed" passengers into the Nostrand Avenue Line. The Avenue U branch and the East 71st Street branches of the Flatbush Avenue Line, "fed" into the main Flatbush Avenue Line. Once a passenger transfered to the trunk line; apparently they were eligible for a free Continued Trip transfer from that line.

   If I understand the usage correctly, the Identification Tickets were to be issued to a fare paying passenger upon boarding, and if they dis-embarked prior to reaching a certain location, they surrendered the Identification Ticket to the conductor / operator. However, if the passenger stayed aboard the streetcar to an end terminal for that line; the ticket showed their payment, and were able to continue on the adjoining line. The McDonald Vanderbilt Line was an example of this. The McDonald - Vanderbilt line was comprised of two through routes: the McDonald Avenue line from Coney Island to Bartel-Pritchard Square (Prospect Park) and the Vanderbilt Avenue Line ran from Bartel-Pritchard Square to the Brooklyn Bridge. The Vanderbilt Avenue line was lightly used so the combined identification ticket funneled users of the McDonald Avenue to the Brooklyn Bridge terminal via the Vanderbilt Ave Line. Why a "continued trip" ticket was not used instead, remains unknown. I think a lot of it had to do with accounting for, and of; ridership patterns.

   It goes without saying, this made for a complicated system of transfers; of which the conductor and later the operator (after the conductor position were abolished) needed to know by rote, the appropriate location where a particular issue of transfer should be issued and / or accepted at.

   It also appears on several issues; Special Transfer (A) was issued in one direction, while Special Transfer (B) would be issued in the opposite direction. The transfer were that specific. Again, I think a lot of it had to do with accounting of ridership patterns.

   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 2 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 2 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 for another 2 cents.    When the passenger boarded that next trolley and still desired to go further to yet another line, they could purchase yet another transfer for 2 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.

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Colors    As previously mentioned, there were varying colors that the transfers were printed and issued in, to help denote their usage to conductors and operators. The colors so far observed are:
White as mentioned in reference to transfer color: it is important to note; while in the present we have come to accept a piece of white printer paper as being bright and true white; in the context of collecting or cataloging transfers, what is called "white" is actually buff or the natural, unbleached, undyed pulp paper.    True white, bleached paper (the backdrop), as far as known; was not used for NYCTA transfers or tickets until 1974 with the Half Fare Sunday issues. So for cataloging purposes on this website; I use buff to refer to the natural undyed color of pulp / newsprint paper, and "white" when used when referring to bright white writing / bond paper.    Red and pink appears to only have been used on later special bus issues in 1966.    The photo at right was taken indoors, because we as collectors will catalog the issues under indoor lighting. It goes without saying, that view the colors outside, under true sunlight, would render different shades.    Furthermore, in regards to collecting transfers and tickets, determining these colors can be confusing as well, for two reasons:    First: because of age and the fading process over the seventy plus years since the transfers were first printed. Purple appears to fade to brown, and the orange and the brown fades to buff. I had originally thought buff faded or got dirty to varying degrees; but upon carefully reading the notations on the transfers, it was learned there was in fact a "brown" transfer issued. So, those darkish "buffs", are actually brown. As such, I had to amend the catalog entries.
Further 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 also 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 attempt to acquire better green issues as I encounter them when they match faded examples and these are updated accordingly 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.    Secondly, it cannot be relied upon that a color denoted a particular direction of travel. At least not until the late 1960's. For earlier issues, both trolley lines and bus routes alike; colors are now known to have changed on a monthly basis. This further complicates matters because you will witness aparticular transfer plate number (for the same route, same direction) only one month apart that  that exists in two different colors. This was realized when I procured a large collection of transfers in 2023; and despite the text and plate numbers being identical on two different transfers, the colors were blatantly different. The only difference between the two was the issue month. Some routes used a one color / one direction system, but others did not; and again this was not a universal standard until much later where a particular color was reserved for a specific direction and throughout the system.     Furthermore, the corresponding colors pre-1948 were not always were carried over to the later Board of Transportation - NYCTS - BMT Division Surface Lines 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 the the brown and purple issues discontinued.

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   Note, that even after the first unification of 1940, Brooklyn streetcar transfers still carried an identifying subdivision in a box under and to the right of the date: Brooklyn & Queens Transit Corp, NYRT Corp (New York Rapid Transit), S. B. R’y (South Brooklyn Railway), etc; then to NYCTS (New York City Transit System).

   The fare for streetcars under Board of Transportation was raised to 7 cents on July 1, 1948. It is also understood that it was on this date the legend on the transfers was formally changed to Board of Transportation - New York City Transit System - BMT Division - Surface Lines and this was placed at the very top of the transfer.

   Also taking place on this date; the transfer system was simplified. Most (but not all) of the 2 Cent Cash Transfers and the myriad of Special Transfers were eliminated. Only in a very few extenuating circumstances was a 2 Cent / third leg transfer kept.

   This Globe style of transfer continued to be used on the bus routes as well; and by now, the type had spread throughout the 5 boroughs under the NYCTA. The Globe AM/PM design would remain in use for almost 50 more years until September 12, 1982 when the hourly transfer was reintroduced - which can be viewed on Page 5: Continuing Ride Tickets & Transfers - Surface; Bus Routes
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   A brief synopsis of the costs of transfers is as follows: initial fare was 5 cents on most surface lines; 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 (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, 1950, the fare was raised to 10 cents for streetcars & buses (it was already 10 cents for subway and elevateds since 1948). The issuance of transfers were limited to just a single free connecting ride, but the passenger could now buy a third leg Special transfer for 5 cents (sometimes 2 cents depending which agency and line) to continue their journey to some degree.

   Also, the Board of Transportation introduced the small 2" x 1" inter-divisional tickets that allowed transfer from bus to subway for five cents or subway to bus for two cents via mechanical ticket machines on buses and in subways stations. These tickets (to a some degree) alleviated the the clerks and operators from carrying so many varieties of transfers. These small format tickets can be viewed on Page 3 - Continuing Ride Tickets & Transfers - Rapid Transit

    On July 25, 1953, the "second unification" took place, and the City of New York controlled Board of Transportation was dissolved and a new agency free of municipal control was organized: the New York City Transit Authority. The fare was raised to 15 cents on all method of transport: rapid transit: subways and elevated and surface routes: streetcars and buses. But, by this time, most of the streetcar lines had been converted to internal combustion bus operation, and the designation on the transfers changed from "Line" to "Route" .
   
   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 year 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.


   If you are a collector of transfers; there is an older, but invaluable publication on the matter: "Notes on the Collecting of Transfers" by Frank Folupa, (Dorrance & Co, 1926); digitized version on Google Books.

   While it predates the appearance of the Globe Transfers and does not provide any insight to those types; it covers the earlier types of transfers used throughout New York City, Brooklyn, Queens, et al; as well those issued by other transportation companies throughout the United States.

   It is most certainly worth downloading and reading. It explains many facets of transfer use, issuance, color use, types, etc. I have provided the following link for downloading directly for yourself as a convenience.

  

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

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   Pope's 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 a short tenured company, non-renewal of contract, or unfavorable design. It could also be they are older issues. Furthermore, 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 too may have something to do with their demise, as about the last dates they are seen are about the same period of time conductor's positions were eliminated on streetcars.

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

		intentionally left blank
Ralph Avenue - Aug 16, 1908  two sided, early type Brooklyn, Queens County & Suburban RR 2 5/8" x 6 1/8"			Putnam Avenue - Jan 13, 1913  two sided, early type Brooklyn Heights Railroad 2 1/2" x 3 5/8" w/ 5/16" selvage
		intentionally left blank
Flatbush Avenue - July 27, 1909  two sided, early type Brooklyn Heights Railroad 2 5/16" x 6 1/8"			Flatbush Avenue - Feb 9, 1910  two sided, early type Brooklyn Heights Railroad 2 5/16" x 5 5/8"
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Pope's Patent Type with advertising on, or blank; reverse
Special Ticket - Jul 19, 1933 Bergen Street B&QT Corp. (Brooklyn Queens Transit)	Feeder Ticket - Jul 6, 1933 Bergen Street B&QT Corp. (Brooklyn Queens Transit)	Conductors Special Ticket - Sep 21 1933 Church Avenue	Continuing Trip Ticket - Aug 1, 1933 Graham Avenue B&QT Corp. (Brooklyn Queens Transit)	Conductor's Feeder Ticket - Aug 2, 1934 Greene & Gates Aves. 2 1/2" x 5" without selvage
Continuing Trip Ticket - Jul 20, 1933 Hamilton Avenue Line B&QT Corp. (Brooklyn Queens Transit)	Continuing Trip Ticket - Jul 24, 1933 Meeker - Marcy Avenues Line B&QT Corp. (Brooklyn Queens Transit)	Special Transfer (D) Ticket - Jul 19, 1933 Meeker - Marcy Avenues Line B&QT Corp. (Brooklyn Queens Transit)	Continuing Trip Ticket - Jul 19, 1933 Nassau Avenue Line B&QT Corp. (Brooklyn Queens Transit)	Transfer - Jul 5, 1912 Norton's Point Line S. B. R'y Co. (South Brooklyn Railway)
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			intentionally left blank	intentionally left blank
Special Transfer - Sep 20, 1933 Gravesend - Church Line So. B. Ry. Co. (South Brooklyn Railway) 2 1/4" x 4 5/8" without selvage	Conductor's Feeder Ticket - Aug 23, 1934 Seventh Avenue Line 2 3/8" x 5 1/2" without selvage	Feeder Ticket Aug 22, 1934 Smith Street Line B&QT Corp. (Brooklyn Queens Transit) 2 3/8" x 5 1/2" without selvage
				intentionally left blank
Special Ticket - Jul 19, 1933 Tompkins Avenue Line B&QT Corp. (Brooklyn Queens Transit) 2 3/8" x 5 1/8" with partial selvage	Special Transfer (AB) - Jul 19, 1933 Tompkins Avenue Line B&QT Corp. (Brooklyn Queens Transit) 2 1/4" x 5 3/16" with selvage	Special Transfer - Jul 19, 1933 Tompkins Avenue Line B&QT Corp. (Brooklyn Queens Transit) 2 3/8" x 6 1/16" with partial selvage	Special Transfer - Jul 19, 1933 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 - Oct 19, 1915 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 and they all appear to have been printed by Globe Ticket.

   These issues predate the first unification of 1940 and as far as could be told, started to appear in the mid-1930s. The actual date of their institution is uncertain, but it is believed to be November 1, 1934;

   Their appearance may coincide with the elimination of the conductors position aboard streetcars, and likewise; the introduction of internal combustion powered buses. As these style tickets do not require punching, makes for simpler issuance by the singular operator / driver. Tear off, the book, hand to passenger. They are the most prolific of the various types.

   It is this style of transfer that has the greatest amount of varieties: for each occasion a line was truncated, extended, switched streets, was combined with another line, a single line split into two; or a connection added or removed; a new plate printed and a transfer was printed and issued. These changes are reflected by the plate numbers in the upper right corner on the selvage (when so attached).

   Sometimes, the plate number simply changed as a result of the operating agency; but as we will also see, sometimes it did not. We see Brooklyn & Queens Transit Corp, change to simply Brooklyn & Queens Transit (Corp removed), then progress to N.Y.C.T.S.,(New York City Transit System), then to Board of Transportation / New York City Transit System / BMT Division - Surface Lines.

   When the selvage is attached, I have placed the order of progression of transfers in chronological order; however on those transfers where the selvage is missing, the issue date of the transfer is used to place it in chronological order with other issues.

   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) and then Board of Transportation (BOT), so caution should be exercised and the fine print read throughly.
 
   After June 1, 1940, the date of the first unification; 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.

   Dates listed under line name at the top of each grouping are the first day of internal combustion powered buses on that route. Therefore the last day of trolley service is the day before. Those tickets issues on that last day are so noted. It is also noted in those cases where a trolley line was internal combustion power / motorized, then reverted back to trolley, then reverted once again to gas power. I've also noted where a trolley line gave way to trolley bus (trackless trolley) because these were unusual.

   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 (including plate numbers) of transfers issued for a particular line and at least for the borough of Brooklyn. As you can imagine, this is no small feat.

   As for cataloging: because my computer has a 17" widescreen display; I am limited in width to six 2" wide transfers at 100% zoom. I am attempting (key word here is: attempting) to show the progression of transfers by exhibiting plate numbers in chronological order left to right; then to the next stock number; for example:

   In those cases where I do not havea succession of plate numbers for one particular stock number; directionally "opposite" transfers be shown directly next to one another:

K-1 B&QT

K-2 B&QT

...

K-1 NYCTS

K-2 NYCTS

...

6-10 BOT

6-11 BOT

C-5       D-7-48

C-5       E-3-49

C-5       H-1-52

C-6       D-7-48

C-6       E-39-49

Brooklyn & Queens Transit	1-1	1-1	1-2	1-2	1-3	1-4
N.Y.C.T.S.	1-1		1-2		A-10	A-11	BOT / NYCTS / BMT Division - Surface Lines

Brooklyn & Queens Transit	J-1	J-1	J-2	J-2	J-3	J-4	J-5
N.Y.C.T.S.	1-1		1-2
BOT / NYCTS / BMT Division - Surface Lines	A-10	A-10	A-10	A-10	A-10	A-10
					continued below ►
	A-11	A-11	A-11	A-11

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   The problem that exists is that some transfers only have one issue while others have multiple changes. Some routes remained unchanged for many years and others were constantly being changed. Adding to this as one route was changed, may have impacted on another. The goal is, I am trying display the transfers,  so that a transfer collector may see first hand the changes in text and design via side by side comparison and without having to jump between two different chapters as I originally laid out this webpage.

   This way not only does the casual observer, but the in-depth collector can view and reference corresponding issues in close visual proximity to each other and without having to scroll through lots of blank space to compare to issues.

   If you have any questions, or by chance have any transfer from the lines listed as "need"; please don't hesitate to contact me at bedt14@aol.com

Globe AM / PM issues: Brooklyn Lines
Half Fare / Special Tickets	Fifteenth Street	Hamilton Avenue	Nassau Avenue	Sea Gate
Bay Ridge Avenue	Fifth Avenue	Hamilton - Bay Ridge	New Lots Avenue	Seventh Avenue
Bergen Street Shuttle	Flatbush Avenue (Main Line)	Hicks Street (need)	Norton's Point	Sixteenth Avenue (need)
Bergen Street	Flatbush Avenue 1 - E 71st Street Branch	Holy Cross Cemetery Shuttle	Norton's Point Shuttle	Smith - Coney Island
Broadway	Flatbush Avenue 2 - Avenue U Branch	Jamaica Avenue	Nostrand Avenue	Smith Street
Bushwick Ave	Flushing Avenue	Junction Boulevard	Nostrand Avenue Shuttle	Station 1 / Station 2
Calvary Cemetery (need)	Flushing - Ridgewood	Lorimer Street	Ocean Avenue	Sumner Avenue
Church Ave	Franklin Avenue	McDonald - Vanderbilt	Park Avenue (need)	Sumner - Sackett
Coney Island Avenue	Fulton Street	McDonald Avenue	Putnam Avenue	Third Avenue
Cortelyou Road	Furman Street (need)	Meeker - Marcy Avenues	Ralph Avenue	Tompkins Avenue
Court Street	Graham Avenue	Metropolitan Avenue	Ralph - Rockaway Avenues	Union Avenue
Crosstown	Grand Street	Myrtle - Court	Richmond Hill	Union Street
Cypress Hills (need)	Gravesend - Church		Rockaway Parkway	Utica - Reid
DeKalb Avenue	Greene & Gates Avenues			Vanderbilt Avenue
Eighth Avenue	Greenpoint Line (need)			West End Line
Erie Basin / Erie Basin Extension				Wilson Avenue
				65th Street - Bay Ridge
				86th Street

.

.

Half Fare, Special Tickets
K-4 (green) Jul 1, 1938 Children's Half Fare Ticket issued at Brooklyn end of Williamsburg Bridge for any streetcar line originating at that location for passenger under twelve years of age Brooklyn & Queens Transit Corp	K-3 (buff) 7-34 Special Ticket issued at Brooklyn end of Williamsburg Bridge for any streetcar line originating at that location (same privilege as a cash fare) Brooklyn & Queens Transit Corp	K-3 (buff) R-9-44 Special Ticket issued at Brooklyn end of Williamsburg Bridge for any streetcar line originating at that location (cash fare privilege on surface lines only) Brooklyn & Queens Transit Corp	K-5 (buff w/ maroon ink ) 2-45 Special Transfer Ticket - Surface Lines might have been the equivalent of a block ticket for surface lines. NYCTS

Bay Ridge Line / Bay Ridge Avenue Line May 15, 1949
C-23 (brown) J-5-41 Special Transfer from 65th St. NYCTS	B-38 (buff) B-7-47 Special Transfer (A) toward 63rd St. "Avenue" spelled out NYCTS	B-39 (green) B-7-47 Special Transfer (B) toward 25th Ave "Avenue" spelled out NYCTS	B-40 (green) H-12-47 Special Transfer toward 25th Ave NYCTS	B-41 (purple) B-7-47 Special Transfer toward 63rd St. "Avenue" spelled out NYCTS
.
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(orange) Nov 4, 1948 Free Transfer toward 25th Ave BOT / NYCTS / BMT	(green) Aug 8, 1948 Free Transfer toward 63rd St BOT / NYCTS / BMT

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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 Brooklyn & Queens Transit Corp	....	A-14 (green) C-8-47 Special Transfer showing both B-82 and "Line" towards Avenue U NYCTS

. .

Bergen Street Line July 20, 1947 electric bus to July 26, 1960
E-7 (buff) F-4-38 Special Transfer (A) from Sheridan Ave Brooklyn & Queens Transit Corp	E-8 (green) D-8-37 Special Transfer (B) from Furman St Brooklyn & Queens Transit Corp	E-9? (salmon) Jan 12, 1936 Special Ticket different font toward Brooklyn Bridge Brooklyn & Queens Transit Corp	E-9 (salmon) D-8-37 Special Ticket toward Brooklyn Bridge Brooklyn & Queens Transit Corp	E-10 (buff) F-6-36 Continuing Trip Ticket from Furman St Brooklyn & Queens Transit Corp	E-13 (green) F-4-38 Special Transfer (BB) from Brooklyn Bridge Brooklyn & Queens Transit Corp
.
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E-7 (buff) A-10-46 2-Cent Cash Transfer (A) toward Sackett St "Street" spelled out NYCTS	(green) May 24, 1947 2-Cent Cash Transfer (B) toward Sheridan Ave "Street" spelled out NYCTS	E-9 (salmon) L-12-41 Special Ticket toward Furman St St. shortened NYCTS

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Broadway Line January 15, 1950
E-1 (buff) E-6-37 Special Transfer (A) from Crescent St. Brooklyn & Queens Transit Corp	E-2 (green) 5-36 Special Transfer (B) from Broadway Ferry Brooklyn & Queens Transit Corp	E-3 (salmon) 8-36 Feeder Ticket toward Broadway Ferry Brooklyn & Queens Transit Corp	E-3 (salmon) L-5-42 Feeder Ticket toward Broadway Ferry Brooklyn & Queens Transit Corp	E-4 (buff) F-4-38 Continuing Trip Ticket from Kent Ave Brooklyn & Queens Transit Corp	E-4 (buff) F-4-38 Continuing Trip Ticket from Kent Ave not marked for Globe Ticket! Brooklyn & Queens Transit Corp
.
D-2? (purple) Jan 4, 1948 Continuing Trip Ticket toward Williamsburgh Bridge NYCTS	E-40 (buff) B-7-47 Continuing Trip Ticket toward Cypress Hills NYCTS	F-19 (buff) K-1-48 2 Cent Cash Transfer (A) toward Williamsburgh Bridge NYCTS	F-20 (green) K-1-48 2 Cent Cash Transfer (B) toward Cypress Hills NYCTS	F-21 (purple) K-1-48 Feeder Ticket toward Williamsburgh Bridge NYCTS	F-22 (buff) K-1-48 Continuing Trip Ticket toward Cypress Hills NYCTS
.
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2-1 (buff) B-7-48 Free Transfer toward Williamsburgh Bridge BOT / NYCTS / BMT	2-1 (buff) E-12-48 Free Transfer toward Williamsburgh Bridge last day of trolley service BOT / NYCTS / BMT	2-2 (green) A-5-48 Free Transfer toward Cypress Hills l BOT / NYCTS / BMT	2-2 (green) E-12-48 Free Transfer toward Cypress Hills last day of trolley service BOT / NYCTS / BMT

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Bushwick Avenue Line September 1, 1947
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G-1 (salmon) 7-35 Feeder Ticket toward Ferry Brooklyn & Queens Transit Corp	G-2 (brown) 4-10-36 Transfer (C) from Plaza Brooklyn & Queens Transit Corp		G-2 (green) 7-34 Transfer (D) toward Plaza Brooklyn & Queens Transit Corp	G-10 (buff) F-7-38 Transfer (AB) east of Wyckoff Ave Brooklyn & Queens Transit Corp
.
G-1 (purple) W-5-46 Feeder Ticket toward Williamsburgh Bridge Plaza NYCTS	G-2 (buff) U-11-45 Transfer (C) toward Ridgewood NYCTS	G-3 (buff) U-11-45 Transfer (C) toward Williamsburgh Bridge NYCTS	G-3? (green) Oct 26, 1945 Transfer (D) toward Williamsburgh Bridge NYCTS	G-10 (buff) R-9-44 Special Transfer (AB) east of Wyckoff Ave NYCTS

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Church Avenue Line October 31, 1956 This would be one of two of the last streetcar lines to operate in Brooklyn.
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D-9 (salmon) D-2-38 Special Ticket between 9th Ave & 39th St Ferry Brooklyn & Queens Transit Corp	D-10 (brown) Nov 6, 1934 Special Ticket southbound to Farragut Rd Brooklyn & Queens Transit Corp		D-10 (brown) Aug 28, 1943 Special Ticket from Rogers & Church Aves Brooklyn & Queens Transit
.
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D-8 (buff) R-9-44 Special Transfer (A) for final ride on B-7 route NYCTS	D-9 (purple) R-9-44 Special Ticket to Fifth Ave Line, southbound NYCTS	D-10 (brown) R-9-44 Special Ticket final ride on Ocean Ave Line from Rogers & Church Aves NYCTS	D-26 (green) R-9-44 Special Transfer (BA) final ride on Ocean Ave Line from Rogers & Church Aves NYCTS
.
			.
1-1? (brown) Aug 11, 1948 Free Transfer toward 39th St Ferry (large text) BOT / NYCTS / BMT	1-1? (orange) Nov 30, 1948 Free Transfer toward 39th St Ferry (large text) BOT / NYCTS / BMT	1-1 (buff) N-5-49 Free Transfer toward 39th St Ferry (small text) BOT / NYCTS / BMT	1-2? (green) Aug 12, 1948 Free Transfer toward Hegeman Ave (large text) BOT / NYCTS / BMT	1-2? (purple) D-11-46 Free Transfer toward Hegeman Ave (large text) BOT / NYCTS / BMT	1-2 (green) D-11-46 Free Transfer toward Hegeman Ave (small text) BOT / NYCTS / BMT
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1-2 (green) H-6-49 Free Transfer toward Rockaway Ave BOT / NYCTS / BMT		9-1 (brown) Sep 3, 1951 Free Transfer toward 39th St Ferry BOT / NYCTS / BMT	9-1 (buff) N-7-52 Free Transfer toward 39th St Ferry BOT / NYCTS / BMT	9-2 (green) Jan 1, 1950 Free Transfer toward Rockaway Ave BOT / NYCTS / BMT	9-2 (brown) N-7-52 Free Transfer toward Rockaway Avenue BOT / NYCTS / BMT

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Coney Island Avenue Line November 30, 1955
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B-14 (brown) Z-9-46 2 Cent Cash Transfer (A) toward Bartel Pritchard Sq north of Cortelyou Road NYCTS	B-18 (brown) C-4-47 2 Cent Cash Transfer (AA) toward Bartel Pritchard Sq South of Kings Highway NYCTS	B-19 (green) Z-9-45 2 Cent Cash Transfer (B) toward Coney lsland NYCTS	B-19 (green) H-12-47 2 Cent Cash Transfer (B) Lorimer replaced with Hamilton Ave. toward Coney Island NYCTS	B-22 (purple) C-6-47 Special Transfer toward Bartel Pritchard Sq North of Cortelyou Road NYCTS
.
9-3 (buff) N-7-52 Free Transfer toward Coney Island BOT / NYCTS / BMT	9-3 (buff) N-7-52 Free Transfer toward Coney Island "or Rapid Transit Cash fare" removed BOT / NYCTS / BMT	9-4 (green) B-7-48 Free Transfer toward Bartel-Pritchard Sq BOT / NYCTS / BMT	9-4 (green) Oct 28, 1948 Free Transfer toward Bartel-Pritchard Sq "or valid Hamilton Ave transfer" added BOT / NYCTS / BMT	9-4 (purple) Nov 17, 1948 Free Transfer toward Bartel-Pritchard Sq extended text BOT / NYCTS / BMT	9-4 (green) N-12-49 Free Transfer toward Bartel-Pritchard Sq extended text BOT / NYCTS / BMT
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9-4 (green) N-7-52 Free Transfer toward Bartel-Pritchard Sq extended text BOT / NYCTS / BMT

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Cortelyou Road Line July 23, 1930 (to electric bus / trackless trolley)
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J-11 (buff) F-4-38 Special Transfer (AB) south of Gravesend Ave Brooklyn & Queens Transit Corp	J-12 (green) F-4-38 Transfer (C) toward Flatbush Ave, south of McDonald Ave Brooklyn & Queens Transit Corp	J-13 (buff) 7-34 Special Transfer toward Flatbush Ave, east of Coney Island Ave Brooklyn & Queens Transit Corp
.
J-11 (buff) Q-5-44 Special Transfer (AB) south of McDonald Ave NYCTS	J-12 (buff) R-9-44 Transfer (C) toward Flatbush Ave NYCTS	J-13 (buff) Jul 14, 1947 Special Transfer toward Flatbush Ave east of Coney Island Ave serif font NYCTS	J-13 (buff) C-8-47 Special Transfer toward Flatbush Ave, east of Coney Island Ave sans-serif font NYCTS

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Court Street Line July 17, 1949

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

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Crosstown Line January 27, 1951
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C-27 (buff) Nov 12, 1934 Continuing Trip Ticket normally backs are blank but this one had interesting notation on it that was worth sharing. 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 from Depot only Brooklyn & Queens Transit Corp	F-2 (green) A-7-36 Transfer (D) from Erie Basin only Brooklyn & Queens Transit Corp
.
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F-1 (purple) U-11-45 Feeder Ticket toward Erie Basin NYCTS	F-2 (buff) V-2-46 Transfer (D) toward Box St NYCTS
.
2-3 (buff) E-12-48 Free Transfer toward Erie Basin BOT / NYCTS / BMT	2-3 (buff) N-12-49 Free Transfer toward Erie Basin BOT / NYCTS / BMT	2-4 (green) Jul 24, 1948 Free Transfer toward Box St (small text) BOT / NYCTS / BMT	2-4 (blue) Oct 12, 1948 Free Transfer toward Box St (this one is a odd one, as it clearly more blue than purple.) (small text) BOT / NYCTS / BMT	2-4 (purple) Nov 28, 1948 Free Transfer toward Box St (small text) BOT / NYCTS / BMT	2-4 (green) Sep 27, 1949 Free Transfer toward Box St (large text) BOT / NYCTS / BMT
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2-4 (green) E-12-48 Free Transfer toward Box St (large text) BOT / NYCTS / BMT

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DeKalb Avenue January 30, 1949
G-14 (buff) D-8-37 Special Transfer (A) from Seneca Ave Brooklyn & Queens Transit Corp	G-15 (green) D-1-38 Special Transfer (B) from Park Row Brooklyn & Queens Transit Corp	G-16 (salmon) B-12-36 Feeder Ticket from Catalpa or Grandview Aves Brooklyn & Queens Transit Corp	G-17 (buff) E-3-38 Continuing Trip Ticket from Park Row Brooklyn & Queens Transit Corp
.
(buff) 2 Cent Cash Transfer (A) toward Park Row NYCTS	(green) 2 Cent Cash Transfer (B) toward Seneca Ave NYCTS	G-16 (purple) Q-4-44 Feeder Ticket toward Park Row NYCTS	G-17 (salmon) E-3-38 Continuing Trip Ticket toward Seneca Ave NYCTS
.
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G-16 (purple) Q-4-44 Feeder Ticket toward Seneca Ave BOT / NYCTS / BMT

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Eighth Avenue Line May 15, 1949
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C-11 (buff) 5-36 Continuing Trip Ticket +2 cents between 39th St Ferry and Bay Ridge Brooklyn & Queens Transit Corp	C-12 (buff) B-3-37 Special Transfer (AB) +2 cents between between 39th St Ferry and Bay Ridge Brooklyn & Queens Transit Corp	....
.
B-9 (buff) B-7-47 2 Cent Cash Transfer (AB) +2 cents to 60th St (B-9) or 49th St-53rd St (B-11) NYCTS	(buff) May 24,1947 Continuing Trip Ticket issued between 39th St Ferry and Bay Ridge and Eighth Aves +2 cents to Fifth Avenue Line toward Flatbush and Atlantic Aves at 39th St and Fifth Ave NYCTS	B-10 (buff) B-7-47 Continuing Trip Ticket +2 cents to Fifth Avenue Line, South Ferry bound NYCTS
.
(buff) Aug 11, 1948 Free Transfer toward 39th St Ferry BOT / NYCTS / BMT	(orange) Nov 4, 1948 Free Transfer toward 39th St Ferry BOT / NYCTS / BMT	(green) Dec 3, 1948 Free Transfer toward Bay Ridge Ave BOT / NYCTS / BMT

Erie Basin Line March 5, 1944    This line began operation as a horse car line in July 1888 at the Ninth Avenue and 20th Street, to Hamilton Ferry.    The line was electrified in 1893, and during the summer season, to carry the crush of visitors to Coney Island, certain cars operated from Hamilton Ferry to Coney Island, via Gravesend Avenue line from Ninth Avenue and 20th Street.    In 1929 the terminal was relocated from Hamilton Ferry, south to Erie Basin, via Richards Street and  Van Dyke Street.    According to the ERA Maps, three lines would come to run to Erie Basin: the 77, the 28, and the 15.    Reading the bottom right transfer below, the route described is the 77 line.    From Erie Basin, all three lines ran northeast along Richards Street to Hamilton Avenue where they split: the 15 and 28 headed north to Borough Hall / Civic Center) but the 77 turned right and ran southeast on Hamilton Avenue twhere it made a slight left onto Fifteenth Street, and ran to Bartel-Pritchard Sq, turned south and to the Ninth Avenue / 20th Street Depot.    It has been stated in numerous sources (ERA / B. Linder; E. Watson) that the Erie Basin Line was abandoned on November 8, 1941, but the date on the bottom right transfer reflects otherwise.    The April 1950 ERA map of Streetcar Lines for Brooklyn, reflects March 5, 1944 as a ending date for the Erie Basin 28 line service.
B-35 (salmon) B-1-37 Feeder Ticket from Erie Basin Brooklyn & Queens Transit Corp	B-36 (buff) E-3-38 Continuing Trip Ticket from Park Row Brooklyn & Queens Transit Corp	....	B-36 Continuing Trip Ticket from Park Row NYCTS

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Erie Basin Extension

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

Fifteenth Street Line December 1, 1945

B-5 (buff) 6-38 Special Transfer (A) from 20th Street Brooklyn & Queens Transit Corp

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Fifth Avenue Line February 20, 1949
					....
C-1 (buff) B-12-36 Special Transfer (A) from Fort Hamilton Brooklyn & Queens Transit Corp	C-2 (green) B-12-36 Special Transfer (B) from South Ferry Brooklyn & Queens Transit Corp	C-3 (salmon) B-12-36 Feeder Ticket from Fort Hamilton Brooklyn & Queens Transit Corp	C-4 (buff) 10-34 Continuing Trip Ticket toward Fort Hamilton Brooklyn & Queens Transit Corp	C-5 (buff) 1-36 Special Transfer (C) between 36th and 60th Streets Brooklyn & Queens Transit Corp		(green) July 31, 1947 2-Cent Cash Transfer (B) toward Fort Hamilton NYCTS
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(purple) May 24, 1947 Feeder Ticket toward South Ferry NYCTS	B-24 (purple) B-7-47 Feeder Ticket (on the next car of this line at Fifth and Bay Ridge Aves. removed) NYCTS	(buff) Jul 22, 1947 Continuing Trip Ticket toward Fort Hamilton NYCTS	B-23 (buff) E-9-47 Continuing Trip Ticket toward Fort Hamilton NYCTS	C-5 (buff) R-9-44 Special Transfer (C) between 36th and 60th Streets NYCTS	(buff) Jun 13, 1945 Continuing Trip Ticket toward Fort Hamilton NYCTS

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Flatbush Avenue - Main Line (Borough Hall to Avenue N)
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A-5 (buff) 7-34 Continuing Trip Ticket from Boro Hall Fulton Ferry or Park Row Brooklyn & Queens Transit Corp.	A-21 (green) F-7-38 Special Transfer (B) towards Avenue U Brooklyn & Queens Transit Corp.
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A-5? (buff) Aug 23, 1947 Continuing Trip Ticket toward E 71st St. or Avenue U NYCTS	A-5 (buff) Continuing Trip Ticket toward E 71st St. or Avenue U Crosstown and Myrtle court lines listed NYCTS	A-6 (buff) C-8-47 Special Transfer (A) toward Tillary NYCTS
.
6-17 (green) Jul 24, 1948 Free Transfer toward E 71st St. or Avenue U small font BOT / NYCTS / BMT	6-17 (purple) Nov 7, 1948 Free Transfer toward E 71st St. or Avenue U small font BOT / NYCTS / BMT	6-17 (green) N-12-49 Free Transfer toward E 71st St. or Avenue U large font last day of trolley service BOT / NYCTS / BMT

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Flatbush Avenue Line - 1 (East 71st Street Branch)
		intentionally left blank
A-1 (salmon) 7-34 Feeder Ticket Brooklyn & Queens Transit Corp.	A-1 (salmon) B-5-37 Feeder Ticket Brooklyn & Queens Transit Corp.
.
(purple) Aug 23, 1947 Feeder Ticket toward Boro hall NYCTS	A-1 (purple) Dec 12, 1947 Feeder Ticket Line 1 from East 71st Street toward Tillary NYCTS	A-1 (purple) J-1-48 Feeder Ticket Line 1 from East 71st Street toward Tillary (text slightly different, Lorimer St route designation added) NYCTS
.
6-16 (buff) A-5-48 Free Transfer BOT / NYCTS / BMT	6-16 (orange) Aug 29, 1948 Free Transfer smaller text conditions text more involved BOT / NYCTS / BMT	6-16 (buff) T-5-50 Free Transfer larger text, wording changed slightly Also issued upon request added BOT / NYCTS / BMT

Flatbush Avenue Line - 2 (Avenue U Branch)
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A-2 (salmon) 7-34 Feeder Ticket Brooklyn & Queens Transit Corp.	A-2 (salmon) H-3-40 Feeder Ticket Brooklyn & Queens Transit
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(purple) Aug 23, 1947 Feeder Ticket toward Boro Hall NYCTS	(purple) Dec 6, 1947 Feeder Ticket toward Tillary St NYCTS	A-2 (purple) J-1-48 Feeder Ticket toward Tillary St (text slightly different, Lorimer St route B-48 designation added) NYCTS
		intentionally left blank
6-15 (buff) B-7-48 Free Transfer toward Tillary St BOT / NYCTS / BMT	6-15 (buff) B-7-48 Free Transfer toward Tillary St larger text BOT / NYCTS / BMT

Flushing Avenue Line November 21, 1948 electric bus to July 26, 1960
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H-5 (orange) H-8-39 Feeder Ticket from Grand Ave Brooklyn & Queens Transit Corp
.	.
G-25 (purple) Q-2-44 Feeder Ticket toward Park Row NYCTS	G-25 (purple) D-8-47 Feeder Ticket toward Park Row NYCTS	G-26 (buff) D-8-47 Continuing Trip Ticket toward Maspeth NYCTS	G-26 (buff) V-2-46 Continuing Trip Ticket toward Maspeth NYCTS	G-27 (brown) Q-2-44 Cash Fare Receipt toward Grand Ave NYCTS	G-27 (brown) V-2-46 Cash Fare Receipt toward Maspeth NYCTS
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G-30 (buff) D-8-47 2-Cent Cash Transfer (A) toward Park Row NYCTS	G-31 (green) D-8-47 2-Cent Cash Transfer (B) toward Maspeth NYCTS			(orange) Nov 27, 1948 Free Transfer towards Park Row BOT / NYCTS / BMT	7-4 (purple) D-9-48 Free Transfer towards Maspeth BOT / NYCTS / BMT

Flushing - Ridgewood Line July 17, 1949
		intentionally left blank	intentionally left blank	intentionally left blank	intentionally left blank
H-1 (orange) H-3-39 Cash Fare Receipt toward Ridgewood Brooklyn & Queens Transit	H-22 (buff) H-3-39 Transfer (C) from Flushing Brooklyn & Queens Transit
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G-22 (purple) Q-2-44 Cash Fare Receipt NYCTS	G-22 (purple) V-2-45 Cash Fare Receipt towards Ridgewood NYCTS	G-22 (purple) E-9-47 Cash Fare Receipt towards Ridgewood NYCTS	G-23 (buff) Q-2-44 Transfer (C) towards Ridgewood NYCTS	G-23 (buff) V-2-46 Transfer (C) towards Ridgewood NYCTS	G-23 (buff) E-9-47 Transfer (C) (smaller font) towards Ridgewood NYCTS
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G-24 (green) Q-2-44 Special Transfer towards Flushing NYCTS	G-24 (salmon) V-2-46 Special Transfer towards Flushing NYCTS
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				intentionally left blank	intentionally left blank
7-5 (buff) A-5-48 Free Transfer towards Flushing BOT / NYCTS / BMT	7-5 (buff) B-7-48 Free Transfer towards Flushing BOT / NYCTS / BMT	7-5 (orange) Free Transfer towards Flushing BOT / NYCTS / BMT.	7-6 (green) A-6-48 Free Transfer towards Ridgewood BOT / NYCTS / BMT

Franklin Avenue Line October 28, 1945
B-21 (green) B-12-36 Special Transfer (B) from Williamsburgh Bridge Brooklyn & Queens Transit Corp.	B-22 (salmon) G-2-39 Feeder Ticket toward Ferry Brooklyn & Queens Transit Corp.

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Fulton Street Line August 10, 1941
E-5 (salmon) G-1-39 Feeder Ticket from Alabama Avenue Brooklyn & Queens Transit Corp.	E-6 (buff) E-3-36 Continuing Trip Ticket from Park Row Brooklyn & Queens Transit Corp.	....	E-12 (buff) R-9-44 Special Transfer (A) from Crescent St NYCTS

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Graham Avenue Line December 21, 1948 electric bus to July 26, 1960
		intentionally left blank
F-4 (salmon) 12-35 Special Ticket from Depot Brooklyn & Queens Transit Corp.	F-5 (buff) B-12-36 Continuing Trip Ticket from Brooklyn Bridge Brooklyn & Queens Transit Corp.		F-4 (purple) U-11-45 Continuing Trip Ticket toward Park Row NYCTS	F-5 (buff) V-3-46 Continuing Trip Ticket toward Long Island City NYCTS..	F-6 (green) 2 Cent Cash Transfer (B) toward Long Island City NYCTS
.
					intentionally left blank
2-5 (orange) Nov 22, 1948 Free Transfer toward Park Row BOT / NYCTS / BMT	2-5 (buff) Dec 18, 1948 Free Transfer toward Park Row BOT / NYCTS / BMT	2-6 (blue) Oct 31, 1948 Free Transfer toward Long Island City BOT / NYCTS / BMT	2-6 (purple) Nov 22, 1948 Free Transfer toward Long Island City BOT / NYCTS / BMT	2-6 (green) Dec 11, 1948 Free Transfer toward Long Island City BOT / NYCTS / BMT

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Grand Street Line December 11, 1949
					intentionally left blank
(brown) Jan 16, 1938 Cash Fare Receipt ("or Junction") Brooklyn & Queens Transit Corp.	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-14 (buffn) V-2-46 Cash Fare Receipt toward Kent Ave NYCTS	F-15 (brown) Feb 13, 1948 Cash Fare Receipt toward Junction Boulevard east of Metropolitan Ave Bridge NYCTS	F-16 (salmon) A-1-47 Special Transfer toward Maspeth NYCTS	F-17 (purple) W-5-46 Feeder Ticket toward Kent Ave NYCTS	F-18 (buff) O-2-43 Special Transfer (AB) west of 74th St NYCTS	F-23 (brown) K-3-48 Special Transfer toward Junction Blvd NYCTS
.
				intentionally left blank	intentionally left blank
2-7 (buff) E-12-48 Free Transfer toward Junction Blvd BOT / NYCTS / BMT	2-8 (purple) Nov 21, 1948 Free Transfer toward Kent Ave BOT / NYCTS / BMT	2-8 (green) E-12-48 Free Transfer toward Kent Ave (Delancey St removed, Williamsburgh Bridge B-39 installed BOT / NYCTS / BMT	2-8 (green) K-7-48 Free Transfer toward Kent Ave Flushing Ave removed last day of trolley service BOT / NYCTS / BMT

Gravesend - Church Line June 1, 1949 identical service continued after this date as Church Avenue Line
		intentionally left blank	intentionally left blank.
D-14 (buff) F-6-38 Special Transfer from Rockaway Ave South Brooklyn Railway	(brown) Dec 9, 1943 Special Transfer from Chester St. Brooklyn & Queens Transit
note the transfer specifies the Cortelyou Road electric bus - one of only seven trackless trolley routes in Brooklyn.
.
D-14 (buff) R-9-44 Special Transfer from Chester St NYCTS	D-27 (brown) R-9- 44 Special Ticket east of McDonald and Church Aves NYCTS	D-27 (brown) R-9- 44 Special Ticket east of McDonald and Church Aves NYCTS	D-28 (buff) R-9-44 Special Transfer (BA) from Ocean Ave or Wilson Ave cars NYCTS
.
		intentionally left blank	intentionally left blank
1-3 (buff) A-5-48 Free Transfer towards 16th Avenue BOT / NYCTS / BMT	1-4 (green) A-5-48 Free Transfer towards Rockaway Avenue BOT / NYCTS / BMT

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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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Hamilton Avenue Line / Hamilton Avenue - Bay Ridge Line March 29, 1942
				....
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-13 (brown) J-5-41 Identification Ticket NYCTS	C-27 (salmon) L-5-42 Special Transfer NYCTS

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Holy Cross Cemetery Shuttle Line April 1, 1951
	....		....
A-13 (buff) 7-34 Continuing Trip Ticket Brooklyn & Queens Transit Corp.		A-13 (buff) R-9-44 Continuing Trip Ticket NYCTS		6-18 (buff) A-5-48 Free Transfer BOT / NYCTS / BMT

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.		D-36 (buff) F-10-47 Special Transfer NYCTS	E-13 (purple) C-8-47 Special Transfer NYCTS	E-14 (buff) R-9-44 Special Transfer NYCTS

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 at Bedford or Greenpoint Aves Brooklyn & Queens Transit Corp.	F-10? (salmon) Jan 23, 1943 Feeder Ticket at Bedford or Greenpoint Aves Brooklyn & Queens Transit	F-11 (green) D-11-37 Special Transfer (D) toward Greenpoint Brooklyn & Queens Transit Corp.	F-11 (green) H-7-39 Special Transfer (D) toward Greenpoint Brooklyn & Queens Transit
.
(buff) Aug 9, 1947 2-Cent Cash Transfer (A) NYCTS	F-10 (purple) Sep 6, 1947 2-Cent Cash Transfer (B) NYCTS	F-10 (purple) Nov 15, 147 Continuing Trip Ticket NYCTS	F-11 (buff) D-8-47 Continuing Trip Ticket NYCTS

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McDonald - Vanderbilt Line March 6, 1950
B-12 (green) A-6-36 Special Transfer (B) fromd Brooklyn Bridge Brooklyn & Queens Transit Corp.	B-13 (salmon) B-2-37 Special Ticket leaving car at Neptune Ave or Coney Island Terminal South Brooklyn Railway / Brooklyn & Queens Transit Corp.	B-13 (salmon) H-11-40 Special Ticket leaving car at Neptune Ave or Coney Island Terminal South Brooklyn Railway /  Brooklyn & Queens Transit	B-29 (buff) R-6-45 Special Ticket (AA) from Coney Island South Brooklyn Railway	B-30 (buff) R-6-45 Special Ticket (AA) toward Coney Island South Brooklyn Railway	B-38 (buff) F-4-38 Special Transfer toward Coney Island South Brooklyn Railway
.
As I understand it, the McDonald - Vanderbilt line was a combined two car line / trip: a southern car between Coney Island and Bartel-Pritchard Square (McDonald Ave) and a northern car between Bartel Pritchard Square and Brooklyn Bridge (Vanderbilt Line). These Identification Tickets allowed a fare paying passenger on a McDonald car to board a Vanderbilt car at Bartel-Pritchard and vice versa without paying a double fare. Via Wikipedia: Between 1900 and August 28, 1929, during the summer, the Vanderbilt Avenue Line was through-routed with the Gravesend Avenue Line (later known as the McDonald Avenue Line after 1931) to provide direct access to Coney Island. Vanderbilt Avenue Line service over the Brooklyn Bridge was discontinued on February 17, 1928. Vanderbilt Avenue Line cars were permanently through-routed with the McDonald Avenue Line on July 15, 1936 to reduce costs. The through route ran between Coney Island via a private right-of-way to Avenue X, along McDonald Avenue, 20th Street, Prospect Park West, Vanderbilt Avenue, Park Avenue, Navy Street, Sands Street, Adams Street, High Street, and Washington Avenue to its terminal at Sands Street. Southbound cars would return via Sands Street, Hudson Street, and Nassau Street, before continuing back on the same route at Navy Street. PCC streetcars began running along the route on December 14, 1936. On May 6, 1940, streetcars were rerouted via Shell Road and Neptune Avenue instead of along a private right-of-way for the construction of the Belt Parkway. In March 1942, work on Park Avenue for the construction of the Brooklyn Queens Expressway required service to be rerouted along Flushing Avenue between Vanderbilt Avenue and Navy Street. This reroute required the construction of new track on Vanderbilt Avenue between Park Avenue and Flushing Avenue-the last new streetcar trackage built in Brooklyn. In April 1942, the route was extended over the Brooklyn Bridge to Park Row in Manhattan, with streetcars running along Sands Street in both directions. On May 24, 1944, southbound service was rerouted via Washington Street, High Street, and Jay Street, and then off of Washington Street and onto Cadman Plaza on September 22, 1944. On May 2, 1949, the lines were split due to sewer construction on Neptune Avenue in Coney Island, with Vanderbilt Avenue streetcars ending at the depot at 20th Street and Prospect Park West, and McDonald Avenue streetcars running from the depot to Avenue X. Through service resumed on August 2, 1949. On March 6, 1950, with the discontinuation of streetcar service on the Brooklyn Bridge, the route was truncated to they streetcar loop of Sands Street, Adams Street, Prospect Street, and Jay Street. Through service ended for good on August 19, 1950 with the replacement of streetcars on the Vanderbilt Avenue Line with buses. Streetcar service along McDonald Avenue continued operating until October 30, 1956, when it was discontinued.
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B-31 (brown) E-3-38 Identification Ticket between Bartel-Pritchard Sq  and Cortelyou Rd South Brooklyn Railway / Brooklyn & Queens Transit Corp.	B-31 (green) Identification Ticket South Brooklyn Railway & NYCTS	B-31 (brown) Identification Ticket South Brooklyn Railway & NYCTS
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B-5 (buff) L-3-42 Continuing Trip Ticket on eastbound trips from Brooklyn Bridge to all lines NYCTS	B-5 (buff) R-4-45 Continuing Trip Ticket on eastbound trips from Brooklyn Bridge to all lines NYCTS	B-6 (purple) C-8-47 Special Transfer from Coney Island at 20th St to Bartel-Pritchard Sq only NYCTS	B-11 (buff) B-7-47 Continuing Trip Ticket toward Park Row north of Cortelyou Rd NYCTS	B-12 (green) Aug 23, 1947 2-Cent Cash Transfer (B) toward Coney Island +2 cents between Brooklyn Bridge & Bartel-Pritchard Sq NYCTS	B-12 (green) C-8-47 2-Cent Cash Transfer (B) (B-45 code added, and dest changed) NYCTS
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9-11 (buff) A-5-48 Free Transfer toward Park Row BOT / NYCTS / BMT	9-11 (buff) Dec 8, 1948 Free Transfer toward Park Row (Also issued upon request added) BOT / NYCTS / BMT	9-11 (orange) B-7-48 Free Transfer toward Park Row (Also issued upon request added) BOT / NYCTS / BMT	9-12 (green) A-5-48 Free Transfer toward Coney Island BOT / NYCTS / BMT	9-12 (green) F-1-49 Free Transfer toward Coney Island BOT / NYCTS / BMT	(purple) Nov 1, 1948 Free Transfer toward Coney Island BOT / NYCTS / BMT

..

"MacDonald" Avenue Line October 31, 1956	McDonald Avenue Line May 2, 1949 - October 31, 1956
On May 2, 1949, the McDonald - Vanderbilt Line were split due to sewer construction on Neptune Avenue in Coney Island, with Vanderbilt Avenue streetcars ending at the depot at 20th Street and Prospect Park West, and McDonald Avenue streetcars running from the depot to Avenue X. Through service resumed on August 2, 1949. On March 6, 1950, with the discontinuation of streetcar service on the Brooklyn Bridge, the route was truncated to they streetcar loop of Sands Street, Adams Street, Prospect Street, and Jay Street. Through service ended for good on August 19, 1950 with the replacement of streetcars on the Vanderbilt Avenue Line with buses. Streetcar service along McDonald Avenue continued operating until October 30, 1956, when it was discontinued.
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	9-11 (buff) N-12-49 Free Transfer toward 10th Ave & 20th St BOT / NYCTS / BMT	9-12 (green) N-12-49 Free Transfer toward Coney Island 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) from Tompkins Ave Line Brooklyn & Queens Transit Corp.	F-17 (salmon) F-6-38 Feeder Ticket from Newtown Creek only Brooklyn & Queens Transit Corp.	F-19 (buff) B-12-36 Special Transfer from Williamsburgh Bridge Brooklyn & Queens Transit Corp.

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Metropolitan Avenue June 12, 1949
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E-31 (salmon) F-4-38 Special Transfer toward Williamsburgh Bridge Brooklyn & Queens Transit Corp.	E-32 (green) F-4-38 Identification Ticket between Jamaica & Metropolitan Aves and Lutheran Cemetery Brooklyn & Queens Transit Corp.	E-33 (brown) F-4-38 Special Transfer from Williamsburgh Bridge Brooklyn & Queens Transit Corp.	E-34 (buff) H-3-39 Special Ticket from Williamsburgh Bridge Brooklyn & Queens Transit Corp.
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G-12 (purple) B-12-46 Special Transfer toward Williamsburgh Bridge NYCTS	G-13 (buff) N-8-42 Identification Ticket between Jamaica & Metropolitan Aves and Lutheran Cemetery NYCTS	G-13 (salmon) H-12-47 Identification Ticket between Jamaica & Metropolitan Aves and Metropolitan Ave El station NYCTS	G-20 (buff) J-10-41 Special Transfer from Williamsburgh Bridge between Newtown Creek and Fresh Pond Rd NYCTS	G-21 (buff) J-10-41 Special Ticket from Williamsburgh Bridge to Corona Ave and Junction Blvd NYCTS
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7-8 (buff) E-12-48 Free Transfer toward Williamsburgh Bridge Plaza BOT / NYCTS / BMT	7-9 (purple) A-5-48 Free Transfer toward Jamaica Ave BOT / NYCTS / BMT

Myrtle - Court Line July 17, 1949
G-4 (salmon) G-11-38 Feeder Ticket Brooklyn & Queens Transit Corp.	G-4 (purple) X-5-46 Feeder Ticket towards Ridgewood NYCTS	G-4 (purple) D-8-47 Feeder Ticket towards Ridgewood NYCTS	G-9 (buff) X-5-45 Continuing Trip Ticket towards Hamilton Avenue NYCTS	G-9 (buff) B-2-47 Continuing Trip Ticket towards Hamilton Avenue NYCTS	G-9 (buff) B-2-47 Continuing Trip Ticket towards Hamilton Avenue (St John's Place removed 15th St Erie changed to Lorraine St, B-33 changed to Park Circle) NYCTS
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7-10 (orange) B-7-48 Free Transfer toward Hamilton Ave BOT / NYCTS / BMT	(buff) Jul 17, 1949 Free Transfer toward Hamilton Ave last day of trolley service BOT / NYCTS / BMT	(green) Jul 17, 1949 Free Transfer toward Ridgewood last day of trolley service BOT / NYCTS / BMT

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Nassau Avenue Line (date?)

(buff) Aug 3, 1942 Continuing Trip Ticket Brooklyn & Queens Transit

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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.

Norton's Point Line February 1936: Fare reduced from 5 cents one way to 5 cents round trip November 7, 1948
B-26 (green) 7-34 Special Transfer toward Sea Gate South Brooklyn Railway	B-26 (purple) 7-34 Special Transfer toward Sea Gate South Brooklyn Railway	B-28 (brown) A-6-36 Special Transfer toward Stillwell Ave South Brooklyn Railway

Norton's Point Shuttle Line allegedly ended September 26, 1935, operated June 1943 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), and an alley that runs for several blocks between rows of buildings that was its private right of way and a property marker obelisk in Sea Gate.
B-27 (buff) 7-35 Special Ticket South Brooklyn Railway	B-34 (buff) A-10-36 Special Transfer toward West 37th St South Brooklyn Railway

Nostrand Avenue Line April 1, 1951
A-7 (salmon) A-10-36 Feeder Ticket Bridge Local Brooklyn & Queens Transit Corp.	A-8 (brown) B-3-37 Transfer (C) toward Bridge Plaza Brooklyn & Queens Transit Corp.	A-8 (brown) H-9-40 Transfer (C) toward Bridge Plaza Brooklyn & Queens Transit	A-9 (green) 7-34 Special Transfer (D) from Williamsburgh Bridge Brooklyn & Queens Transit Corp.	A-9 (green) F-6-38 Special Transfer (D) from Williamsburgh Bridge Brooklyn & Queens Transit
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		This is an interesting pair. Same plate number, but the 1943 issue is post first unification (June 1, 1940) Nothing is changed with the exception of the redaction of Globe Ticket Company, NYC and "Corp" after the agency.
A-10 (buff) E-4-38 Cash Fare Receipt from Williamsburgh Bridge Brooklyn & Queens Transit Corp.	A-10 (buff) E-4-38 Cash Fare Receipt from Williamsburgh Bridge Brooklyn & Queens Transit
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A-8 (brown) C-8-47 Transfer (C) toward Delancey St. NYCTA	A-9 (purple) V-2-46 Special Transfer (D) toward Avenue U NYCTA	A-9 (purple) C-6-47 Special Transfer (D) toward Avenue U (B-47 designation added) NYCTA	A-10 (green) V-2-46 Cash Fare Receipt toward Avenue U NYCTA	A-12 (brown) V-2-46 2 Cent Cash Transfer (AB) +2  Cents between Flatbush Ave and Avenue U NYCTA
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6-19 (orange) Nov 7, 1948 Free Transfer toward Delancey St BOT / NYCTS / BMT	6-19 (buff) E-12-48 Free Transfer toward Williamsburgh Bridge Plaza BOT / NYCTS / BMT	6-20 (green) A-5-48? Free Transfer toward Avenue U BOT / NYCTS / BMT	6-20 (green) E-12-48 Free Transfer toward Avenue U BOT / NYCTS / BMT

Nostrand Avenue Shuttle Line October 28, 1945 combined with Nostrand Avenue Line
A-12 (buff) 5-36 Special Cash Fare Receipt Brooklyn & Queens Transit Corp.	A-11 (buff) l-12-41 Special Transfer (E) Brooklyn & Queens Transit

Ocean Avenue Line April 29, 1951
	....
D-18 (buff) G-1-39 Special Ticket +2 cents on Church Ave Line or Gravesend -Church Line Brooklyn & Queens Transit Corp.		D-16 (brown) R-9-44 Special Transfer (A) from Sheepshead Bay NYCTS	D-17 (green) R-5-47 Special Transfer (B) torward Sheepshead Bay NYCTS	D-18 (buff) R-5-47 Special Ticket +2 cents on Church Ave Line or Gravesend -Church Line NYCTS
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1-5 (buff) A-5-48 Free Transfer toward Sheepshead Bay BOT / NYCTS / BMT		1-5 (buff) H-6-49 Free Transfer toward Sheepshead Bay Gravesend-Church removed smaller "Good only in A.M." BOT / NYCTS / BMT	1-6 (green) A-5-48 Free Transfer toward Bergen St BOT / NYCTS / BMT	1-6? (green) H-6-49 Free Transfer toward Bergen St Gravesend-Church removed smaller "Good only in A.M." BOT / NYCTS / BMT

. .

Putnam Avenue Line to internal combustion powered buses: September 21, 1941 restored to rail operation: November 29, 1942  to internal combustion powered buses: February 5, 1950
G-5 (salmon) H-4-38 Feeder Ticket from Ridgewood Brooklyn & Queens Transit Corp.	G-6 (buff) 10-35 Greene & Gates Aves Line from Park Row Brooklyn & Queens Transit Corp.	G-7 (buff) 5-36 Special Transfer (A) toward Boro Hall Brooklyn & Queens Transit Corp.	....	G-5 (purple) Z-9-46 Feeder Ticket toward Tillary St NYCTS	G-6 (buff) Z-9-46 Continuing Trip Ticket toward Ridgewood NYCTS
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7-12 (buff) B-7-48 Free Transfer toward Tillary BOT / NYCTS / BMT	7-12 (orange) B-7-48 Free Transfer toward Tillary BOT / NYCTS / BMT	(green) Jul 2, 1948 Free Transfer toward Ridgewood BOT / NYCTS / BMT	(green) Feb 4, 1950 Free Transfer toward Ridgewood last day of trolley service BOT / NYCTS / BMT

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Ralph Avenue Line November 1, 1943
(buff) Feb 1, 1938 Feeder Ticket from Hegeman Ave Brooklyn & Queens Transit Corp.	D-13 (buff) D-8-37 Feeder Ticket from Hegeman Ave Brooklyn & Queens Transit

Ralph - Rockaway Avenues Line May 27, 1951
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D-5 (buff) Special Transfer (A) from Hegeman Ave Brooklyn & Queens Transit Corp.	D-6 (green) 10-34 Special Transfer (B) from Bridge Plaza Brooklyn & Queens Transit Corp.
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D-7? (purple) Jun 22, 1947 Feeder Ticket (Meeker-Marcy Route only) NYCTS	D-7 (purple) Nov 22, 1947 Continuing Trip Ticket toward Delancey St (large font) NYCTS	D-7 (purple) H-12-47 Continuing Trip Ticket toward Delancey St. (Bergen St added, B-45 added to St John's Pl, small font) NYCTS
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(buff) Jan 31, 1947 Special Transfer (A) toward Delancey St. NYCTS	(buff) Jun 14, 1948 2 Cent Cash Transfer (A) toward Delancey St. NYCTS		D-11 (buff) Feb 6, 1947 Feeder Ticket toward Hegeman Ave NYCTS	D-11 (buff) B-7-47 Feeder Ticket toward Hegeman Ave NYCTS
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1-7 (buff) Jul 23, 1948 Free Transfer toward Delancy St BOT / NYCTS / BMT	1-7 (buff) Oct 12, 1948 Free Transfer toward Delancy St BOT / NYCTS / BMT	1-7 (buff) Q-1-50 Free Transfer toward Williamsburgh Bridge BOT / NYCTS / BMT	1-7 (buff) S-3-50 Free Transfer toward Williamsburgh Bridge BOT / NYCTS / BMT
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1-8 (blue) Oct 21, 1948 Free Transfer toward Hegeman Ave BOT / NYCTS / BMT	1-8 (purple) A-5-48 Free Transfer toward Hegeman Ave BOT / NYCTS / BMT	1-8 (purple) A-5-48 Free Transfer toward Hegeman Ave BOT / NYCTS / BMT	1-8 (green) E-12-48 Free Transfer toward Hegeman Ave (All Buses or Cars at Bedford-Driggs Ave Station or Williamsburgh Bridge Plaza removed) BOT / NYCTS / BMT	1-8 (green) Q-1-50 Free Transfer toward Hegeman Ave (Atlantic Ave B-22 added) BOT / NYCTS / BMT	1-8 (green) S-3-50 Free Transfer toward Hegeman Ave (B-38 designation added to DeKalb Ave) BOT / NYCTS / BMT

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Richmond Hill Line April 26, 1950
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G-18 (buff) F-7-38 Special Transfer (AB) cash fare +2 cents west of Woodhaven Blvd Brooklyn & Queens Transit Corp.	G-19 (brown) B-1-37 Special Ticket from Ridgewood Brooklyn & Queens Transit Corp.	...	G-18 (buff) R-9-44 Special Transfer (AB) cash fare +2 cents west of Woodhaven Blvd NYCTS	G-19 (brown) R-9-44 Special Ticket from Ridgewood only NYCTS
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7-14 (brown) A-5-48 Free Transfer toward Jamaica Ave NYCTS	7-14 (buff) A-5-48 Free Transfer toward Jamaica Ave NYCTS	7-15 (green) A-5-48 Free Transfer toward Ridgewood NYCTS	7-15 (purple) A-5-48 Free Transfer toward Ridgewood NYCTS	7-15 (green) A-5-48 Free Transfer toward Ridgewood (for comparison to right) NYCTS	7-15 (green) A-5-48 Free Transfer toward Ridgewood NYCTS

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Rockaway Parkway Line April 29, 1951
D-30 (green) Dec 24, 1943 Special Transfer from Carnarsie Shore NYCTS	D-30 (purple) O-6-43 Special Transfer from Carnarsie Shore NYCTS	....	1-9 (buff) A-5-48 Free Transfer toward Rockaway Parkway Station BOT / NYCTS / BMT

Sea Gate Line December 1, 1946
B-23 (buff) A-6-36 Special Transfer (A) from West 36th St Brooklyn & Queens Transit Corp.	B-24 (buff) Feb 1, 1938 Special Transfer (B) from Sheepshead Bay Brooklyn & Queens Transit Corp.	B-25 (purple) H-12-40 Special Transfer toward Sea Gate Brooklyn & Queens Transit Corp.	B-33 (buff) A-6-36 Special Transfer from Sea Gate Brooklyn & Queens Transit Corp.

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Seventh Avenue Line February 11, 1951
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(buff) Nov 1, 1935 Special Transfer (A) toward Boro Hall Brooklyn & Queens Transit Corp.
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B-1 (buff) H-12-47 2 Cent Cash Transfer (A) toward Park Row NYCTS	B-2 (buff) B-7-47 2 Cent Cash Transfer (B) toward 20th St NYCTS	B-3 (purple) R-9-44 Feeder Ticket from 20th St NYCTS	B-4 (buff) Q-2-44 Continuing Trip Ticket toward 20th St NYCTS	B-4 (salmon) C-9-47 Continuing Trip Ticket toward 20th St NYCTS
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9-15 (orange) B-7-48 Free Transfer toward Park Row BOT / NYCTS / BMT	9-15 (buff) F-1-49 Free Transfer toward Park Row BOT / NYCTS / BMT	9-15 (buff) J-6-49 Free Transfer toward Park Row BOT / NYCTS / BMT	9-15 (buff) S-3-50 Free Transfer toward Brooklyn Bridge BOT / NYCTS / BMT
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9-16 (green) A-5-48 Free Transfer toward 20th St (small font) BOT / NYCTS / BMT	9-16 (purple) A-5-48 Free Transfer toward 20th St (small font) BOT / NYCTS / BMT	9-16 (green) K-7-49 Free Transfer toward 20th St BOT / NYCTS / BMT	9-16 (green) V-7-50 Free Transfer toward 20th St BMT Rapid Transit Lines added BOT / NYCTS / BMT	9-16 (salmon) A-5-48 Three Cent Cash Ticket transfer to BMT Rapid Transit Lines at Bridge - Jay Street Station toward 20th St BOT / NYCTS / BMT One of the very limited cases of an additional charge on a BOT era transfer

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Smith - Coney Island Line Split to separate lines: Smith Street and Coney Island Avenue on June 17, 1946
B-14 (buff) B-12-36 Special Transfer (A) toward Brooklyn Bridge Brooklyn & Queens Transit Corp.	B-15 (green) B-12-36 Special Transfer (B) from Brooklyn Bridge +2 cents between Brooklyn Bridge & Park Circle Brooklyn & Queens Transit Corp.	B-16 (salmon) B-12-36 Feeder Ticket toward Brooklyn Bridge Brooklyn & Queens Transit Corp.	B-17 - (buff) B-12-36 Continuing Trip Ticket from Brooklyn Bridge Brooklyn & Queens Transit Corp.	B-18 (buff) A-5-36 Special Transfer (AA) from Coney Island, south of kings Highway Brooklyn & Queens Transit Corp.	B-19 (green) F-4-39 Special Transfer (BB) toward Coney Island +2 cents south of Park Circle Brooklyn & Queens Transit Corp.
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B-32 (brown) A-6-36 Identification Ticket between Bartel-Pritchard Sq & Cortelyou Road Brooklyn & Queens Transit Corp.

Smith Street Line February 11, 1951
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B-16 (salmon) 7-34 Feeder Ticket toward Park Row (abbreviated St.) Brooklyn & Queens Transit Corp.	B-17 (buff) 7-34 Continuing Trip Ticket from Park Row (this stock code duplicated with Smith-Coney Island Line above) (abbreviated St.) Brooklyn & Queens Transit Corp.
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B-7 (brown) Z-9-46 Special Transfer toward 20th Street ("Street" spelled out) NYCTS	B-8 (buff) 2-Cent Cash transfer (A) toward Brooklyn Bridge ("Street" spelled out) NYCTS	B-15 (green) C-8-47 2-Cent Cash transfer (B) toward 20th St ("Street" spelled out) NYCTS	B-16 (purple) Z-9-46 Special Transfer toward Brooklyn Bridge ("Street" spelled out) NYCTS	B-17 (salmon) 7-34 Continuing Trip Ticket toward 20th Street ("Street" spelled out) NYCTS
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9-17 (buff) A-5-48 Free Transfer toward Brooklyn Bridge (small font) BOT / NYCTS / BMT	9-17 (orange)  Nov 30, 1948 Free Transfer toward Brooklyn Bridge (small font) BOT / NYCTS / BMT	9-17 (buff) B-7-48 Free Transfer toward Brooklyn Bridge (small font) BOT / NYCTS / BMT	9-17 (buff) Jan 1, 1950 Free Transfer toward Brooklyn Bridge (large font) BOT / NYCTS / BMT	9-17 (buff) Y-11-50 Free Transfer toward Brooklyn Bridge (large font) BOT / NYCTS / BMT
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9-18 (purple) C-9-48 Free Transfer toward 20th Street BOT / NYCTS / BMT	9-18 (green) K-7-49 Free Transfer toward 20th Street BOT / NYCTS / BMT	9-18 (buff) N-12-49 Free Transfer toward 20th Street BOT / NYCTS / BMT	9-18 (green) V-7-50 Free Transfer toward 20th Street 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.

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St. John's Place August 24, 1947 electric bus to March 24, 1959
(salmon) May 8, 1943 Feeder Ticket from Hegeman Ave Brooklyn & Queens Transit	D-24 (purple) H-12-40 Feeder Ticket from Hegeman Ave Brooklyn & Queens Transit	....
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D-25 (buff) Z-9-46 Continuing Trip Ticket towards Hegeman Ave NYCTS	D-26? (buff) Jul 21, 1947 Continuing Trip Ticket towards Sheridan Ave NYCTS	E-32 (buff) E-8-47 2 Cent Cash Transfer (A) towards Tillary St NYCTS	E-33 (green) E-8-47 2 Cent Cash Transfer (B) towards Sheridan Ave NYCTS

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Sumner Avenue Line July 20, 1947
(salmon) Nov 13, 1943 Feeder Ticket toward Bridge Plaza NYCTS	D-33 (green) P-11-43 Feeder Ticket toward Hegeman Ave NYCTS	D-33 (buff) Q-5-44 Feeder Ticket toward Hegeman Ave NYCTS	D-34 (purple)  W-5-45 Feeder Ticket toward Bridge Plaza NYCTS	(green) Jun 21, 1947 Special Transfer (B) toward Hegeman Ave NYCTS

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Sumner - Sackett Line (date?)

(green) Jun 1, 1939 Special Transfer (B) from Bridge Plaza Brooklyn & Queens Transit Corp.

Third Avenue Line March 1, 1942
C-18 (salmon) F-9-38 Identification Ticket between 39th St and 65th St Brooklyn & Queens Transit Corp.	C-21 (green) D-2-38 Special Transfer (B) toward Ft. Hamilton Brooklyn & Queens Transit Corp.	C-22 (buff) Jan 1, 1940 Continuing Trip Ticket from Furman St Brooklyn & Queens Transit Corp.

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Tompkins Avenue Line August 24, 1947 electric bus to July 26, 1960
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E-39 (salmon) H-3-39 Special Transfer toward Williamsburg Bridge Brooklyn & Queens Transit Corp.	E-40 (brown) G-1-39 Transfer (C) to Bridge Local Brooklyn & Queens Transit Corp.	E-41 (green) D-1-36 Special Transfer (D) toward Prospect Park Brooklyn & Queens Transit Corp.	E-42 (buff) A-11-36 Transfer (C) Brooklyn & Queens Transit Corp.
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A-53 (green) J-10-41 Special Transfer (D) toward Prospect Park NYCTS	(buff) May 24, 1943 Transfer (C) toward Williamsburgh Bridge NYCTS	A-53 (green) Y-8-46 Special Transfer (D) toward Prospect Park NYCTS	A-54 (buff) W-5-46 Transfer (C) toward Williamsburgh Bridge NYCTS	A-55 (purple) W-5-46 Special Transfer toward Williamsburgh Bridge NYCTS

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Union Avenue Line December 1, 1945
F-12 (buff) 1-36 Transfer (C) from Wyckoff Ave Brooklyn & Queens Transit Corp.	F-13 (green) D-1-38 Transfer (D) toward Ridgewood Brooklyn & Queens Transit Corp.

. v

Union Street Line December 1, 1935
B-9 (buff) B-12-36 Special Transfer (A) from 20th Street Brooklyn & Queens Transit Corp.	B-37 (salmon) B-2-37 Special Transfer from Hamilton Ferry Brooklyn & Queens Transit Corp.

Utica - Reid Line March 18, 1951
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A-20 (buff) D-11-37 Special Transfer toward Avenue N Brooklyn & Queens Transit Corp.
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A-15? (buff) Jan 18, 1947 Special Transfer (A) toward Bridge Plaza NYCTS	A-15 (buff) B-7-47 Special Transfer (A) toward Bridge Plaza NYCTS	A-15 (buff) B-7-47 2-Cent Cash Transfer (A) toward Bridge Plaza NYCTS	A-16 (brown) B-7-47 2-Cent Cash Transfer (B) toward Avenue N NYCTS	A-20 (buff) B-3-47 Special Ticket toward Williamsburgh Bridge NYCTS	A-20 (buff) B-7-47 Special Ticket toward Avenue N NYCTS
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A-22 (buff) R-9-44 Special Transfer (AA) toward Avenue N NYCTS	A-22 (buff) R-9-44 Special Transfer (AA) toward Williamsburgh Bridge NYCTS
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6-21 (buff) W-8-50 Special Ticket toward Williamsburgh Bridge plaza NYCTS	6-22 (purple) Oct 12, 1948 Special Ticket toward Avenue N NYCTS	6-22 (green) A-5-48 Special Ticket toward Avenue N NYCTS	6-22 (green) X-9-50 Special Ticket toward Avenue N NYCTS	6-22 (brown) Mar 10, 1951 Special Ticket toward Avenue N NYCTS

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Vanderbilt Avenue Line August 20, 1950 On May 2, 1949, the McDonald - Vanderbilt Line was split due to sewer construction on Neptune Avenue in Coney Island, with Vanderbilt Avenue streetcars ending at the depot at 20th Street and Prospect Park West, and McDonald Avenue streetcars running from the depot to Avenue X. Through service resumed on August 2, 1949. On March 6, 1950, with the discontinuation of streetcar service on the Brooklyn Bridge, the route was truncated to they streetcar loop of Sands Street, Adams Street, Prospect Street, and Jay Street. Through service ended for good on August 19, 1950 with the replacement of streetcars on the Vanderbilt Avenue Line with buses.
9-9 (buff) N-12-49 Free Transfer toward Park Row BOT / NYCTS / BMT	9-9 (buff) S-3-50 Free Transfer toward Brooklyn Bridge BOT / NYCTS / BMT	9-10 (green) N-12-49 Free Transfer toward 10th Ave & 20th St BOT / NYCTS / BMT	9-10 (green) T-4-50 Free Transfer toward 10th Ave & 20th St Last day of trolley operation. BOT / NYCTS / BMT

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West End Line June 28, 1947
C-29 (green) Jun 1, 1939 Special Transfer (B) from Coney Island Brooklyn & Queens Transit Corp.	C-32 (orange) Jul 5, 1942 Special Ticket from Coney Island Brooklyn & Queens Transit Corp.	....	C-32 (purple) R-9-45 Special Ticket toward 25th Ave NYCTS

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Wilson Avenue Line May 27, 1951
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D-2 (green) F-6-38 Special Transfer (B) from Bridge Plaza Brooklyn & Queens Transit Corp.	D-3 (salmon) A-10-36 Feeder Ticket toward Bridge Plaza Brooklyn & Queens Transit Corp.	D-19 (buff) F-34-38 Continuing Trip Ticket from Plaza only Brooklyn & Queens Transit Corp.			D-4 (brown) Dec 11, 1943 Special Transfer Brooklyn & Queens Transit
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D-1 (buff) Dec 7, 1947 2 Cent Cash Transfer (A) toward Bridge Plaza NYCTS	D-2 (green) B-7-47 2 - Cent Cash Transfer (B) Transfer toward Rockaway Parkway Station (abbreviated Ave.) NYCTS	D-2 (green) B-7-47 2 - Cent Cash Transfer (B) Transfer toward Rockaway Parkway Station (Bergen St removed, St. Johns Pl amended) (abbreviated Ave.) NYCTS	D-3? (salmon) D-8-47 Feeder Ticket toward Bridge Plaza NYCTS	D-4 (brown) Fare Receipt Final except Church Ave & Gravesend-Church Line NYCTS
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D-15 (purple) R-9-44 Special Transfer from Rockaway Parkway Station Final except Church Ave & Gravesend-Church Line (abbreviated Ave.) NYCTS	D-15 (purple) B-7-47 Special Transfer from Rockaway Parkway Station Final except Church Ave & Gravesend-Church Line (abbreviated Ave.) NYCTS	D-19? (buff) Aug 23, 1947 Special Transfer toward Rockaway Parkway Station (Avenue spelled out) NYCTS	D-19 (buff) D-8-47 Special Transfer toward Rockaway Parkway Station (Bushwick Ave, Myrtle-Wyckoff removed, Flushing Ave added; Avenue spelled out) NYCTS	(buff) Oct 23, 1943 Special Transfer Continuing trip on Bergen St Line (abbreviated Ave.) NYCTS
1-10 (buff) E-12-48 Free Transfer BOT / NYCTS / BMT	1-10 (buff) K-7-49 Free Transfer toward Williamsburgh Bridge BOT / NYCTS / BMT	1-10 (buff) R-2-50 Free Transfer toward Williamsburgh Bridge BOT / NYCTS / BMT	1-10 (buff) May 26, 1951 Free Transfer toward Williamsburgh Bridge last day of trolley service BOT / NYCTS / BMT	1-11 (purple) Nov 30, 1948 Free Transfer toward Rockaway Parkway Station BOT / NYCTS / BMT	1-11 (green) Jul 23, 1948 Free Transfer toward Rockaway Parkway Station BOT / NYCTS / BMT
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1-11 (green) K-7-49 Free Transfer toward Rockaway Parkway Station BOT / NYCTS / BMT	1-11 (green) R-2-50 Free Transfer toward Rockaway Parkway Station BOT / NYCTS / BMT	1-11 (green) May 26, 1951 Free Transfer toward Rockaway Parkway Station last day of trolley service BOT / NYCTS / BMT

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) toward 65th St Brooklyn & Queens Transit Corp.	C-25 (green) 7-34 Special Transfer (B) toward Ulmer Park Brooklyn & Queens Transit Corp.	C-30 (buff) B-5-37 Special Transfer from 65th St Brooklyn & Queens Transit Corp.

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86th Street Line August 12, 1948
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(buff) Nov 17, 1934 Cash Fare Receipt Brooklyn & Queens Transit Corp.	C-7 (brown) B-5-37 Special Transfer from 25th St Brooklyn & Queens Transit Corp.	C-9 (buff) B-6-37 Special Transfer (A) from 25th St Brooklyn & Queens Transit Corp.	C-10 (green) F-4-38 Special Transfer (B) from 65th St Brooklyn & Queens Transit Corp.
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C-7 (buff) May 24, 1947 Continuing Trip Ticket from 25th St, north of Harway and 25th Aves NYCTS	C-8 (brown) J-6-41 Special Transfer from 65th St for passengers from B16, B-6 and B-5 buses NYCTS	B-35 (buff) B-7-47 Continuing Trip Ticket from Coney Island NYCTS	B-36 (brown) B-7-47 Special Transfer toward Coney Island NYCTS	B-37 (purple) B-7-47 Continuing Trip Ticket toward 63rd St NYCTS

Third Avenue Railway System, pre-1937 (Henry Hudson Parkway not shown) trolley lines only. Click on the map for large format high resolution file (use your back arrow to return you here.)	Third Avenue Railway, dated February 23, 1943; showing buses and trolleys (lines colorized by author): Click on the map for large format high resolution file (use your back arrow to return you here.)

 

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

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"
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S. B. Severson, general manager (1917- 1919) 12 month, 30 day, hour & 15 minute punch cancellation Globe Ticket 5 3/16" x 2"
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E. C. Sherwood, general superintendent (1914 - ?) 12 month, 30 day, hour punch cancellation 5 3/16" x 2"
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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"
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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. Line Name From To Route Notes Steinway Street  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 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 Hunters Point Astoria Ferry Vernon Boulevard abandoned 09/29/1939 now the Q103 bus Broadway Astoria Ferry Woodside Broadway abandoned 09/29/1939 now the Q104 bus Flushing Avenue Astoria Bowery Bay Astoria Boulevard abandoned 12/06/1935 now the Q19 Bus Jackson Avenue 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"
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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"
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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"
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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  5½"
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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  5½"

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)

   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.

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(brown) 6S - 12 month, 30 day, hour, 10 minute punch cancellation Globe Ticket 5¼" x 2"

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

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   Richmond Railways was organized on December 20, 1922 from the Richmond Light and Railroad. Richmond Railways Inc., was a holding company formed to hold the assets of Staten Island Coach and Richmond Light & Railroad.

Richmond Railways - 1927-1933 3¼" x 2"

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Staten Island Midland Railroad

   The Staten Island Midland Railway (previously the Midland Electric Railroad) was incorporated December 1, 1890. Operated in central Staten Island, and was continued by city-operated streetcars and trolleybuses during 1920–1927. Entered into receivership July 6, 1920.

   Concord Line abandoned September 18, 1920. Remainder of routes operated by Richmond Light & Railroad from September 18 to December 1, 1920 and City of New York Department of Plants & Structures from November 5, 1920.

Line Name	From	To	Streets	Abandoned	Notes
Midland Beach	Midland Beach	St. George Ferry Terminal	Midland Avenue, Lincoln Avenue, Richmond Road, Van Duzer Street, Broad Street, Canal Street, Wright Street, Van Duzer Street, Victory Boulevard, and Bay Street	1927	operated as the S72 bus until 1992
Concord	Port Richmond	St. George Ferry Terminal	Richmond Terrace, Jewett Avenue, Victory Boulevard, Clove Road, Richmond Road, Van Duzer Street, Broad Street, Canal Street, Wright Street, Van Duzer Street, Montgomery Street, Hyatt Street, and Bay Street	September 18, 1920 October 16, 1927	now the S53, S66, and S74 buses
Manor Road	Todt Hill	Livingston	Manor Road, Delafield Avenue, Clove Road, Castleton Avenue, and Broadway	August 21, 1927	now the S54 bus
Richmond	Richmondtown	St. George Ferry Terminal	Richmond Road, Van Duzer Street, Broad Street, Canal Street, Wright Street, Van Duzer Street, Victory Boulevard, and Bay Street	October 16, 1927	now the S74 bus
Silver Lake	Port Richmond	St. George Ferry Terminal	Richmond Terrace, Jewett Avenue, Victory Boulevard, and Bay Street	taken over by the Richmond Light and Railroad Company as route 7 in 1927

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Richmond and St. George  - September 17, ? (1920-1927) From Richmond transfer at Concord for Port Richmond At Grant City for Midland Beach 2" x 4¼"

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