2004.026

Natale, Mildred Marion "Molly" Pescatore

Gift

Gift of Mildred Marion Pescatore Natale.

Smith, Harry J., Jr.

Notes: 2004.026.0004.02 This record is a text only record with transcription of pages 70 to 100 for: Romance of the Hoboken Ferry. By Harry J. Smith, Jr. Under the personal supervision of John M. Emery, Manager Marine Department Delaware, Lackawanna & Western Railroad Company. NY: Prentice-Hall, Inc., 1931. SEE library record 2004.026.0004.01 for pages 40 to 71; library record 2004.026.0004.03 for pages 100 to end of volume. For beginning of volume to page 40, see the primary record, 2004.026.0004. ==== page 70 subsequently at the mouth of the Mississippi River as agitating dredges. It is believed that the washing of the levees caused by the quick water from the screws was so serious as to cause their use as ferryboats to be abandoned. "Some twenty years ago Mr. Brady consulted on the matter of screw ferryboats with the late Captain Woolsey of the Jersey City Ferries, General McClellan, and Mr. William W. Shippen, then President of the Hoboken Land and Improvement Company. It was Mr. Brady's idea at the time that boats could be built under proper conditions. "About the same time, it is said, a single-screw vessel was used with only partial success, on the Connecticut River, to transfer cars across the stream. "About, if not at, the same time, Mr. Francis R. Stevens, of Hoboken, made a model for a double- ended-propeller ferryboat, to which I will refer later, the subject having been considerably discussed by the Management and by Professor R. H. Thurston, then of Stevens Institute and now of Cornell University. "In August 1879, the OXTON, a double-ended boat with twin screws at each end, was placed in service on the Mersey, between Birkenhead and Liverpool, England. Since that time a number of similar vessels have been built and operated on the same route. The landings are made from the side of the vessels and not over her ends, as is the practice in this country. The vessels are considered successful, having great manoeuvering power, and being more economical than the sidewheel vessels, which they replaced. ==== [inserted plate] picture. The First Double-Screw Ferryboat in the World- the Bergen ==== page 71 "Four years ago a paper was read before this Society in Boston by Mr. William Cowles of New York containing general drawings of a proposed screw ferryboat, and comparing it closely with the prevailing type of ferryboat in use in the New York Harbor, and with an improved compound sidewheel boat suggested by him. "Mr. Cowles proposed using a toggle-joint on each side of his engine so as to give proper submersion for his screws, which he further proposed to protect from ice by guard braces, and by a false stem projecting down in front and connected with a shoe running from the keep. He further proposed using a double smokestack, carried up on the divisions between the cabins and the team gangway. "The problem of constructing a screw ferryboat has been a long-standing one with the Hoboken ferries. Early in the 70's, as previously noted, Mr. Francis B. Stevens, of Hoboken, got up a model and some preliminary drawings for such a vessel. The Management, though not prepared for so radical a departure, kept the question before their minds as a possibility. Early in 1885 it became evident that two new boats must soon be built, and the question was raised whether they should be made propeller boats or not. With some reluctance it was decided that there was not sufficient time to mature the necessary plans, as it became evident that the subject needed careful and close study. Accordingly the ferryboats MONTCLAIR and ORANGE were built, the last sidewheel boats to be built for the ferries. ==== page 72 "These boats were built at Newburgh, New York, and came out in 1886. They were 215 feet long, 62 feet-6 inches wide, with an indicated horsepower of 600. Gross tonnage 1095 with a net of 901 tons. They came out as single-deck boats and were the largest the Ferry had built up to that time. (On July 3,1907, they were put in commission on the Christopher Street Route, having upper decks placed on them, and are the only sidewheel boats the D. L. & W. R. R. has today.) "The service demanded of a New York ferryboat calls for some peculiar features of construction. "The weight of the loads carried, both in passengers and teams, as well as the strain caused by the ice, and the danger of collision, all call for a hull of great rigidity. Beyond this, the vessel must have great stability, to resist burying by the head as well as heeling. She must be able in floating ice, and should attain a speed of about 12 miles an hour in service. "The main characteristics of the BERGEN'S model are a full flaring upper body, fine under-water body, with a full water line, a sharp V-shape midship section, and the peculiar cutting away of the ends to bring the rudders and screw within the perpendicular of the stems. "The shape of the water-lines and upper body were determined by consideration of power in ice and stability. "The middle section, in order to give an unbroken line for the shafting, had to have a certain depth. It ==== [inserted plate] picture. The Last Sidewheel Ferryboat to be Built for the Ferry- the Montclair ==== page 73 was found that with the required displacement the form adopted was about the only practicable one. "The experience of the Hoboken Ferry, with balanced rudders hung under the keep and supported from above, having been very favorable both as regards efficiency, strength, and ease of repair, it was decided to use a rudder as nearly similar to the ones in use as conditions would allow. "The question as to motive power presented four alternatives: First. One engine, driving a line of shaft with universal flexible joints, there being an angle in the shaft on each side of the engine, as proposed by Mr. Cowles. Second. One engine, without such joints, and with a straight shaft. Third. Two engines, each driving independent shafts at an angle to each other, as is the case of the Steamer ST. IGNACE, which was launched in December, 1887 at Detroit, Mich. She had two compound engines, each one driving a propeller at opposite ends of the boats; the forward engine propeller being small and less powerful than the after one. Fourth. Two engines, either with or without flexible joints in their shafts, driving two propellers at each end as in the Mersey boats in England. "This last plan was rejected on account of the lesser protection from ice afforded the screws, and the fear of trouble in riding upon the racks, as is often done when entering a slip with a strong wind and tide. "The advantages of the first and third methods were a deeper submersion of the screw and a flatter ==== page 74 midship section. The disadvantages were the insecurity of the flexible joints in the first method; and in the third, the increased cost of construction and operation. "The second plan was adopted, and immediately arrangements went forward to the building of a ferryboat for the proposed experiment." ==== page 75 CHAPTER XIII On the Performance of a Double- Screw Ferryboat (continued) ON October 25, 1888, the ferryboat BERGEN was launched at the yard of the Delamater Iron Works, Newburgh, New York. She was 203 feet in length, 62 feet wide, with a draft of 10 feet, except at ends where the steel shoes, which supported the rudder, increased the draft six inches. The steam machinery consisted of a triple expansion engine, coupled to a line shaft, which ran the whole length of the vessel, having a screw propeller at each end, so that both screws were operated when the engine was in motion, one pushing and one pulling, and two cylindrical boilers. The hull and boilers of the BERGEN were designed by the Hoboken Ferry Company, but the engine was designed by Mr. J. Shields Wilson of Philadelphia, Pa. A number of engineers gave advice and encouragement; among the latter may be mentioned Mr. Frank Kirby, who designed the ST. IGNACE at the Detroit Dry Dock Company, Detroit, Mich., and Messrs. Herman Winter and Andrew Fletcher of New York. The propellers were of the four-blade ==== page 76 type, eight feet in diameter, with nine and a half foot pitch. The boat was lighted by the Pintoch System of gas. The seating capacity was increased thirty per cent in doing away with the space occupied as in the sidewheel boats. The average steam pressure was 140 pounds with the engine making 140 revolutions per minute. She had a steel hull and single deck, costing $135,835.00. On her trial trip a large celebration was held in honor of the new invention in steam ferryboats. Captain G. Beckwith was the Pilot in command, with Charles Moore, a steamship engineer, as Chief. Mr. Moore remained in charge about six weeks; then he resigned, and Mr. John Barr was made Chief in his place, but prior to this taking place, Mr. Barr was First Assistant and William Kane the Second Engineer. After the BERGEN had been in service a while, it was decided to try out the experimental trips. The following report is from an article written by Professor J. E. Denton: "The objects of the experiments undertaken were to determine the relative economy of the BERGEN as compared to the best type of paddle-wheel ferryboat having the common style of overhead beam engine, a jet condenser, and drop-return flue boilers. The paddle boat selected for this purpose was the ORANGE, one of a pair of steel boats designed in 1887 by Mr. Francis B. Stevens, and representing the best modern example of its class of ferryboats. The programme carried out was as follows: ==== page 77 "1. The steam consumption, boiler evaporation, horse-power, and speed were determined for each boat during 14 hours of regular ferry service. "2. Each was run to Newburgh and return, a distance of 120 miles, without stoppage, and the steam consumption per horse-power determined at the maximum capacity of the boilers. Also, the evaporative economy of the boilers, starting with new wood-fires, was determined during an interval of 14 hours, and the speed was measured by an estimate of the probable velocity of tides, and a log whose correction coefficient was approximately known. "3. The speed of the BERGEN was determined at the maximum horse-power for which the engines were designed, by opposite runs over a one-mile course, after allowing the boiler pressure to accumulate above the average pressure which the boilers can maintain for more than a few minutes. "4. One of the screws of the BERGEN was removed, and the power and speed determined by runs over a two-mile course, first with the single screw pushing and then with it pulling the boat at equal speeds of revolution of the engine. On August 15, 1889, the ORANGE was run over the 120-mile course. On September 15, 1889, the BERGEN was run over the same course. On September 28, 1889, the test with the one screw was made. ==== page 78 The principal conclusions drawn from the experiments are as follows: "1. The steam used per horse-power for all purposes is 25 lbs. per hour for the beam engine and 22 lbs. for the triple engine, under their average conditions of ferry service; but the consumption of the BERGEN'S main engine is only 18.3 lbs. per hour per H.P., the direct-acting steam feed and circulating pumps, etc., consuming about 3.7 lbs. per indicated horse-power. "2. The steam consumption of both engines does not sensibly differ while in intermittent ferry service from that found during continuous working of the engine. "3. The economy of the drop-return flue boiler of the ORANGE is practically the same as the locomotive type in the BERGEN, both boilers evaporating on the average about 8 1/2 lbs. of water per lb. of bituminous coal, under ordinary working conditions, thus making the consumption of coal per hour per H.P. about 2.9 for the beam engine, 2.6 lbs. for the BERGEN'S, for all purposes, and 2.15 lbs. for main engines alone. "4. The speed of the boats under all conditions is practically in accordance with the law of cubes, and by the application of this law it appears that for a still-water speed of 12.6 statute miles an hour the following statements are practically true: The paddle-wheel boat would require 642 H.P., and would ==== [inserted plate] picture. Barclay Street, New York, Ferryhouse, 1888 ==== page 79 make 24 1/2 revolutions per minute with a slip of 26 per cent. "The screw boat, using double screws, would require 680 H.P., an engine speed of 145 revolutions, and the slip would be 12 1/2 per cent. "The screw boat, using one screw at the stern, would require 584 H.P., 152 revolutions per minute, and the slip would be 18 per cent. "The screw boat, using one screw at the bow, would require 692 H.P., 162 revolutions per minute, and the slip would be 18 per cent, but the recoil upon the hull, of the water which the screw acts upon would make the apparent slip about 22 per cent. "5. The screw at the bow, using the same horsepower as the screw at the stern for equal revolutions, propels the boat slower than the screw at the stern by an amount practically equal to the equivalent of the extra resistance due to the increase of the velocity of the boat by an amount equal to the velocity of slip of the screw. "6. By calculations based upon the accepted relations between the slip of the screw and the velocity of the boat, it appears that, in order for the double screw to produce the same speed as a single screw of the same diameter at the stern, the slip of the latter must be to the former in the ratio of 18:11, and therefore the cause of the extra power consumed by the two screws, as compared with the one screw, is the fact that the slips are as 18:12.6 instead of 18:11. ==== page 80 To alter this ratio of slip, the diameter of the two screws must be greater than that of the one screw." After the trials the following comments were made by Mr. Stevens: "In point of handling, the BERGEN compared very favorably with any ferryboat on the river. Her greater draft makes her exceptionally steady on her helm, while it is found that she can turn as readily as other boats. "She can stop in a shorter distance notwithstanding her higher speed. "Practically, the BERGEN is preferred by passengers and pilots alike. While the boat is by no means perfect, she is the best boat we have, has proved a successful experiment, and will furnish a type for our future boats." ==== page 81 CHAPTER XIV Opening of the Fourteenth Street Ferry THE Fourteenth Street Ferry was opened on May 1, 1886, connecting Fourteenth Street, Hoboken, with Fourteenth Street, New York, and Captain Spicer, formerly of the ferryboat LACKAWANNA, was placed in charge. During the first week of the opening of the ferry, passengers were carried free of charge. Mr. King, then owner of the greater part of Weehawken, had the honor of being the first passenger carried. During the first week the crowds became so large and unruly that a misleading sign was put up reading "3 cents," which greatly reduced the crowd and avoided any further trouble. For the first few years this ferry was operating there was very little patronage. The boat ran on a half-hour schedule up until midnight and hourly from midnight to 7 A.M. A collector sometimes would have one three-cent ticket as the result of his eight hours on duty. Sometimes the boat would make several trips without the gates being opened for a passenger or vehicle to board. When a passenger or a vehicle came aboard at Hoboken the boat immediately pulled out, made the trip to New York, discharged the load ==== page 82 and promptly returned to Hoboken for another prospect. In the year 1914 work on a new ferryhouse was started, the old slips being torn out and new ones built. They were placed in commission in the same year, but, owing to the war, work on the building had to be discontinued. On December 2, 1926, work was again commenced on the dismantling of the old structure and the completion of a new building. The new ferryhouse was opened for traffic at 12 o'clock noon, on January 9, 1928. ==== [inserted plate] picture. Building of the Fourteenth Street, Hoboken, Ferryhouse, 1886 ==== page 83 CHAPTER XV From 1888 to 1893 On November 12, 1888, twelve ferryboats were sold to the Hoboken Ferry Company, which was organized to take care of the Ferries, by the Hoboken Land & Improvement Company. The ferryboats were the MORRISTOWN, MOONACHIE, LACKAWANNA, PAUNPECK, HOBOKEN, SECAUCUS, MONTCLAIR, JAMES RUMSEY, HACKENSACK, HOPATCONG, ORANGE, and MUSCONETCONG. The Hoboken Ferry Company was incorporated on June 12, 1889. The next two ferryboats to be built for the Hoboken Ferry Company were the HAMBURG and BREMEN. These boats were of the propeller type, due to the success of the ferryboat BERGEN, which marked the passing of the side-wheel boats. The HAMBURG was built in the year 1891 by Thomas S. Marvel & Company at Newburgh, New York. She was 1266 gross tons, 833 net tons, 219 feet long, 40 feet wide, with a draft of 16 feet. This boat had a double deck, being the first double-deck boat to be placed on the ferries, had a steel hull, and was of eight hundred horse-power. Her cost was $180,843.02. Although this boat was a double-deck boat, she could not take on or discharge passengers from the upper deck. In the year 1905 the upper decks on the BREMEN and HAMBURG were altered to take on or let off passengers, at a cost of $40,285.00. ==== page 84 The ferryboat BREMEN was built in the same year as the HAMBURG, at the yard of Thomas S. Marvel & Company, Newburgh, New York. She was 219 feet long, 40 feet wide, draft 16 feet, with a double deck, steel hull, 1266 gross tons, 822 net tons, and had engines of one thousand horse-power, costing $180,775.00. In the year 1892 an upper deck was placed on the ferryboat SECAUCUS which proved too heavy. It was removed and placed on the ferryboat BERGEN. When the BERGEN came out, she had gas and oil lights. Electric lights were installed on June 13, 1906. The upper deck was remodeled to load passengers at a cost of $3,500.00, and new boilers were put in in June, 1906, at a cost of $6,000.00. In the year 1893, the NETHERLANDS was built at Newburgh, New York, by Thomas S. Marvel & Company. This boat was 191 feet long, 62 feet wide, draft 16 feet, gross tons 1129, net tons 689, 800 horsepower, steel hull, and cost $211,652.62. When she came out, she was a single-deck boat. In the year 1905 an upper deck and an upper cabin saloon were placed on her at a cost of $45,907.56. This was the last boat that the Stevens family or the Hoboken Land and Improvement Company built during the time they had full charge of the Hoboken Ferry. No more ferryboats were built until the Delaware, Lackawanna & Western Railroad Company took control of the Hoboken Ferry Company. ==== [inserted plate] picture. A View from the River of the Hoboken Ferryhouse, 1890 ==== page 85 CHAPTER XVI Early Ferry Management and the Eldridge Purchase The Early Ferry Management THE first Superintendent of the Hoboken Ferry was named Palmer. He was followed by Captain Chase, who came from a little town on the Hudson River, but the records do not show in what year. Captain Charles Woolsey succeeded Captain Chase in the spring of 1883, but Captain Chase remained active about the ferry until the fall of 1883, when he died. On the 16th of April, 1883, Captain Spicer was in command of the ferryboat LACKAWANNA. She was on the Barclay Street Ferry as the fifth boat. At 10:15 A.M. she was coming up from Barclay Street to Hoboken. Captain Longstreet was Master of one of the Pennsylvania Railroad ferryboats, and was coming over from New Jersey to New York. Captain Spicer blew one whistle to Captain Longstreet; this was answered by two from the Pennsylvania Railroad ferryboat, resulting in the Pennsylvania boat striking the Hoboken ferryboat on the port side, taking out one-half of the ladies' cabin. One man on the LACKAWANNA had his legs cut off, and a woman had her feet taken off. The damage to the Hoboken ferryboat amounted to a large sum of money. The Local Inspectors of the Port of New ==== page 86 York found Captain Spicer to blame for the collision. This did not satisfy Captain Spicer. During the Civil War, Captain Spicer had been Port Captain for the Union Army in one of the Southern Ports, and he knew if he took his case to Washington he would come out all right. This he did and won. Captain Spicer never went back on the boats again, as he was made Superintendent of the Fourteenth Street Ferry; he was with the ferry as long as the Stevens family had control. The Hoboken Land and Improvement Company looked out for him until he died, only a short time ago. Major Ramon M. Cook, who was in the ticket box, was made Assistant Superintendent to Captain Woolsey, William Peterson was made Night Superintendent, and William Smith, Chief Engineer. The Eldridge Purchase On January 1, 1896, the Fourteenth Street Ferry was turned over to the Eldridges, Roswell Eldridge being President and Louis Eldridge Secretary & Treasurer. The Eldridges came from Long Island, where they had charge of the Astoria Ferry running from Ninety-second Street, New York City to Astoria, also the Long Island Railroad Ferry. In the East River they were known as the Union Ferryboat Company, and in the North River their name was The New York and Hoboken Ferry Company. However, the original name remained and the ferries from Hoboken to New York still were called "The Hoboken Ferry Company." ==== page 87 When the ferries were turned over, Captain John Harvey, who came from the Thirty-fourth Street Ferry in the East River, was appointed Superintendent, Captain Woolsey resigning. He later went with the Merritt & Chapman Derrick & Wrecking Company of New York. On January 1, 1897, the Eldridges took over the lower ferries of the Hoboken Ferry Company. These ferries had been in the Stevens family for seventy- five years from November 3, 1821, to January 1, 1897. When Captain Harvey took charge, he appointed Captain George Heffren as his Assistant and Mr. Samuel Saul as Chief Engineer to succeed William Smith. Mr. Saul did not remain as Chief Engineer very long, and Captain Harvey appointed John M. Emery in his place. Mr. John Werner was appointed Assistant Engineer. Major Cook went on day duty as Assistant to Captain Heffren. Mr. McLaughlin, who was in the ticket box at Fourteenth Street, and had come from Thirty- fourth Street with Captain Harvey, was placed on night duty in Major Cook's place as Night Superintendent. The Eldridges had control of the Hoboken Ferries from 1896 to 1903, when the Delaware, Lackawanna & Western Railroad Company took the ferries over. During the seven years the Eldridges had the ferries, they treated the pilots very fairly. They raised the wages from $115 to $135 per month, and when the news got around that the Railroad was to have control of the ferries, the pilots felt very bad about ==== page 88 it, for Captain Harvey had been very kind. But to the men's surprise they found out that the Railroad was going to give them more than they had received in the past. The only men who did not think they had received a square deal were the employees in the ticket boxes. When Captain Harvey took the ferries over, these men were receiving $90 a month and had no ticket chopper, but as soon as the ferries were turned over, Captain Harvey reduced the wages of these men to $75 a month and put on ticket choppers. ==== [inserted plate] picture. Christopher Street Ferryhouse, 1888 ==== page 89 CHAPTER XVII The Acquisition of the Ferry by the Delaware, Lackawanna and Western Railroad Company WHEN the Delaware, Lackawanna & Western Railroad Company took the ferries over in April, 1903, leasing them from The Hoboken Ferry Company, they saw they had to build larger and faster boats for the Barclay Street Ferry. In 1904 the keel was laid for the ferryboat SCRANTON at the Newport News Ship Building and Dry Dock Company of Virginia. She was 1462 gross tons, net 676 tons, 230 feet long, 62 l/2 feet wide, draft 16 feet, and cost $211,478.85. This boat was delivered to the Fourteenth Street shops on February 1, 1905. Captain A. Housman was sent down to Newport News to take her out on the trial trip, and when she was placed on the Barclay Street route Captain Housman and Captain William Moran were placed in command of the boat. She was started on the Barclay Street route at 6:30 A. M. on February 13, 1905. At the time of the acquisition, the officials of the Delaware, Lackawanna & Western Railroad Company were W. H. Truesdale, President, B. D. Caldwell and E. E. Loomis, Vice Presidents, L. Bush, ==== page 90 Chief Engineer, T. W. Lee, General Passenger Agent, and P. F. Flynn, Freight Traffic Manager. During the year 1904 Captain George Heffren resigned as Assistant Superintendent, and Captain Alfred Hickman, who was Captain of the ferryboat HAMBURG on Barclay Street, was appointed his successor. The large ferryhouse at Twenty-third Street, New York, was completed during this year. This house was built by the Erie Railroad, The Delaware, Lackawanna and Western Railroad Company, and the Central Railroad of New Jersey. The Erie Railroad had two slips, the Delaware, Lackawanna and Western had three slips, and the Central Railroad of New Jersey had one slip. The Fourteenth Street ferry was moved up to Twenty-third Street, New York, from Fourteenth Street, New York, on November 1, 1904. The old ferryhouse was torn down and the slip taken out. At 12 o'clock noon on November 1, the ferryboat LACKAWANNA was the last boat to leave Fourteenth Street, New York. The ferryboat MOONACHIE was the first boat to leave Fourteenth Street, Hoboken, for Twenty-third Street, New York, at 12 noon. Captain George Heffren was in command of this boat. On March 1, 1905, Captain John Harvey resigned as Superintendent of the Hoboken Ferry Company (The Delaware, Lackawanna & Western Railroad Ferry), as it was called at that time, and the follow- ==== [inserted plate] picture. Fourteenth Street, New York, Ferryhouse, 1888 ==== page 91 ing notice was posted in the Ferry Waiting Rooms on the same day: THE DELAWARE, LACKAWANNA & WESTERN RAILROAD CO. THE HOBOKEN FERRY COMPANY OFFICE OF PRESIDENT New York, March 1, 1905 Mr. John M. Emery is hereby appointed Superintendent of The Hoboken Ferry Company and of the Ferry Department of the D. L. & W. R.R. Co., vice Captain John Harvey resigned. Mr. Benjamin Schoppe is appointed Chief Engineer of the D. L. & W. R.R. Co., also Chief Engineer of the floating and lighterage equipment of the Railroad Company vice Mr. John M. Emery promoted. Effective this date. (Signed) W. H. TRUESDALE, President. Mr. Schoppe had as his Assistant Chief, Mr. John Werner, and Mr. Charles Emery was the Chief of the Electrical Department of the ferry. About a year after this, in 1906, when Mr. Werner resigned, Mr. Charles Emery was appointed in his place as Assistant Chief Engineer. In the same year that Captain Emery was appointed, three ferryboats were built for the Company by the Newport News Ship Building and Dry Dock Company at Newport News, Virginia. The ELMIRA was of 1460 gross tons, net 675 tons, 231 feet long, 62 1/2 feet wide, with a draft of 16 feet, 1400 horse power, and cost $211,572.25. This boat arrived from Newport News, at the Fourteenth St. ==== page 92 shops of the Ferry Company on February 25, 1905, and was placed in commission on the Barclay Street route Monday, March 6, 1905, at 7 A. M. Captain George E. Bouton and Captain Ernest Van Gilder were placed in command, with Chief Engineer Fletcher Van Gieson, Sr. The BINGHAMTON was of 1462 gross tons, net 676 tons, 231 feet long, 62 1/2 feet wide, with a draft of 16 feet, 1500 horse power, and cost $211,572.25. This boat arrived from Newport News at the Fourteenth Street shops of the Ferry Company on Sunday, March 26, 1905, at 6:45 A.M. She was placed in commission on the Barclay Street route on April 3, 1905, in place of the ferryboat HAMBURG. Captain Oren D. Relyea and Captain Arthur Compton were placed in command of her with Mr. George Schomp as Chief Engineer. The ferryboat SCANDINAVIA was of 1462 gross tons, net 676 tons, 231 feet long, 62 1/2 feet wide, with a draft of 16 feet, 1400 horse power, and cost $211,- 467.14. This boat arrived at the Fourteenth Street shops of the Ferry Company from Newport News on Tuesday, April 25, 1905, at 6 A. M., and was placed in commission on the Barclay Street route as day boat, Monday, May 1, 1905, at 6 A. M. Captain Thomas Jones was placed in command of her with Chief Engineer James Decker. On May 1, 1905, Mr. W. McLaughlin, who was Night Superintendent, was placed on day duty as Assistant to Captain A. Hickman, and Major Cook was put back in the ticket box at Twenty-third Street, ==== page 93 New York. William Ryan was appointed Night Superintendent. Major Cook was retired on pension on February 26, 1907. William Ryan was released as Night Superintendent on January 1, 1908, and William Smith, who was in the ticket box at Fourteenth Street, was made Night Superintendent in his place. ==== [page 94] blank ==== page 95 CHAPTER XVIII The Fires of 1905 THE year 1905 will long be remembered by The Hoboken Ferry Company as a disastrous year for fires. On August 7, 1905, the ferryboat HOPATCONG, together with the Hoboken Ferry Terminal and Delaware, Lackawanna & Western Railroad Depot were completely destroyed by fire; and on December 20th of the same year the Twenty-third Street Ferry Terminal, Ne... [truncated due to length]