Brooklyn Navy Yard Brooklyn

Site

The Brooklyn Navy Yard’s original location was a mudflat and tidal marsh that was inhabited by the Canarsie Indians. Dutch colonization of the area began in the early 17th century, and by 1637, Dutch settler Joris Jansen Rapelje acquired 335 acres (136 hectares) of land around what is now Wallabout Bay from the indigenous inhabitants. Rapelje, a Walloon from Belgium, established a farm on the site, although he did not personally reside there until around 1655. The area surrounding his farm became known as “Waal-boght” or “Waal-bocht,” meaning “Walloon’s Bay,” likely leading to the naming of Wallabout Bay.

For at least a century, the Rapelje family and their descendants cultivated the farm, primarily on the drained mudflats and tidal marshland. They constructed a grist mill and a mill pond on the property by 1710, which remained in use through the 19th century. The Remsen family, descendants of the Rapeljes, were the last owners of the farm and retained possession of nearby land plots until the mid-19th century.

Development and early years

Land purchase

In 1800, the Jacksons decided to sell their land, prompting the federal government to take interest in the sale. On February 7, 1801, federal authorities acquired the old docks and 40 acres (16 hectares) of land from John Jackson for $40,000. This transaction was facilitated through an intermediary named Francis Childs. Remarkably, Childs promptly sold the site to the federal government just 16 days later.

The purchase of the land was part of a larger initiative by outgoing U.S. President John Adams to establish naval yards across the country. The particular site in Brooklyn was chosen due to its strategic location near Lower Manhattan and New York Harbor, which was believed to be ideal for military defenses. However, despite these plans, the envisioned military defenses were never implemented on the site.

Initial operations

The USS Ohio, the first ship of the line constructed at the Brooklyn Navy Yard, was a wooden vessel designed by Henry Eckford. Its keel was laid in 1817, and it was launched on May 30, 1820. Concurrently, the yard’s inaugural receiving ship, the USS Fulton, was also notable. Originally named Demologos and designed by Robert Fulton as a steam frigate, it was intended to serve as a floating battery to safeguard New York Harbor. However, deemed unsuitable for its original purpose, it was later repurposed as a receiving ship and stationed off the Navy Yard’s shoreline. Tragically, on June 4, 1829, Fulton was destroyed in an explosion.

By the 1820s, the Brooklyn Navy Yard encompassed various structures, including the commandant’s house, a marine barracks building, and shiphouses, with only the commandant’s house remaining today. Additional acreage was acquired in 1824 from Sarah Schenck, allowing for the construction of the Brooklyn Naval Hospital, which opened in 1838. During the Great Fire of New York in 1835 and a subsequent fire in Lower Manhattan in 1845, the Navy Yard played a crucial role in firefighting efforts. Marines and sailors were deployed to assist, detonating buildings to create fire breaks and prevent further spread. The USS North Carolina, acting as a receiving ship, also contributed sailors for shore duty during these emergencies. Additionally, the Navy Yard provided materials for demolishing structures and establishing firebreaks.

Early civilian employees

In the early days of the Brooklyn Navy Yard, mechanics and laborers were typically per diem employees, meaning they were paid a daily wage. As per diem workers, they had little leverage to negotiate their wages. Commodore Isaac Chauncey, in a letter to Secretary of the Navy Robert Smith on January 5, 1808, indicated that he found enough workers willing to accept reduced wages, implying that those who refused would likely return seeking employment eventually, allowing for further reductions in wages. This situation was exacerbated by the lack of alternative employment opportunities in the area.

Wages for workers at the Navy Yard were subject to fluctuations, often influenced by congressional appropriations for that particular year. For instance, in May 1820, the Board of Navy Commissioners directed Captain Samuel Evans to reduce the pay of shipyard carpenters from 1.62 1/2 cents per day to 1.25 per day, while laborers saw their pay reduced from 90 cents per day to 75. These adjustments reflected the prevailing economic conditions and budgetary constraints faced by the Navy Yard at the time.

Creation of street grid

In 1826, a mandate from the United States Congress demanded that all naval yards in the country develop a master plan for future expansion and development. However, the Brooklyn Navy Yard faced numerous challenges that made devising such a plan difficult. Issues such as the muddy terrain, the narrowness of the nearby shipping channel, the limited size of the yard itself, and the already dense development in the surrounding area presented significant obstacles. Consequently, the Navy was unable to formulate a feasible master plan for the yard due to these constraints and challenges.

Mid- and late 19th century

Civil War

By 1860, just prior to the outbreak of the American Civil War, Brooklyn had seen a significant influx of European immigrants, establishing itself as one of the largest cities in the United States. Although not yet incorporated into New York City (that would happen in 1898), Brooklyn was already a bustling metropolis. The Brooklyn Navy Yard had grown substantially by this time, employing thousands of skilled mechanics who worked tirelessly around the clock. At the onset of the Civil War in 1861, the Brooklyn Navy Yard boasted a workforce of 3,700 individuals. This number increased to 3,933 by January 17, 1863, as documented in the station logs. By the war’s end in 1865, the yard employed a staggering 6,200 men.

Throughout the Civil War, the Brooklyn Navy Yard played a crucial role in supporting the Union’s naval efforts. It constructed 14 large vessels and retrofitted an additional 416 commercial ships to aid in the Union’s naval blockades against the Confederate Navy. There were even rumors that the retrofitting of the Monticello was accomplished in less than 24 hours. In the months following President Lincoln’s call for “75,000 volunteers” in April 1861, the Navy Yard was bustling with activity, as weapons and armaments were placed on vessels or refurbished. An article in The New York Times from July of that year noted the relentless pace of work, stating that laborers toiled incessantly, often working through the night and even on Sundays.

Among the notable vessels produced or outfitted at the Brooklyn Navy Yard during this period were the screw steam sloop Oneida, launched in November 1861, which saw action in the Battle of Forts Jackson and St. Philip in 1862 and the Battle of Mobile Bay in 1864. The USS Monitor, famously built at the Continental Iron Works in Greenpoint, Brooklyn, was commissioned at the Brooklyn Navy Yard on February 25, 1862, and played a pivotal role in the Battle of Hampton Roads later that year, where it confronted the CSS Virginia (originally USS Merrimack). Numerous other vessels, including the Adirondack, Ticonderoga, Shamrock, and Mackinaw, were also built or outfitted at the Navy Yard for service in the Union Navy during this tumultuous time.

After the Civil War

Following the conclusion of the Civil War in 1866, there was a significant reduction in the workforce at the Brooklyn Navy Yard, although the yard continued to complete the vessels that were already in progress. The advancements in shipbuilding techniques during the war had rendered much of the Navy’s existing shipbuilding technology obsolete. Additionally, the Navy faced systemic issues such as corruption, further complicating matters. Consequently, between 1866 and 1872, no new vessels were commenced at the Brooklyn Navy Yard, although some already initiated projects were finalized, including the launch of the Kenosha in 1868.

During the late 1860s and early 1870s, the Brooklyn Navy Yard transitioned to producing steel steam vessels, recognizing their superior speed and maneuverability compared to wooden vessels. To facilitate this shift, an iron plating shop was constructed for the construction of these modern vessels. The Trenton, launched in 1876, marked the end of an era as the final wooden vessel with sails constructed at the Brooklyn Navy Yard.

Despite the technological advancements and the transition to steel vessels, there were debates in the late 19th century about the viability of keeping the shipyard operational. However, these discussions did not lead to the permanent closure of the Brooklyn Navy Yard, which continued to play a role in naval construction and maintenance.

20th-century operations
1900s and 1910s

After Brooklyn was annexed by New York City in 1898, it witnessed fast expansion, including the construction of the Williamsburg and Manhattan Bridges to Manhattan, as well as the first New York City Subway lines built by the Interborough fast Transit Company. The Brooklyn Navy Yard benefited from this because it was close to the Manhattan Bridge, and Manhattan inhabitants had easy access to it. There was a considerable labor force, primarily formed of immigrants who had recently arrived in New York City via Ellis Island. Around this period, there was a proposal to move the Navy Yard to Communipaw, New Jersey, or just close the yard entirely, but it was not successful.

Following the Spanish–American War of 1898, President Theodore Roosevelt, who had previously served as assistant secretary of the Navy, prioritized strengthening the Navy. He orchestrated the construction of sixteen ships for a global “goodwill tour.”

The flagship of this initiative was the USS Connecticut, a vessel of the Connecticut-class battleships. Construction of the USS Connecticut commenced at the Brooklyn Navy Yard in 1903, with its launch occurring in 1904. To accommodate the construction of this flagship vessel, Building Way 1 underwent reconstruction in 1903. Another slipway, Building Way 2, was added in 1917, concurrent with the enlargement of Building Way 1. Together, these slipways formed the Connecticut building ways.

These shipways played a pivotal role in the launch of dreadnoughts, large battleships armed with heavy guns. Among them was the USS Florida, the lead ship of the Florida-class battleships, launched in 1910. Notable lead battleships launched from the Connecticut building ways included USS New York in 1912, USS Arizona in 1915, USS New Mexico in 1917, and USS Tennessee in 1919.

By this juncture, all vessel construction activities at the Brooklyn Navy Yard occurred outdoors, a departure from the previous practice of constructing vessels within shipbuilding houses. This shift was facilitated by overhead cranes, streamlining the construction process.

1920s and 1930s

After the conclusion of World War I in 1920, the Brooklyn Navy Yard embarked on the construction of two South Dakota-class battleships: South Dakota and Indiana. However, the signing of the Washington Naval Treaty of 1921–1922 imposed limitations on battleship construction by signatory nations, including the United States. Consequently, the need for further construction of these battleships ceased, leading to the termination of employment for many shipbuilders involved in their construction.

Starting in 1921, a significant number of Navy Yard workers were laid off, with approximately 10,000 workers terminated by December 1921. Work on the partially completed South Dakota and Indiana was halted in February 1922, and both vessels were slated for scrapping. Congress did not allocate funds for the construction of any additional ships, leaving the remaining workforce primarily engaged in ship repair tasks at the dry docks until 1929.

In 1924, Pensacola, one of eight “treaty ships” authorized after the Washington conference, was launched from the Brooklyn Navy Yard. However, completion of Pensacola coincided with the onset of the Great Depression, resulting in a reduction of the workforce by one-quarter immediately afterward. Delays in the signing of the London Naval Treaty and a subsequent two-year extension of the Washington treaty further delayed the commencement of construction for the next ship, New Orleans, until 1931. Despite these setbacks, the yard continued to operate for routine ship maintenance during this period.

World War II

In preparation for World War II, the Brooklyn Navy Yard underwent significant reconstruction. Expansion efforts included a slight westward expansion by 1.5 acres (0.61 ha), enlarging the total area to 356 acres (144 ha). Parts of the mid-19th-century street grid were removed to make way for new developments, such as an 800-by-100-foot (244 by 30 m), single-story turret-and-erection shop, the expansion of the Connecticut building ways, and the lengthening of Dry Dock 4.

By 1939, the yard boasted over five miles (8.0 km) of paved streets, four drydocks ranging in length from 326 to 700 ft (99 to 213 m), two steel shipways, and six pontoons and cylindrical floats for salvage work. Additionally, it housed barracks for marines, a power plant, a large radio station, a railroad spur, foundries, machine shops, and warehouses. The construction involved extensive landfilling operations, uncovering artifacts dating back centuries. Notably, workers unearthed a Civil War-era prison brig buried eight feet underground and discovered a skeleton believed to be from one of the prison ship martyrs.

During World War II, the naval shipyards in Brooklyn and Philadelphia were assigned the task of constructing battleships. The first battleship built at the Brooklyn Navy Yard during this era was the North Carolina, whose construction began in 1937 and was commissioned in April 1941. Following this, the construction of the Iowa began in 1939, with completion achieved in 1942. The Missouri, the third battleship constructed at the Brooklyn Navy Yard, was launched in 1944 and famously became the site of Japan’s surrender on September 2, 1945.

Following the completion of the battleships, orders were placed for two aircraft carriers: the USS Bennington, laid down in December 1942, and the USS Franklin D. Roosevelt, initiated in 1944. According to the National Park Service, the Brooklyn Navy Yard played a crucial role in constructing “three battleships, two floating workshops, eight tank landing ships, and countless barges and lighters” during the war. Additionally, the yard outfitted 250 ships for battle and conducted repairs on 5,000 ships.

To facilitate the construction of battleships, dry docks 5 and 6 were built at the Brooklyn Navy Yard. The Navy reacquired 25 acres of land, previously sold to New York City in the 1890s for the Wallabout Market. Initially, plans were to construct the dry docks in Bayonne, New Jersey, but this location was deemed unsuitable due to its proximity to a munitions arsenal. Subsequently, the dry docks at the Brooklyn Navy Yard were approved in 1941.

The planned dimensions for the dry docks were 1,500 feet long by 200 feet wide and 60 feet deep, intended to accommodate battleships of unprecedented size at that time. Ultimately, the docks were constructed at a length of 1,067 feet, still longer than any other dry docks at the time. Construction contracts were awarded in 1941, leading to the demolition of several structures, including the market and the Cob Dock. Additionally, a branch of Wallabout Basin leading to the market was filled in, and around 2.3 million cubic yards of silt were dredged from the basin.

Further enhancements included filling in the neighboring Kent Avenue basin and driving 13,000 piles into its sandy bottom. Approximately 200 concrete forms were poured at a rapid rate of 350 cubic yards per hour. Dry Dock 5 was completed by 1942, along with the construction of piers J and K, and the installation of a 350-short-ton hammerhead crane at Pier G in 1943.

After World War II

In November 1945, the Brooklyn Navy Yard underwent a formal renaming, becoming the “New York Naval Shipyard” by order of the federal government. Although officially known as the “New York Navy Yard” since its establishment in 1801, the public commonly referred to it as the “Brooklyn Navy Yard”, while the government termed it the “United States Naval Shipyard, Brooklyn”. The decision to change the name was purportedly made to enhance efficiency, according to one naval officer.

Following the conclusion of World War II in 1945, industrial activity in Brooklyn experienced a significant downturn, prompting many white families to relocate from Brooklyn to suburban areas on Long Island. In response to this shift, public housing developments were constructed around the New York Naval Shipyard. Additionally, the construction of the elevated Brooklyn-Queens Expressway to the south further isolated the shipyard from the surrounding community, although the segment near the navy yard did not open until 1960.

By the end of 1947, the workforce at the shipyard had been reduced to approximately 10,000 individuals. Concurrently, the Navy began selling off unused fleet assets, and contracts for Navy vessels were increasingly awarded to private shipyards. In 1951, the New York Naval Shipyard marked its 150th anniversary, having largely transitioned its focus to the construction of aircraft carriers, with three carriers under construction at that time.

Closure

In 1963, Secretary of Defense Robert S. McNamara initiated a study to assess the viability of closing redundant military installations, particularly naval shipyards, in an effort to reduce expenditures. The Department of Defense announced in May 1964 that it was contemplating the closure of the New York Naval Shipyard, along with Fort Jay and the Brooklyn Army Terminal.

Workers vehemently protested the proposed closure of the shipyard, staging demonstrations in Washington, D.C., as well as at Madison Square Garden. In response to the impending closure, new shipbuilding contracts were redirected to private shipbuilders instead of the New York Naval Shipyard. However, in October 1964, following lobbying efforts by yard workers and local politicians, the shipyard secured several shipbuilding contracts, albeit with a declining workforce of 9,100 employees.

Despite these efforts, the Department of Defense proceeded with the closure plan, announcing in November 1964 that the New York Naval Shipyard would be among nearly a hundred military installations to be shuttered. At the time of the closure announcement, the shipyard employed 10,600 civilian employees and 100 military personnel, with an annual payroll of approximately $90 million. The closure was anticipated to result in annual savings of about $18.1 million.

Many of the shipyard’s employees were highly skilled shipbuilders, specially trained for the task. In a last-ditch effort to reverse the decision, shipbuilders attempted to convince the Navy to keep the yard operational. However, in January 1965, officials confirmed that the closure date was set for June 30, 1966, leading to the commencement of layoffs for the remaining 9,500 workers. By mid-year, the shipyard’s workforce had dwindled to just 7,000 employees.

Sale to city, commercial usage, and decline

In February 1966, the federal government announced that the Brooklyn Navy Yard was eligible for approximately $10 million in aid to facilitate its conversion into an industrial park. Negotiations ensued between the state’s bipartisan congressional delegation and the federal government to secure this financial assistance.

Following this announcement, the city revealed plans to acquire the yard and transform it into an industrial complex, despite facing opposition from various federal agencies vying for parts of the yard. In July 1966, the city took steps to purchase the Brooklyn Navy Yard.

Initially, the Johnson administration resisted selling the yard to the City of New York, proposing a sale price of $55 million, which the city deemed too high. Eventually, in May 1967, both parties agreed to a sale price of $24 million.

With the advent of the Nixon administration in January 1969, a more favorable stance toward selling the Brooklyn Navy Yard to the city emerged. The Nixon administration offered to sell the yard at a price slightly below the previously agreed-upon figure.

Ownership of the yard was officially transferred to the city the following month. Final congressional approval for the sale was granted in November 1969, and in December of that year, the city received a formal contract to purchase the yard for $22.5 million. The city government made its initial down payment for the property in June 1970.

First leases

The Commerce Labor Industry Corporation of Kings (CLICK) was established in 1966 as a nonprofit organization tasked with managing the yard for the city. CLICK set ambitious goals, projecting the creation of 30,000 to 40,000 jobs at the Brooklyn Navy Yard within a decade, aiming to stimulate Brooklyn’s economy.

Even before the sale to the city was finalized, the first lease inside the yard was signed in May 1968. By early 1969, four companies were already operating within the yard, employing 300 people, with more businesses preparing to move in.

These tenants engaged in various industries, including manufacturing and distribution, reflecting CLICK’s efforts to diversify the yard’s economic activities and generate employment opportunities.

Employment peaks

Seatrain Shipbuilding, a subsidiary of Seatrain Lines, was established in 1968 and secured a lease at Brooklyn Navy Yard in 1969. The lease included a provision requiring Seatrain to prioritize the hiring of local workers whenever possible. By 1973, Seatrain had become one of the largest tenants at Brooklyn Navy Yard, employing 2,700 workers, the majority of whom were Brooklyn residents.

Seatrain’s ambitious plans included the construction of five very large crude carriers (VLCCs) and seven container ships for Seatrain Lines. Ultimately, the company built four VLCCs, which were the largest ships ever constructed at the Brooklyn Navy Yard, along with eight barges and one ice-breaker barge. The turbo tanker Brooklyn, Seatrain’s first vessel, was launched in 1973.

Additionally, Coastal Dry Dock and Repair Corp. leased three small dry docks and several buildings within the yard from CLICK in 1972. Specializing in the repair and conversion of US Navy vessels, Coastal Dry Dock contributed to the yard’s diverse range of maritime activities.

Decline

Despite its commercial success, the Brooklyn Navy Yard faced accusations of corruption and racketeering. Furthermore, the rise of large container ships, which could not access the yard, led potential tenants to operate in New Jersey instead, where container shipping terminals were being developed. Consequently, the anticipated job creation of 30,000 to 40,000 positions did not materialize as expected.

In 1978, Seatrain suffered a substantial financial loss of $13.5 million due to various strikes and a decrease in demand for oil tankers. The company abruptly closed down in January 1979, resulting in the termination of over 1,300 employees, with only 150 retained to complete remaining projects. This led to a significant reduction in the yard’s workforce, which stood at 3,970 after Seatrain’s closure. Following Seatrain’s shutdown, Coastal Dry Dock emerged as the largest tenant in the yard, employing between 600 to 1,000 workers at any given time.

Incinerator plan

As early as 1967, a garbage incinerator was proposed for the Brooklyn Navy Yard, with the city suggesting that it could also function as a cogeneration plant, producing both heat and electricity from waste burning and supplying it to Consolidated Edison. This plan aimed to reduce waste in landfills like Fresh Kills Landfill on Staten Island and the Fountain Avenue Landfill in Brooklyn, while also generating electricity for the city. Mayor Abraham Beame suggested a combined incinerator and power plant in 1976, estimating a construction cost of $226 million. A temporary cogeneration plant opened in 1982 to provide steam for Navy Yard tenants until the permanent incinerator was built.

However, the project faced significant opposition from the Latino and Hasidic Jewish communities in nearby Williamsburg. Mayor Ed Koch withdrew contract offers in 1982 due to objections from Comptroller Goldin, citing potential health risks. Despite community opposition, the New York City Board of Estimate narrowly approved the incinerator in December 1984. Yet, the state withheld a permit for years, demanding a recycling plan from the city. The issue became a focal point in the 1989 mayoral election, with David Dinkins campaigning to halt the incinerator plan. The state ultimately denied a permit in 1989, citing concerns about ash emissions.

Industrial redevelopment
1990s and 2000s

After shipbuilding declined at the Brooklyn Navy Yard, it transitioned into an area for private manufacturing and commercial ventures, although a naval detachment remained until 1993. In the early 1990s, the yard saw a surge in small businesses attracted by its Manhattan proximity and affordable space. By 1991, 180 tenants occupied 97% of the habitable space, collectively employing 3,500 people. This redevelopment, along with that of the Brooklyn Army Terminal, inspired ideas for revitalizing Brooklyn’s waterfront. However, community resistance prevented the construction of a medical-waste treatment plant at the Navy Yard.

In 1995, construction began on a groundbreaking cogeneration plant, the first in the U.S. to meet the specifications of the federal Clean Air Act. This facility, located at Building 41, replaced the temporary setup and existing oil boiler plants, operating under ConEdison’s management after completion in 1996. Meanwhile, the Brooklyn Navy Yard Development Corporation received funding in 1996 to explore potential uses for the yard, with housing construction receiving community support and opposition to a proposed trash incinerator. In 1997, the city began including the Navy Yard in its capital budget, assuming responsibility for its maintenance.

2010s

In 2011, the Brooklyn Navy Yard Development Corporation launched a significant initiative to develop the Navy Yard. Their comprehensive plan included the renovation of several key sites such as the Green Manufacturing Center, Building 77, Admiral’s Row, and the Brooklyn Naval Hospital. That same year, the Brooklyn Navy Yard Center at BLDG 92, a museum highlighting the yard’s history and future, opened on Flushing Avenue.

By 2015, over 330 businesses had set up shop at the yard, providing employment for approximately 7,000 individuals. Notable among these was Brooklyn Grange Farms, which operated a 65,000-square-foot commercial farm atop Building 3. Additionally, Steiner Studios had emerged as one of the largest production facilities in the United States outside of Hollywood. Many artists had also leased space, forming the Brooklyn Navy Yard Arts association. To further enhance its image and appeal, the area underwent a rebranding effort led by branding agency CO OP Brand Co.

In 2015, plans were approved for the redevelopment of Admiral’s Row, with most of the existing structures set to be demolished and replaced. The Green Manufacturing Center, spanning 250,000 square feet within former Building 128, was completed in 2016. Dock 72, a 675,000-square-foot office building, reached its construction peak in October 2017 and now hosts WeWork offices, a co-working space. Building 77, an 18-story structure covering 1 million square feet, underwent a $143 million renovation and reopened in November 2017. Construction commenced on 399 Sands Street, a manufacturing complex replacing Admiral’s Row, in June 2018, with an anticipated opening in 2021. In 2019, an adjacent Wegmans supermarket was inaugurated, along with part of 399 Sands’ parking lot.

The Admiral’s Row redevelopment project is slated to include 360,000 square feet of light industrial and office space, as well as 165,000 square feet of retail space.

In a notable event during the 2016 Democratic presidential primaries, both Hillary Clinton and Bernie Sanders held a debate at the Brooklyn Navy Yard’s building 268, known as the Duggal Greenhouse. Subsequently, Clinton chose the Navy Yard as the venue for her victory celebration upon securing the party’s nomination.