The Sackett Street Line was associated at times with the Sumner Avenue Line. The line started (Sumner Avenue) at a Horse Car Line and was originally called the Yates Avenue Line. The line was renamed to Sumner Avenue in 1882. In 1894, the line was electrified. After looking after many maps of streetcar trackage, I learned something today that I overlooked. According to the very interesting blog called "Sheepshead Bites" and a featured article about Bob Diamond and Red Hook trolleys http://www.sheepsheadbites.com/2014/02/the-last-of-the-brooklyn-trolleys/ ,
the writer stated that streetcar lines are very flexible. And it is true, as will be detailed in the future. The Sumner Avenue Line and the Sumner - Sackett Line had its terminals switched a few times. To do this, you need an extensive track network with a lot of switches and turnoffs. It is ironic according to the editor of the above site that diesel buses in the southern part of Brooklyn did not have their terminals changed in many years to meet changing demands, but the "inflexible streetcars" did have many changes. More to follow about this later. (Additional Maps to be added)
Notice how the terminals shifted throughout the years from Hamilton Ferry in Red Hook to Delancey Street or to Bristol Street at the end of the Church Avenue Line. Although not shown on the map, some cars crossed the Williamsburg Bridge to the Delancy - Essex Street terminal. I will get dates about this in the future. This means that a long line, like Church Avenue could have begun at 39th Street on the waterfront and go to Bristol Street and continue via the Sumner Avenue Line to Delancey Street. This would make a very long line that perhaps few people would need to ride the entire line. The key point is that even though streetcars are restricted to their tracks and wires, if there are enough interchanges and crossovers, they can be quite flexible.... but you need a big network.
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