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Brooklyn Army Terminal


The Brooklyn Army Terminal is a vast warehouse and pier complex in Sunset Park, Brooklyn, New York City, originally built in 1918 as the U.S. Army Military Ocean Terminal to function as the nation's primary military supply depot and embarkation point. Designed by architect Cass Gilbert, it featured innovative engineering including the era's largest poured-concrete structure and an internal rail system for efficient logistics. During World War II, it operated as the largest military supply base in the United States, employing over 25,000 personnel to coordinate the processing and shipment of vast quantities of materiel and personnel. Decommissioned as a military facility in 1966 and sold to New York City in 1981, the terminal was revitalized under the New York City Economic Development Corporation's management starting in 1986 into a premier industrial campus spanning a 97-acre site with 4.1 million square feet of space, now hosting over 100 businesses and sustaining more than 4,000 jobs in manufacturing and related sectors.

Site Overview

Location and Physical Layout

The Brooklyn Army Terminal is situated in the Sunset Park neighborhood of Brooklyn, New York City, at 140 58th Street, along the western waterfront facing Upper New York Bay. The 97-acre site extends northward from approximately 58th Street, bordered by the bay to the west and inland areas near 1st Avenue to the east, providing direct access to maritime shipping routes and proximity to major highways like the Gowanus Expressway. The physical layout comprises a vast industrial complex optimized for logistics, featuring two parallel eight-story warehouse buildings constructed of reinforced concrete, which together account for much of the site's approximately 4 million square feet of interior space. These structures include wide interior column spacing of 20 feet on center, floor load capacities supporting up to 250 pounds per square foot, and flexible open floor plans suitable for heavy storage and manufacturing. Internal rail sidings and connections to external tracks facilitated cargo movement, while the original design incorporated three multi-story piers extending into the bay for direct vessel loading—though two piers were subsequently lost to fire and storm damage—along with smaller administrative buildings and bulkhead areas spanning about 1,350 feet. This configuration emphasized efficient vertical and horizontal flow for military supply operations, with waterfront depths reaching 25 feet at low tide to accommodate large ships.

Architectural and Engineering Features

The Brooklyn Army Terminal, designed by architect Cass Gilbert and constructed in 1918, represents a pioneering example of industrial architecture engineered for military logistics. The complex utilized reinforced poured-in-place concrete as its primary material, forming what was then the world's largest concrete building structure. This choice enabled rapid construction and exceptional durability to withstand heavy loads from munitions and supplies. The design incorporated two primary warehouse buildings, each exceeding 1,000 feet in length, connected by third-floor bridges to facilitate internal movement of goods without exposure to external elements. Engineering innovations centered on optimizing vertical and horizontal material flow within the warehouses. Building B features a vast central atrium with multi-tiered, staggered concrete balconies spanning eight stories, allowing freight trains to enter directly into the space for unloading. Overhead cranes then hoisted cargo to upper levels, streamlining operations during peak wartime demands. Revolutionary elevator installations, among the earliest large-scale applications for heavy freight, supported efficient vertical transport across floors. Internal rail sidings extended throughout the facilities, integrating with external tracks for seamless connection to broader rail networks. The terminal's waterfront components include three reinforced concrete piers projecting into New York Harbor, each equipped with specialized loading mechanisms to handle simultaneous ship and rail transfers. Administrative buildings and ancillary structures complemented the warehouses, employing similar concrete framing for consistency and resilience. These features collectively enabled the terminal to process up to 15,000 tons of cargo daily by World War II, underscoring the engineering foresight in balancing scale, functionality, and structural integrity.

Historical Development

Construction During World War I

The United States Congress authorized the construction of the Brooklyn Army Terminal, originally known as the Brooklyn Army Supply Base, on May 6, 1918, as one of six planned Army terminals to support overseas military logistics amid escalating demands of World War I. The facility was designed by architect Cass Gilbert to function as a massive multi-modal hub for consolidating, storing, and shipping troops, munitions, and supplies via integrated rail, warehouse, and pier infrastructure along the Upper New York Bay waterfront in Sunset Park, Brooklyn. Groundbreaking occurred on May 15, 1918, with the project emphasizing speed to meet wartime shipping needs despite the Armistice signing on November 11, 1918. Construction proceeded at an unprecedented pace, spanning approximately 17 months and involving the erection of over 5 million square feet of warehouse space across multi-story buildings on roughly 100 acres, connected to deep-water piers and extensive rail sidings capable of handling direct freight car loading. To conserve steel amid wartime shortages, the structures utilized reinforced concrete construction—a then-innovative method that enabled the creation of the world's largest concrete warehouse complex at the time, with buildings up to six stories high featuring innovative internal rail ramps for vertical freight movement. The project, managed by the U.S. Army Corps of Engineers, broke records for scale and efficiency in industrial military infrastructure. The terminal opened on September 6, 1919, at a total cost of approximately $30 million for buildings and improvements, though it saw limited use during World War I due to its post-war completion. This rapid development underscored the U.S. military's push for self-sufficient embarkation ports to bypass congested existing facilities like Bush Terminal, positioning the site for future conflicts despite its initial timing.

Peak Military Operations in World War II

The Brooklyn Army Terminal reached its zenith of activity during World War II as the principal component of the New York Port of Embarkation, functioning as the United States' largest military supply depot and logistics hub for deploying troops and materiel to Allied forces overseas. Operations intensified following the U.S. entry into the war in December 1941, with the facility processing incoming raw materials and manufactured goods for assembly into combat-ready shipments, including ammunition, vehicles, and provisions destined for theaters in Europe, North Africa, and the Pacific. Its five massive warehouses, spanning over 5.2 million square feet and connected by an internal railroad network linked to external lines, enabled efficient storage and rapid distribution, while three deep-water piers accommodated simultaneous loading of multiple large vessels. At peak employment, the terminal supported more than 25,000 military and civilian workers operating around the clock in shifts to handle the surging volume of wartime traffic. Between 1941 and 1945, it facilitated the embarkation of over three million U.S. troops—many en route to initial combat deployments, such as the Americal Division's pioneering shipment to the Pacific in early 1942—and the loading of approximately 37 to 38 million tons of supplies onto outbound ships. These operations included specialized cargoes like perishable foodstuffs for troop sustenance, with notable efforts such as the 1944 "Great Turkey Lift" delivering holiday meals to nearly two million soldiers in Europe via vessels loaded at the terminal. The site's strategic pier infrastructure and blackout-resistant design minimized disruptions from potential Axis submarine threats along the U.S. East Coast, ensuring sustained throughput critical to sustaining Allied offensives. Beyond raw volume, the terminal's role extended to administrative oversight of embarkation protocols, including medical inspections, equipment issuance, and coordination with convoy systems to evade U-boat interdiction, thereby embodying the logistical backbone that enabled the U.S. to project power globally despite initial industrial mobilization lags. This efficiency stemmed from pre-war expansions initiated in 1939, which upgraded pier capacities and warehouse reinforcements to handle the anticipated demands of total war, reflecting causal priorities in scalable infrastructure over ad-hoc responses. By war's end in 1945, the facility had processed shipments to diverse destinations, including staging bases in Portugal and the Azores for transatlantic reinforcement routes.

Post-War Utilization and Gradual Decline

Following World War II, the Brooklyn Army Terminal continued to function as a key supply and embarkation point for U.S. military operations, albeit at a significantly reduced scale compared to its wartime peak. It supported demobilization efforts and storage of surplus materiel in the immediate postwar years, while handling limited logistics for the Korean War (1950–1953) and the Vietnam War through the 1960s. By the mid-1960s, evolving military logistics—driven by advancements in containerized shipping and shifts toward air and more efficient overseas ports—rendered the terminal's pier-and-rail design increasingly obsolete for large-scale operations. In November 1964, Secretary of Defense Robert McNamara announced the facility's closure as part of a broader base realignment to cut costs, with operations to cease by January 1965. The Army officially deactivated it as a military base in 1966, though some federal agencies maintained minimal occupancy for storage and administrative purposes into the 1970s. The terminal's underutilization led to physical deterioration throughout the 1960s and 1970s, with buildings falling into decay amid deferred maintenance and reduced staffing. The U.S. Army fully vacated the site in 1975, after which it sat largely idle until New York City acquired the 153-acre complex for $18.5 million in 1981 to prevent further abandonment. This period marked the end of its primary military role, reflecting broader postwar trends in U.S. defense infrastructure consolidation.

Military Closure and Transition

Factors Leading to Deactivation

The U.S. Department of Defense deactivated the Brooklyn Army Terminal's primary military operations in December 1966 as part of broader cost-cutting initiatives following the peak demands of World War II and the Korean War, when reduced troop embarkations and supply shipments diminished the need for dedicated pier-side facilities. Cargo handling at the terminal ceased effective December 31, 1966, with functions transferred to the Military Ocean Terminal in Bayonne, New Jersey, to streamline logistics and eliminate redundancies in East Coast port operations. A critical contributing factor was the facility's technological obsolescence amid the rapid shift to containerized shipping in the mid-1960s, which prioritized specialized container ports over the terminal's outdated break-bulk warehouses and direct pier loading systems designed for palletized or loose cargo. This transition, driven by innovations from companies like Malcom McLean, made BAT's infrastructure inefficient for modern intermodal transport, as containers required gantry cranes and expansive yard space incompatible with the site's enclosed piers and rail-integrated buildings. The deactivation aligned with wider U.S. military base realignments under the Department of Defense's efficiency drives, including closures of nearby sites like the Brooklyn Navy Yard in 1964, reflecting a strategic pivot toward consolidated, adaptable installations amid evolving global commitments such as the Vietnam War, which favored air and rapid sea lift over legacy terminals.

Acquisition and Initial Civilian Adaptation by New York City

In 1981, the New York City government acquired the Brooklyn Army Terminal from the federal government for $8.5 million, supplemented by a $4.5 million grant from the U.S. Economic Development Administration approved in April of that year to facilitate the purchase of the underutilized property. The acquisition followed the departure of remaining federal tenants in 1975, which had left the 95-acre complex largely abandoned and vulnerable to deterioration, prompting city officials to view it as an opportunity for economic revitalization in Sunset Park amid broader post-industrial decline in Brooklyn. The purchase price reflected the site's strategic waterfront location and vast infrastructure, including over 5 million square feet of warehouse and pier space, though much required upgrades for modern civilian occupancy. The city's initial adaptation strategy focused on repurposing the terminal as a hub for light manufacturing, warehousing, and commercial tenants to generate employment and preserve the structure's utility without full-scale residential conversion. Renovations commenced in 1984 under the oversight of the New York City Economic Development Corporation (NYCEDC), which assumed management in 1986, involving essential repairs to elevators, electrical systems, and waterfront facilities to accommodate private sector lessees. Early efforts emphasized adaptive reuse of the existing reinforced concrete buildings, originally designed for heavy military logistics, by partitioning spaces for smaller-scale industrial operations rather than demolishing or overhauling the core footprint. By the mid-1980s, initial civilian tenants included manufacturers in food processing, garments, and related trades, leveraging the site's rail-served interiors and proximity to shipping routes for cost-effective operations in an era of high urban real estate costs elsewhere in the city. This phase marked a pragmatic shift from military surplus storage to a mixed-use industrial park, yielding approximately 500,000 square feet of leasable space in the first adaptations and fostering gradual occupancy that prioritized economic viability over aesthetic or speculative redevelopment.

Redevelopment as Industrial and Innovation Hub

Establishment as Manufacturing Park

New York City acquired the Brooklyn Army Terminal from the federal government in 1981 for $26 million, with the explicit goal of repurposing the vast complex for light manufacturing, warehousing, and commercial uses to revitalize local industry in Sunset Park. This purchase followed a period of partial private and government tenancy after the site's military deactivation in 1966, during which much of the infrastructure deteriorated due to neglect. The acquisition aligned with broader efforts to preserve the site's 3.3 million square feet of reinforced concrete space while adapting it for civilian economic activity, avoiding demolition despite earlier proposals. Under management by the New York City Economic Development Corporation (NYCEDC) starting in 1986, a multi-phase renovation program commenced in 1984 to upgrade electrical systems, elevators, loading docks, and structural elements while preserving the landmark's historic integrity. Initial renovations focused on Buildings B and C, enabling the signing of the first industrial leases in May 1987 and the reopening of renovated spaces by October 1987. By late 1988, 23 manufacturing firms had relocated to the terminal, including tenants like Vanguard Clothing for apparel production, signaling the site's emergence as a dedicated manufacturing park. These efforts prioritized affordable industrial space to attract small- and medium-sized enterprises in sectors such as food processing, textiles, and assembly, fostering job retention in an era of deindustrialization. The establishment emphasized adaptive reuse over high-end redevelopment, with incentives like below-market rents to draw tenants displaced by urban pressures elsewhere in Brooklyn. Early successes included the occupation of over 1 million square feet by diverse manufacturers, laying the groundwork for long-term occupancy that exceeded 90% utilization by the early 1990s. This model contrasted with contemporaneous trends favoring office conversions, instead prioritizing causal links between preserved waterfront infrastructure and sustained blue-collar employment, though challenges like ongoing maintenance costs persisted. Renovations extended into the 2000s, culminating in full operational readiness by 2003, but the foundational manufacturing park framework was solidified in the late 1980s through targeted leasing and infrastructure investments.

Recent Expansions Including BATWorks Climate Initiative

In 2024, the New York City Economic Development Corporation (NYCEDC) signed 17 leases for industrial space at Brooklyn Army Terminal, including four new deals and five expansions for existing tenants, contributing to ongoing adaptive reuse efforts. By mid-2025, the city committed $448 million toward nearly 479,000 square feet of new industrial space at the terminal, encompassing renovations like Phase V and a 300,000-square-foot expansion of the Terminal Annex for additional industrial and public areas. These developments aim to support small businesses and job creation, with Phase V renovations projected to generate up to 1,000 positions. A prominent component of these expansions is the BATWorks initiative, launched by NYCEDC in February 2024 as part of the Green Economy Action Plan to foster climate technology commercialization through adaptive reuse of terminal space. In May 2025, NYCEDC awarded a consortium led by the Los Angeles Cleantech Incubator (LACI) and Cambridge Innovation Center (CIC), in partnership with institutions including CUNY and NYU, to design and operate nearly 200,000 square feet dedicated to laboratories, prototyping facilities, convening areas, and green job training programs targeted at Sunset Park residents. The project includes a $100 million city investment, with temporary programming slated for 2025 and full operations by 2028, projecting $2.6 billion in economic impact over 10 years, support for 150 startups, and over 600 jobs in areas such as clean energy, zero-emissions transportation, and building decarbonization. In June 2025, Perkins&Will was selected to handle the architectural design, emphasizing transformation of historic structures into a hub for climate innovation while preserving the site's industrial character. By September 2025, NYCEDC selected five climate technology companies for pilot programs at BATWorks, testing applications including biobased building materials and electric vehicle charging station retrofits, building on earlier pilots like the expansion of Pliant Energy Systems' operations in April 2025. BATWorks forms part of the broader Harbor Climate Collaborative, linking the terminal with nearby sites like the Brooklyn Navy Yard to anchor a regional ecosystem for climate-related activities.

Economic and Operational Impact

Job Creation and Tenant Ecosystem

The Brooklyn Army Terminal currently supports approximately 4,000 employees across more than 100 tenant companies, primarily in manufacturing, research and development, and emerging technology sectors. These tenants occupy 4.1 million square feet of adaptive industrial space, fostering a collaborative environment that includes food producers, furniture makers, and apparel manufacturers. The site's Launch Pad program further bolsters the ecosystem by providing workforce training and innovation resources, connecting local talent with tenant opportunities in Sunset Park. Notable job creation milestones include the 2022 relocation of New York Embroidery Studio to the terminal, which established operations projected to generate 500 positions in garment production and related logistics. This addition exemplified the terminal's role in revitalizing light manufacturing, leveraging historic warehouses for modern industrial use while maintaining low vacancy rates compared to broader Brooklyn averages. The BATWorks Climate Innovation Hub, launched as part of a $100 million NYCEDC investment announced in 2024, targets further expansion by accommodating 150 startups over a decade, with an expected creation of over 600 direct jobs in clean technology and bioeconomy fields. Initial pilots in 2025 selected five climate tech firms for on-site testing, integrating them into the existing tenant network to scale solutions in sustainable manufacturing and energy. This initiative builds on the terminal's tenant diversity, promoting synergies between established manufacturers and innovation-driven enterprises to drive long-term employment growth without relying on unsubstantiated projections of broader economic multipliers.

Achievements in Adaptive Reuse and Criticisms of Government Stewardship

![Sunlit balconies of the Brooklyn Army Terminal showing modern adaptive reuse features][float-right] The adaptive reuse of the Brooklyn Army Terminal has successfully converted its vast warehouse structures into a multifunctional industrial campus, accommodating over 100 businesses and supporting more than 4,000 jobs within 1.5 million square feet of renovated space. This transformation preserves historic elements like exposed concrete and original elevator features while incorporating modern infrastructure to attract manufacturing, tech startups, and light industrial tenants. Key achievements include the phased renovations, with Phase V—a $100 million project—expected to generate up to 1,000 additional jobs by enhancing facilities for emerging sectors. A flagship of this reuse is the BATWorks initiative, launched by the New York City Economic Development Corporation (NYCEDC), which repurposes underutilized space into a climate innovation hub. With a $100 million public investment, BATWorks aims to support 150 startups over 10 years, create over 600 permanent jobs, and yield $2.6 billion in economic output through clean tech pilots and workforce training programs. Broader expansions at the 95-acre site, including 6 million square feet unlocked for development, project 5,000 permanent jobs and training for 2,100 workers, positioning BAT as a model for sustainable industrial revival. Government stewardship, however, has drawn criticism for early inefficiencies following the site's 1974 deactivation. New York City's 1980 bid to acquire the property stalled amid disputes over federal pricing, delaying conversion into a private industrial complex. By 1984, after acquisition in 1981, the initial redeveloper withdrew, prompting a New York Times editorial to decry the resulting delays in waterfront redevelopment efforts. These setbacks highlight challenges in coordinating public-private partnerships and timely execution, with the multi-decade phased approach—spanning from 1984 renovations to recent initiatives—reflecting prolonged taxpayer-funded investments before achieving current occupancy and economic vitality. Despite these hurdles, NYCEDC's management has since stabilized the site as a revenue-generating asset, though critics of public land stewardship broadly question the agency's track record in prioritizing industrial retention over speculative development.

Infrastructure and Accessibility

Transportation Networks

The Brooklyn Army Terminal in Sunset Park, Brooklyn, benefits from multimodal transportation access supporting its industrial operations and workforce. Public transit options include the N and R subway lines, with the 59th Street station serving as the nearest stop; passengers exit at 58th Street and proceed toward the waterfront, approximately a 10- to 13-minute walk to the site. Bus services enhance connectivity, as the B11 route stops at 58th Street and 1st Avenue, followed by a short walk to the waterfront, while the B37 halts at 58th Street and 3rd Avenue, requiring a westward trek along 58th Street to reach the terminal. Waterborne access is provided by the NYC Ferry's South Brooklyn and Rockaway routes, docking at the Brooklyn Army Terminal/Sunset Park landing; for navigation, use 140 58th Street, Brooklyn, NY 11220, with the pier accommodating ferry operations alongside nearby MTA subway and bus services. Automotive and freight access is facilitated by proximity to major highways, enabling travel from Manhattan, other boroughs, and regional areas, while on-site freight railway service connects to the Long Island Rail Road's Bay Ridge Branch for tenant logistics.

Waterfront and Ferry Connectivity

The Brooklyn Army Terminal (BAT) occupies a 95-acre waterfront site along the Upper New York Bay in Sunset Park, Brooklyn, featuring active piers that support maritime logistics and enhance regional connectivity. These piers, including recent renovations at Pier 6 initiated in August 2025, incorporate protective measures against waterfront degradation and public green spaces to bolster accessibility and sustainability. On-site freight rail further integrates BAT into broader transportation networks, facilitating efficient goods movement via water and land. Since May 2017, BAT has served as a landing point for the New York City Ferry system, providing public passenger service to and from Manhattan and other waterfront destinations. The Sunset Park/BAT stop is accessible via the South Brooklyn and Rockaway routes, with ferries departing hourly from locations such as Corlears Hook in Manhattan, offering a 48-minute journey at a fare of $4 for most riders. The landing is situated at 140 58th Street, a short walk from the 59th Street station on the N and R subway lines, and includes provisions for parking and bike accommodations. This service revives earlier proposals from 1994 aimed at stimulating local economic growth through faster waterborne links to Manhattan. The ferry connectivity supports BAT's role as an industrial and innovation hub by enabling commuter access for tenants and visitors, reducing reliance on road traffic amid Brooklyn's growing waterfront activity. Directions to the site via ferry emphasize walking down the central campus ramp to the annex entrance, integrating seamlessly with the terminal's operational layout.

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