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30-720: Manhattan Transfer may refer to: Manhattan Transfer station , a Pennsylvania Railroad station in New Jersey Manhattan Transfer (novel) , a 1925 novel by John Dos Passos "Manhattan Transfer", 1984 episode of Right to Reply Manhattan Transfer , a 1993 science fiction novel by John E. Stith Manhattan transfer, a description of Doctor Manhattan 's teleportation in Watchmen The Manhattan Transfer , jazz and pop vocal quartet The Manhattan Transfer (album) , album by

60-481: A rapid transit system (now called Port Authority Trans Hudson or PATH), began running over the PRR line west of Waldo Yard, connecting with the new Manhattan Transfer station at Harrison. The Lehigh Valley Railroad , which had operated its Black Diamond train from Buffalo, New York since 1896, ended service to Exchange Place in 1913. Ferry service at Exchange Place ended in 1949. The last PRR passenger train used

90-577: A half years instead of four. In addition, new approach tracks to Newark Penn would be built over the Passaic River . PRR trains to Exchange Place started using the 11 kV catenary system in December 1932. Within two months, the PRR had completed the electrification of the main line from Philadelphia north to New York Penn Station; south to the PRR station in Wilmington, Delaware ; and west to

120-631: Is different from Wikidata All article disambiguation pages All disambiguation pages Manhattan Transfer station Manhattan Transfer was a passenger transfer station in Harrison, New Jersey , east of Newark , 8.8 miles (14.2 km) west of New York Penn Station on the Pennsylvania Railroad (PRR) main line, now Amtrak 's Northeast Corridor . It operated from 1910 to 1937 and consisted of two 1,100 feet (340 m) car-floor-level platforms, one on each side of

150-546: The Church Street Station Post Office , near Hudson Terminal, and transferring the letters to PRR trains at Manhattan Transfer. The H&M ordered MP-38 railcars to run this special service, in partnership with the PRR. The "McAdoo Reds", as the MP-38s were called, ran only between Manhattan Transfer and New York City, carrying the logos of PRR and H&M to show their partnership. Until 1922

180-673: The Fulton Ferry slip in Brooklyn also existed. In the 1870s the PRR began exploring ways to reach New York directly (see New York Tunnel Extension ). A number of realignments produced a straighter track, with the final realignment, a new passenger line from Harrison to east of the new bridge (now the PATH Lift Bridge ) over the Hackensack River , opening in 1900. (The old freight line still exists as part of

210-510: The Paoli, Pennsylvania , PRR station. By March 1933 most PRR trains on that stretch of the main line were pulled by electric engines, but PRR trains continued to stop at Manhattan Transfer for the H&;M connection. (The branch to South Amboy remained steam for a couple more years, so a few engine changes continued at Manhattan Transfer.) Around 1940 the third rail west of the west end of the tunnels

240-425: The Passaic River , and H&M and PRR passengers would be able to connect at Newark Penn instead of Manhattan Transfer. Contracts to electrify the PRR tracks south of Manhattan Transfer with 11 kV overhead wires were awarded in 1929. Two years later, in light of low interest rates and high unemployment, the PRR's president announced plans to speed up the electrification project, with plans to complete it in two and

270-696: The Passaic and Harsimus Line .) In 1910 the PRR opened New York Penn Station in Manhattan. The new station used the North River Tunnels under the Hudson River to reach New York City, enabling direct rail access to New York City from the south for the first time. Penn Station's opening led to sharply reduced PRR traffic at Exchange Place. On October 1, 1911 the Hudson and Manhattan Railroad ,

300-681: The Manhattan Transfer Manhattan Transfer, the ability or "Stand" of Johngalli A., a character in the manga Stone Ocean Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title Manhattan Transfer . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Manhattan_Transfer&oldid=1097380688 " Category : Disambiguation pages Hidden categories: Short description

330-465: The PRR also operated a shuttle service from Manhattan Transfer to New York Penn, using six converted MP-54 cars. A spate of serious accidents involving H&M trains took place at Manhattan Transfer in the 1920s. A collision between two PRR trains occurred at Manhattan Transfer on October 27, 1921, injuring 36 people. The cause was heavy fog covering a train signal. Less than a year later, on August 31, 1922, heavy fog caused another collision. This time,

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360-698: The PRR built the Manhattan Transfer station. Passenger trains bound for New York Penn paused there so that their steam locomotives could be replaced by electric locomotives that could run through the tunnel under the river. The station also allowed passengers to change trains; riders on the main line could transfer to local trains to Exchange Place , where they could catch ferries or Hudson and Manhattan Railroad (H&M) subway trains to 33rd Street Terminal in Manhattan , and riders from Exchange Place could change to PRR main line trains. The H&M,

390-609: The PRR line. It was also served by the Hudson and Manhattan Railroad . There were no pedestrian entrances or exits to the station, as its sole purpose was for passengers to change trains, or for trains to have their locomotives changed. Until 1910, none of the railroads that crossed New Jersey to reach New York City crossed the Hudson River . Instead, passengers rode to terminals on the Hudson Waterfront , where they boarded ferries . The dominant Pennsylvania Railroad

420-548: The PRR's board voted to electrify its main line in the Philadelphia area using an 11 kV overhead catenary system . This had to do with the PRR's cumbersome operations at Broad Street Station in Philadelphia, where trains had to enter and leave the terminal from the same side, and congestion frequently arose because of the length of time needed for steam locomotives to switch directions. Tracks at Manhattan Transfer were originally electrified with 650 V third rail , which

450-399: The arrival of the next train, a platform attendant would use a long pole to change the signs displayed. The only access to the station was by train, with no access to the surrounding area. It was estimated that 230 million passengers had used Manhattan Transfer during its 27 years in operation. Exchange Place (PRR station) The terminal was on Paulus Hook , which in 1812 became

480-580: The branch on November 17, 1961. The PATH continues to use the line through Bergen Hill to the Journal Square Transportation Center and onward to Newark Penn Station . The Exchange Place terminal fell into disuse. The last of the buildings of the complex, along with the elevated portion of the rail line, were demolished in 1963. The former terminal complex is now split between the PATH system's Exchange Place station and

510-440: The busyness of New York City. The tributes to Manhattan Transfer station include a jazz vocal ensemble formed in 1969. Manhattan Transfer station consisted of two island platforms , one for westbound trains and one for eastbound. Each platform was 1,100 feet (340 m) long and 28 feet (8.5 m) wide. The station itself had four tracks, but several bypass tracks surrounded the station to south and north, and passed between

540-456: The collision was between two H&M trains; fifty people were injured, including eight who were seriously injured. Another collision between two H&M trains near the station on July 22, 1923, killed one person and injured 15 others. A crash between two PRR trains occurred at the station on February 24, 1925, killing 3 and injuring 32 more. Manhattan Transfer was built mainly because PRR trains needed to switch to electric locomotives. In 1913

570-471: The foot of Courtland Street (where Cortland Street Ferry Depot would be built). The first steam ferry service in the world began between Paulus Hook and Manhattan in 1812, and the New Jersey Rail Road and Transportation Company opened a rail line from Newark to Paulus Hook, then part of the newly incorporated City of Jersey , in 1834. The PRR acquired the railroad in 1871 and replaced

600-617: The landing of the first steam ferry service in the world, and to which rail service began in 1834. Train service to the station ended in November 1961 and demolition of the complex was completed in 1963. Part of the former terminal complex is now the PATH system's Exchange Place Station while the Harborside Financial Center was built upon part of the old site. The station was one of five passenger railroad terminals on

630-605: The northeast and continued 8 miles (13 km) to New York Penn, while the H&M tracks split to the southeast for 7 miles (11 km) to Exchange Place before entering the Downtown Hudson Tubes to Hudson Terminal in New York City. There were two switch towers near the station: Tower N to the west and Tower S to the east. A sign box was above each platform, each containing around twenty signs, showing common destinations, as well as "named" trains. Before

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660-568: The precursor to the PATH train , started running trains between Hudson Terminal in Manhattan and Park Place in Newark on October 1, 1911. H&M trains stopped at Exchange Place , Grove Street , Summit Avenue , Manhattan Transfer, and Harrison . Afterward, H&M trains stopped on the outer tracks of the two Manhattan Transfer platforms, allowing passengers to transfer from Penn-Station-bound trains. H&M trains also carried mail bound for PRR trains, retrieving first-class letters sent from

690-547: The terminal in 1876 and yet again in 1888-1892. Competition along the Northeast Corridor between New York City, Philadelphia, Baltimore and Washington, principally between the PRR and Baltimore and Ohio Railroad , was fierce. These railroads both used terminals in Jersey City, there being no tunnels or bridges to Manhattan, and for much of the 19th century, Exchange Place was one of the busiest rail stations in

720-416: The two platforms. H&M trains stopped on the outer tracks, while PRR trains stopped on the inner tracks. The two platforms were brick, which deteriorated during later years. West of the station the H&M tracks split to the northwest and entered a viaduct, stopping at Harrison before terminating at Park Place station in Newark. PRR trains continued southwest East of the station, the PRR tracks split to

750-484: The western shore of the Hudson River during the 19th and 20th centuries, the others being Weehawken , Hoboken , Pavonia , and Communipaw , with Hoboken being the only station still in use. The PRR referred to the location simply as "Jersey City," and if necessary to distinguish it from other railroads' terminals, as the Pennsylvania station. As early as July 1764 a ferry began operating from Paulus Hook to

780-769: The world. At Exchange Place passengers could move between the trains and ferries without going outside, and crossed the river on the Jersey City Ferry to Cortland Street Ferry Depot in lower Manhattan, to 34th Street in Midtown Manhattan or via the Desbrosses Street Ferry which connected to the Metropolitan Crosstown Line and the Ninth Avenue Elevated at Desbrosses St. Another ferry to

810-607: Was no exception; its passenger trains ran to Exchange Place in Jersey City . On November 27, 1910, the PRR opened the New York Tunnel Extension , a line that ran through a pair of tunnels under the Hudson River to New York Penn Station . This new line branched off the original line two miles east of Newark, then ran northeast across the Jersey Meadows to the tunnels. Just west of the split,

840-591: Was partly replaced by a yard for the Central Railroad of New Jersey (CNJ) in 1967. After the opening of the Aldene Connection , the CNJ started running trains to PRR's Newark Penn Station, and the CNJ stored its trains in the yard on the eastbound platform's site. Manhattan Transfer became famous, and the name was used in other contexts. In 1925 John Dos Passos published an acclaimed novel about

870-406: Was removed. On June 20, 1937 the H&M moved from Park Place to Newark Penn Station, and Manhattan Transfer and Park Place closed. Newark Penn allowed transfers between the H&M, the PRR, and the newly extended Newark City Subway , and had exits to the street. Manhattan Transfer was demolished, but the site of the platforms could be seen through the 1960s. The site of the eastbound platform

900-457: Was used by PRR electric trains to Penn Station and Exchange Place, and by H&M trains between Park Place and Hudson Terminal. In 1928 the PRR and the Newark government agreed to build a new Newark Penn Station to replace three stations: Manhattan Transfer, Park Place, and the PRR's Market Street station in Newark. Newark Penn was to be a quarter-mile south of Park Place. The H&M would be extended to Newark Penn via new approach tracks over

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