TheNEW YORK DIVISION BULLETIN - JANUARY, 2003 Bulletin New York Division, Electric Railroaders’ Association Vol. 46, No. 1 January, 2003 TH The Bulletin 20 ANNIVERSARY OF DIRECT GOVERNMENT Published by the New OPERATION OF COMMUTER RAIL IN THE NORTHEAST York Division, Electric by Randy Glucksman Railroaders’ Association, Incorporated, PO Box It might be hard to believe, but it was thority (MBTA), which dated to 1964 and was 3001, New York, New twenty years ago that five transit agencies in already operating Boston’s subway, trolley, York 10008-3001. the Northeast assumed responsibility for trackless, and bus lines, now had the task of commuter train operations. This occurred running the former New Haven Railroad com- Editorial Staff: when the United States Congress enacted muter services, in addition to the ex-Boston & legislation enabling the Consolidated Rail Maine rail lines for which it already had re- Editor-in-Chief: Corporation, a k a Conrail, to become a for- sponsibility. Bernard Linder profit corporation. As such, it was permitted Maryland’s DOT took over the running of News Editor: to divest itself of its “money-losing passenger what is known today as MARC’s Penn Line Randy Glucksman services.” between Baltimore and Washington, D.C. Contributing Editors: In the metropolitan area, on January 1, Over these twenty years, the combined ef- David Erlitz Jeffrey Erlitz 1983, the Metropolitan Transportation Author- forts of these agencies, thanks to billions of ity, through its newly created subsidiary, the dollars in capital funding, have brought all of Production Metro-North Commuter Railroad, began to the systems up to a state of good repair. Manager: operate the former Penn-Central (original Commuters ride in hundreds of brand new or David Ross New York Central and New Haven Railroad) recently refurbished coaches, all climate- lines in New York State. In Connecticut, the controlled, which are hauled by completely responsibility went to the Connecticut Depart- new or rebuilt locomotives. Stations, tracks, ment of Transportation, which contracted with power facilities, etc. have also been up- Metro-North. New Jersey Transit, created in graded, and thousands of new parking ©2003 New York 1979 to operate many of the state’s bus ser- spaces have been created. Although there Division, vices, found that on that date it also became have been a few retrenchments in service Electric responsible for Conrail’s rail services. Some area, particularly in Philadelphia (Fox Chase Railroaders’ of the lines were also ex-Penn-Central to Newtown and Elwyn to West Chester are Association, Incorporated (Pennsylvania Railroad). Others were the considered “temporary”), some agencies Central Railroad of New Jersey and the Erie- have even expanded their service territories. Lackawanna Railway. Some examples are Metro-North’s extension SEPTA (Southeastern Pennsylvania Trans- to Wassaic, NJ Transit’s to Hackettstown, portation Authority), which had been formed and MARC’s line to Frederick, Maryland. In In This Issue: in 1963 to run the former Philadelphia Trans- fact, there is more service to some stations Manhattan portation Company and later the Philadelphia now than there was during the days of pri- Bridge Trolley Suburban Transportation Company (Red Ar- vate operation. Cars — History row Lines), assumed responsibility for the If there is anything to lament, it could be and Track former Pennsylvania and Reading Lines, that had there been more government inter- which had also been merged into Conrail. est and involvement in commuter services Plan...Page 2 The Massachusetts Bay Transportation Au- (Continued on page 3) 1 NEW YORK DIVISION BULLETIN - OCTOBER,JANUARY, 20002003 MANHATTAN BRIDGE TROLLEY CARS by Bernard Linder Many years ago, there were two competing trolley Cent Line attempted to prevent operation on the Man- lines providing service on the Manhattan Bridge. The hattan Bridge under the permit of the Commissioner of 1914 Public Service Commission Report reveals that Bridges by an injunction which was vacated August 16, Third Avenue’s Brooklyn & North River Line, whose cars 1912, provided the companies obtained the consent of operated from Desbrosses Ferry to Fulton Street and the Public Service Commission. The Commission re- Flatbush Avenue, collected 5-cent, 3-cent, and 2½-cent fused its consent to the exercise of the permit by order fares. The Manhattan Bridge Three Cent Line, whose of September 20, 1912. The company began operation, cars ran from Canal Street and the Bowery to Fulton however, under the permit of July 15, 1912, and by con- Street and Flatbush Avenue, charged three cents or two tract with the City of New York dated September 9, tickets for a nickel. 1913, approved by the Public Service Commission No- Although this article features the Brooklyn & North vember 21, 1913, it obtained a franchise for the Brook- River history, we must also briefly mention the Three lyn portion of the route and over the Manhattan Bridge Cent Line, whose history is interwoven with that of its connecting with the existing tracks on Canal Street. The competitor. A complete history of the latter was pub- company did not need a Manhattan franchise because lished in the December, 1962 issue of Electric Rail- Third Avenue already had a franchise and trackage roads. rights over the rest of the route. The first cars to operate on the bridge belonged to the INTERCORPORATE RELATIONS Three Cent Line, whose cars started running on Sep- An agreement was made with the Dry Dock, East tember 4, 1912. The existing lower level subway tracks Broadway & Battery Railroad Company and the New were installed on the bridge before construction was York Railways Company, October 14, 1913, granting the completed on the rest of the subway. Therefore, the company the right to operate cars over the tracks of trolley cars temporarily operated on these lower-level these companies on Canal, Vestry, Greenwich, Des- tracks — Three Cent cars on the south side and North brosses, and Washington Streets. Brooklyn & North River cars on the north side — until the upper level trol- River also had an arrangement with the Third Avenue ley tracks were available. Railway Company for rental of cars, based on 2.66 BROOKLYN & NORTH RIVER cents per car-mile operated and 10 percent per annum RAILROAD COMPANY on 90 percent of the cost of the cars; also an arrange- This company was incorporated January 2, 1912. It ment with the Brooklyn Heights Railroad Company to was controlled jointly through ownership of capital stock furnish power on the Manhattan Bridge at 2 cents per by the following corporations: Brooklyn Heights Railroad kilowatt-hour. The company reimbursed the Three Cent Company, 125 shares; Nassau Electric Railroad Com- Line for use of the tracks and the power consumed by pany, 125 shares; Coney Island & Brooklyn Railroad its cars operating on Flatbush Avenue Extension. Company, 250 shares; New York Railways Company, PLOW PITS 250 shares; and Third Avenue Railway Company, 250 Power for the cars was furnished by overhead trolley shares. in Brooklyn and underground conduit in Manhattan. The On February 29, 1912, the Third Avenue Railway changeover, which was made at a plow pit, was proba- Company, together with other Manhattan and Brooklyn bly similar to the changeover described in the March, companies, obtained a temporary permit from the De- 1996 Bulletin. The original plow pit was located at partment of Bridges to operate over the Manhattan Bayard Street and the Bowery. At first the cars operated Bridge. This permit was confirmed by the Board of Esti- on the tracks now used by subway trains. Because un- mate and Apportionment on July 15, 1912, with the pro- derground conduit could not be installed, trolley wire viso that only one company should operate over the was temporarily strung over the bridge tracks. When the bridge. The Third Avenue Railway Company was se- cars were rerouted to the permanent upper level bridge lected to do the operating. The company had applied for tracks on May 23, 1915, power was supplied from an a franchise over the bridge and it was pending at the underground conduit and the plow pit was relocated to time the permit was granted. The Manhattan Bridge the Brooklyn Plaza on Flatbush Avenue Extension be- Three Cent Line had also applied for a franchise over tween Nassau Street and Concord Street. the bridge and its application was pending. The Three (Continued on page 3) 2 NEW YORK DIVISION BULLETIN - JANUARY, 2003 Manhattan Bridge Trolley Cars (Continued from page 2) Owners: STREET CARS January 2, 1912 Brooklyn & North River Railroad Company BUSES October 5, 1919 Independents operating under permits issued by the Department of Plant & Structures November 13, 1929 Brooklyn Bus Corporation, a Brooklyn-Manhattan Transit subsidiary June 1, 1940 Board of Transportation of the City of New York June 15, 1953 New York City Transit Authority Route: STREET CARS November 13, 1912 Battery cars started operating as bridge shuttles February 9, 1913 Electric cars started operating from Canal and Hudson Streets via Canal Street, lower level tracks on north side of Manhattan Bridge, and BRT’s tracks on Jay Street, Wil- loughby Street, and Gold Street to Fulton Street June 6, 1913 Extended via Vestry Street, Greenwich Street (Washington Street in opposite direction), and Desbrosses Street to West Street (Desbrosses Ferry) October 30, 1913 Discontinued Manhattan Bridge local December 11, 1913 Rerouted via Flatbush Avenue Extension to Fulton Street October 4, 1919 Discontinued