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Post by SS San Mateo on Oct 3, 2014 14:13:01 GMT -8
I came across this video of the SS Binghamton.
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Post by redbirdr33 on Oct 21, 2014 12:00:16 GMT -8
Circumnavigation of Staten Island and other Ferry News
The Working Harbor Committee sponsored a boat ride around Staten Island on Sunday, October 19, 2014. The boat was the New York Waterways motor vessel John Stevens.
We left from Pier 11 on the East River and headed south across the bay to the Robbins Reef Light. We then turned into the Kill Van Kull and after passing the entrance to Newark Bay turned south into the Arthur Kill which we followed to the south end of Staten Island and then entered Raritan Channel. Our boat then turned north and headed through The Narrows back to Pier 11.
The waterways around Staten Island are a center of maritime commerce with container ship terminals, tank farms, dry-docks and related industries. Several derelict and out of service ferryboats are also to be found here.
The former Governor's Island ferry PVT. NICHOLAS MINUE is moored on the north side of Staten Island just west of the Bayonne Bridge. She is still afloat but in poor condition. As we passed Port Reading on the Jersey side of the Arthur King we see another Governor's Island veteran; the MAJ. GEN. WM. H. HART. She is partially sunk but still recognizable.
Back on the Staten Island side we pass Witte's Marine Yard. A true ship's graveyard. Many vessels of various type have been laid up here over the years and eventually they sink into the mud. I understand that Hurricane Sandy did a lot of damage here and its difficult to identify many of the vessels. One can see remains of the former fireboat ABRAM S. HEWITT. She was one of several vessels that responded to the GENERAL SLOCUM disaster in 1904. One can also identify the SEAWELLS POINT, one of the original electric ferries. Nearby and still identifiable is the Newburgh - Beacon Ferry DUTCHESS which has her own story to tell.
The DUTCHESS ran on the Newburgh - Beacon Ferry until November, 1963 when that service came to an end. She was sold to private interests and brought down to New York City where she was placed in service on a short - lived excursion service to the 1964-65 World's Fair. The venture was not successful and she ended up on the backside of Staten Island where she remains to this day. It is still possible to read the legend "New York State Bridge Authority" on the side of the passenger cabin.
A little further downriver we come to an active marine scrap-yard. One of the vessels in the process of being dismantled is a former Staten Island ferry of the Merrell Class. I could not identify which boat it was but it might be the VERRAZZANO. (If anyone knows for sure please let me know.)
The next bit of news concerns the Seastreak operated ferry service between Lower Manhattan and the Rockaways. This service will come to an end on October 31, 2014. It was begun nearly two years ago carrying passengers from Pier 11 on the East River to Rockaway Park in Queens with a stop at the Brooklyn Army Terminal. Patronage amounted to about 800 passengers a day , 400 each way. This was not enough to justify the city subsidy. The vessels that I observed in this service were OCEAN STATE and MARTHA'S VINEYARD EXPRESS.
Larry, RedbirdR33
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Post by FNS on Oct 22, 2014 8:47:43 GMT -8
Circumnavigation of Staten Island and other Ferry NewsThe Working Harbor Committee sponsored a boat ride around Staten Island on Sunday, October 19, 2014. The boat was the New York Waterways motor vessel John Stevens. A little further downriver we come to an active marine scrap-yard. One of the vessels in the process of being dismantled is a former Staten Island ferry of the Merrell Class. I could not identify which boat it was but it might be the VERRAZZANO. (If anyone knows for sure please let me know.) Larry, RedbirdR33 This is the VERRAZZANO. She was the last "surviving" member of the MERRELL-Class ferries. The MERRELL and KOLFF were torched to bits right after their release from their Rikers Island jail duty. Some people may call these three ferries ugly. For me, they were a work of steel art full of geometry. Straight lines, angles, and curves. Even the exposed duct work at the four corners was a work of steel art. I will miss seeing these vessels. On the other hand, we have a wealth of photos of them to look at on the web, post cards, and books. |
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Post by FNS on Dec 22, 2014 15:32:57 GMT -8
Here are images from a couple of slides I received recently. The photographer's name is not known, though. I credit these photos to whomever took these:  This was the VERRAZZANO in the dock at Manhattan. Other than the bulwark, she looked quite a bit decent despite being a little weathered, like what you see on some of the buildings in this huge city. This was when the MERRELL-Class ferries ruled the waves on the Staten Island run.  From the same slide vendor, we see the COURSEN in Army duty on the run to Manhattan from Governors Island. It seems to me that the Governors Island ferries were a bit cleaner looking compared to their Staten Island counterparts. The COURSEN still looks good today from pictures I've seen on the web. He sister MINUE, on the other hand, really needs some TLC! |
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Post by FNS on Feb 20, 2015 1:01:35 GMT -8
Found another slide to add to the collection of photos you have to enjoy on this forum:  We see the VERRAZZANO passing the Statue of Liberty on another trip to Manhattan from Staten Island in this 1960 view. It looks like it was rather hazy on the waterways there that day. They were still several years away from getting the new JFK-Class ferries. |
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Post by FNS on Mar 21, 2015 4:24:29 GMT -8
Two more slides!  Flagship of her class, we see the MERRELL doing another trip from Manhattan to Staten Island in this 1963 view.  The Governors Island ferry COURSEN was sporting US Coast Guard colors in this 1985 photo. |
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Post by on Jun 12, 2015 9:46:24 GMT -8
A couple of things I could add to this Conversation RE: Staten Island Ferries:
1- The reason why steam was chosen for the Merrell class boats was because it was felt that the Diesel Electric systems at that time did not offer fast enough response for reverse power. If you have ever ridden the SI Ferry, docking at the Manhattan End can be especially tricky if the tides are not friendly. The terminal is located at the worst possible location as far as tides. Having ridden the Kennedy and her sisters many times when I lived on Staten Island, and when I went to day camp there as a kid, there is nothing like the scream of those 4 GM 567c's to put the ship into reverse at the last second because the tide grabbed the boat, threatening to send it in to the pilings. Sometimes it wasn't fast enough, and there would be frantic, quick blasts of the horn, followed by the anticipation and hard knock in to the pilings... The Merrells were outfitted with Skinner Unaflow Engines, which were state of the art in 1951 and delivered fast reverse speed. Skinner Unaflows can still be found in operation on the Great Lakes Ferry Badger.
2- The reason there was no back up vessel after the Merrell and Kolff were retired is because the DOT had planned to run 3 boats an hour during rush hour rather than 4, counting on the increased passenger capacity of the Barberi and Newhouse. This turned out to be an unworkable plan as the bus systems, subways and loading and unloading were overwhelmed with 6000 passengers entering and exiting the boat at once. In addition, the DOT purchased two smaller boats for nighttime service, The Alice Austin and the John Noble, having cutting that back to once an hour. These boats could not be used practically during the day, further limiting options for fleet rotation.
Unfortunately, because of the DOT's poor planning, the rush hour 4 boat schedule remained, placing greater burden on the remaining fleet. As a result, maintenance suffered, and the Kennedy Class boats were basically run in to the ground, as it were. By the end of its service life, the American Legion was suffering constant breakdowns. The Lehman was always the workhorse of the fleet, and was still running well when it was retired in 2007. It looked pretty worn out, though. The Kennedy was retained because it had the best balance of reliability and wear. Had the maintenance been better, there is no reason why the Lehman and American Legion could not still be in service. 50-80 years is not outside the limits for a welded hull.
3- The Kennedy is listed as a back up boat, but in reality, it runs in regular rotation. The Molinari boats have proved to be quite unreliable, so the Kennedy has been taking up the slack. The current plan is to convert the Molinari ships over to Voight egg beaters once the new fleet is delivered. The Molinaris have major issues with the DC to AC rectifiers in the drive system and also major issues with the service generator system as well. They look nice, though...
To be honest, The Newhouse and Barberi are in pretty good shape. I don't know why they are being slated for replacement now, they should easily run for another 20 years without a problem. They are ugly, but they are fairly reliable. I think the Kennedy could continue too, but my understanding is that the Coast Guard does not like the wooden seats and the fire hazard they pose, coupled with the non ADA compliant bathrooms and lack of an elevator. The men's room, in particular, is one of the most disgusting places in New York City, in addition to being totally inaccessible to persons with disabilities.. There does not seem to be a practical way to put in a compliant bathroom or elevator without major reconstruction. This might be the issue with the Barberi and Newhouse as well, although there is plenty of room on those boats to do that. They are almost never more than 1/2 full to their 6000 passenger capacity.
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Post by Starsteward on Jun 12, 2015 12:27:13 GMT -8
A couple of things I could add to this Conversation RE: Staten Island Ferries: 1- The reason why steam was chosen for the Merrell class boats was because it was felt that the Diesel Electric systems at that time did not offer fast enough response for reverse power. If you have ever ridden the SI Ferry, docking at the Manhattan End can be especially tricky if the tides are not friendly. The terminal is located at the worst possible location as far as tides. Having ridden the Kennedy and her sisters many times when I lived on Staten Island, and when I went to day camp there as a kid, there is nothing like the scream of those 4 GM 567c's to put the ship into reverse at the last second because the tide grabbed the boat, threatening to send it in to the pilings. Sometimes it wasn't fast enough, and there would be frantic, quick blasts of the horn, followed by the anticipation and hard knock in to the pilings... The Merrells were outfitted with Skinner Unaflow Engines, which were state of the art in 1951 and delivered fast reverse speed. Skinner Unaflows can still be found in operation on the Great Lakes Ferry Badger. 2- The reason there was no back up vessel after the Merrell and Kolff were retired is because the DOT had planned to run 3 boats an hour during rush hour rather than 4, counting on the increased passenger capacity of the Barberi and Newhouse. This turned out to be an unworkable plan as the bus systems, subways and loading and unloading were overwhelmed with 6000 passengers entering and exiting the boat at once. In addition, the DOT purchased two smaller boats for nighttime service, The Alice Austin and the John Noble, having cutting that back to once an hour. These boats could not be used practically during the day, further limiting options for fleet rotation. Unfortunately, because of the DOT's poor planning, the rush hour 4 boat schedule remained, placing greater burden on the remaining fleet. As a result, maintenance suffered, and the Kennedy Class boats were basically run in to the ground, as it were. By the end of its service life, the American Legion was suffering constant breakdowns. The Lehman was always the workhorse of the fleet, and was still running well when it was retired in 2007. It looked pretty worn out, though. The Kennedy was retained because it had the best balance of reliability and wear. Had the maintenance been better, there is no reason why the Lehman and American Legion could not still be in service. 50-80 years is not outside the limits for a welded hull. 3- The Kennedy is listed as a back up boat, but in reality, it runs in regular rotation. The Molinari boats have proved to be quite unreliable, so the Kennedy has been taking up the slack. The current plan is to convert the Molinari ships over to Voight egg beaters once the new fleet is delivered. The Molinaris have major issues with the DC to AC rectifiers in the drive system and also major issues with the service generator system as well. They look nice, though... To be honest, The Newhouse and Barberi are in pretty good shape. I don't know why they are being slated for replacement now, they should easily run for another 20 years without a problem. They are ugly, but they are fairly reliable. I think the Kennedy could continue too, but my understanding is that the Coast Guard does not like the wooden seats and the fire hazard they pose, coupled with the non ADA compliant bathrooms and lack of an elevator. The men's room, in particular, is one of the most disgusting places in New York City, in addition to being totally inaccessible to persons with disabilities.. There does not seem to be a practical way to put in a compliant bathroom or elevator without major reconstruction. This might be the issue with the Barberi and Newhouse as well, although there is plenty of room on those boats to do that. They are almost never more than 1/2 full to their 6000 passenger capacity. Welcome aboard our Forum and thanks for the significant insight into the state of ferry operations in your part of the world. Always interesting to see and hear how ferry boat operators carry out their operations. |
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Post by FNS on Oct 14, 2015 22:05:28 GMT -8
Here's a clipping from a 1959 magazine showing passengers seated on the third deck aboard the VERRAZZANO. Most were minding the headlines. A few were outside on the promenade.   The layout of the third deck. The photographer took the picture from the left end of this layout. |
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Post by WettCoast on Oct 15, 2015 9:05:41 GMT -8
Here's a clipping from a 1959 magazine showing passengers seated on the third deck aboard the VERRAZZANO. Most were minding the headlines. A few were outside on the promenade. People don't talk to one another nowadays. Ever since someone invented these confounded 'newspapers' folks just hide behind them and never say a word to the person sitting next to them. Who knows where the world is going next! |
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Post by Neil on Oct 15, 2015 9:47:36 GMT -8
Publishers today can only look at that photo and weep.
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Post by Starsteward on Oct 15, 2015 14:08:36 GMT -8
Publishers today can only look at that photo and weep. The old 'broadsheet' format pages were so large that it took some doing to fold the paper backwards so that one could have one page face up. I'm still a fan of reading a newspaper rather than reading a computer screen. The digital age has unfortunately meant the closure of many pulp and paper mills. |
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Post by redbirdr33 on Oct 27, 2015 13:03:26 GMT -8
The Merrell Class were the first three-decked ferryboats in New York harbor. They had a Skinner-Marine Uniflow Steam Engine and could stop in less than their own length if. They were very maneuverable when docking. They did have rectangular pilot houses which resulted in blind spots on either side. This was a contributing factor in the 1963 collision between the VERRAZZANO and the tanker POLING BROS No 8. This is why theKennedy Class boats were designed with a rounded front to the pilot house.
Larry, RedbirdR33
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Post by FNS on Nov 9, 2015 5:08:46 GMT -8
Here's an update on proposed new Staten Island ferries: www.ebdg.com/wp-content/uploads/2015/08/Next-generation-of-ferries-to-be-modeled-after-popular-Kennedy-class-boats.pdfNext generation of ferries to be modeled after popular Kennedy class boatsVincent Barone | vbarone@siadvance.com Email the author | Follow on Twitter on July 25, 2015 at 4:25 PM, updated July 25, 2015 at 9:14 PM Don't mess with the classics. At 50 years old, the John F. Kennedy ferryboat is in the autumn of its life in New York Harbor. It will be retired in several years, along with two Barberi class boats - the Andrew J. Barberi and the Samuel I. Newhouse - to make way for two brand new, storm-resilient vessels. But even after the Kennedy's last departure, the boat's distinguishing features, like its outdoor promenades and extended foredecks, will live on, serving as the inspiration for the design of the next class of ferries. "Lord knows one of the greatest things in the world to do is to be on the ferry in summertime, watching the harbor go by," said John Waterhouse, chief concept engineer at Elliot Bay Design Group, on the pleasures of the Kennedy's outdoor seating. Last August, the Department of Transportation awarded Waterhouse's Seattle-based design group the contract to design the new class of two ferries, which are estimated to cost the city around $309 million to build. Elliott Bay began its design process with a Preliminary Design Investigation, which involved passenger surveys and taking many trips on each boat to comprehensively evaluate their strengths and weaknesses. The group found the Kennedy boat to be a commuter favorite, preferred over the newer Barberi and Molinari vessels, primarily because of its ample open-air passenger space. It's aged well, especially compared to the most recent Molinari class. Plagued by constant mechanical malfunctions, local officials deemed the three Molinari-class ferries "lemons" shortly after they went into service in 2005 and 2006. EVERYONE LIKES THE KENNEDYWhile Elliott Bay is still in its nascent design stages, Waterhouse said his group will be incorporating the favored aesthetic components from the Kennedy ferry while looking to equip the new vessels with more modern technology from the two Barberi class boats, which entered service in 1981 and 1982. "Everyone likes the Kennedy," he said during an interview with the Advance. "So as much as possible we're trying to make the public spaces and the passenger flow onto the vessel similar to the Kennedy class. But for mechanic systems, fuel efficiency and reliability of service, we're looking at drive system and technology in Barberi class as our starting point." The ships will be built to hold 4,500 passengers --1,545 more than the Kennedy, but about 700 less that the Barberi boats. Each boat in the Molinari class can carry 4,427 riders. Waterhouse said the limitations of the harbor's water depth, dock terminals and departure scheduling prevent the group from making any radical changes to the ferry design --not that Elliot Baywould want to. "[DOT] has a very efficient system," Waterhouse said. "There are no radical changes that would make it better. We're looking at the small things. We're looking everywhere we can with the small things to find opportunities to improve. "Commuters will be very comfortable with what the boats are going to be like," he added. MODERN SAFETY MEASURES The boats will not be complete Kennedy clones. Not every feature can be carried over. For instance, its wooden seats aren't compliant with current marine fire regulations. The new boats will be modernized takes to meet current passenger and crew safety standards. "I've heard some people say, 'Well why can't you just remake the Kennedy today?'" Waterhouse said. "The fact is that the Kennedy wouldn't meet modern requirements for structural fire protection and safe egress from the boat." In September, officials announced the Staten Island Ferry fleet would be updated as part of a $255.4 million resiliency project developed in response to Hurricane Sandy. Much of the storm resiliency will be focused on the terminals, but Waterhouse said his group is paying close attention to performance during storms. "We are looking at issues of freeboard on the vessels," he said. "If there is an increase in sea level, how does that effect the ferry's ability to get in and out of terminals? If there's a storm surge, can they still keep operating? At what point do they have to stop operating in terms of wind and waves? These are all aspects of the design that we're incorporating." Waterhouse aims to have the contract package for all of Elliott Bay's design work ready for submission to regulatory authorities by end of 2015. From there, the DOT will have to begin a bidding process for shipyards interested in building the vessels, which can take several years. The DOT has said it's too early to talk about when the new vessels will take to the harbor. "It's very much a privilege to work with Captain James C. DeSimone and the people at the Staten Island Ferry," Waterhouse said. "We work with ferry systems all over North America and I can certainly say Staten Island is a well-run, well-managed system. "The Staten Island Ferry is a world-recognized icon. What a pleasure to be involved in that." |
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Post by FNS on Nov 12, 2015 1:06:39 GMT -8
Here are two photos I have purchased from a fellow named Richard Clack of Scotland and am posting on this thread:  This is the PVT JOSEPH MERRELL departing Staten Island for Manhattan on June 30, 1979. Taken from a yacht named PETREL.  This is THE GOV HERBERT H LEHMAN arriving Staten Island. It was a rather cloudy day. But, that didn't keep passengers from going outside to see some famous sights in New York City's harbor. It's neat how these vessels looked about the same in design, despite having different modes of propulsion. MERRELL: Steam. LEHMAN: Diesel. It's kinda difficult telling which end is which on the JFK-Class ferries as they would be mostly symmetrical throughout. I liked riding the JFK-Class ferries. It'll be interesting to see how the new replacements will be like for riding when they're built and in service. I wish I had a chance to ride a Merrell-Class ferry. It would be neat to learn how quiet those steamers were and how their whistles sounded like. By the way, there is a live streaming (depending on your system and Internet speed) webcam to look at. This is of the Statue Of Liberty. Occasionally, you'll see marine traffic passing through this area as well as ferries. You have only about half a minute to watch the ferries pass by as they're traveling quickly at about 15 knots. You'll see the night owls AUSTEN and NOBLE, the Molinari-Class, the Barberi-Class, and the JFK. Here's the site: www.earthcam.com/usa/newyork/statueofliberty/?cam=liberty_strENJOY! |
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Post by FNS on Nov 30, 2015 23:20:56 GMT -8
Received a stereo slide recently of a Merrell-Class ferry in the dock at Staten Island.  For a short while, the Merrell-Class ferries sported red and black funnels. This photo was taken in July of 1975.  A closer look. The Merrell-Class ferries would soon get their final color scheme with plenty of orange paint, a blue funnel and blue trim, and "The Staten Island Ferry" painted on their sides. Doesn't that funnel remind us of the old Black Ball days here on Puget Sound? |
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Post by FNS on Feb 1, 2016 8:04:20 GMT -8
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Post by 4runner on Apr 6, 2016 3:23:57 GMT -8
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Post by islandersb on Apr 13, 2016 8:04:52 GMT -8
Looking for photos of the smaller East River (NYC) ferryboats that ran in New York City from the twenties up until the fifties. I'm specifically looking for photos of the "Harlem" and the "Jamaica". I can be reached directly at Islandersb@aol.com
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Post by FNS on May 25, 2016 18:13:29 GMT -8
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Post by 4runner on May 26, 2016 4:11:28 GMT -8
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Post by irtredbirdr33 on Nov 28, 2016 7:08:50 GMT -8
Former Erie-Lackawanna Ferryboat "BINGHAMPTON" to be Scrapped
It was reported in the New York Times (11/28/16) that the former Lackawanna ferryboat “BINGHAMPTON” is to be dismantled and scrapped. The “BINGHAMPTON” was built in 1905 for the Delaware, Lackawanna & Western Railroad. She was one of several boats known as the “Scranton” or “Barclay Street” class and her usual assignment was on the Hoboken – Barclay Street run. She was included in the 1961 merger of the Lackawanna and Erie Railroads and served until 1967 when the service ended.
She was acquired by a private owner and converted into a restaurant in Edgewater, New Jersey. The restaurant closed in 2007 and she has been slowly deteriorating at her pier. She may well be the last of the railroad-operated Hudson River ferryboats.
Stats: BINGHAMPTON, Official No. 201734, 187 x 43 x 16, 1462 tons,
Builder: Newport News Shipbuilding and Dry Dock
Larry, RedbirdR33
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Post by FNS on Jan 22, 2017 7:44:32 GMT -8
An "Alligator State" shipbuilder is about to get busy. It looks like Eastern Shipbuilding of Panama City FL is getting the contract to build the new "OLLIS-Class" Staten Island ferries. Three vessels will be built. They'll measure 320 feet in length, have a beam of 70 feet, and be driven by "egg beaters". EBDG designed them. They will replace the JOHN F KENNEDY, SAMUEL I NEWHOUSE, and ANDREW J BARBERI. Hopefully, the KENNEDY would be preserved at a museum. NYC hopes that the first two would be delivered in 2019 and the last one in 2020. More can be read at: www.marinelog.com/index.php?option=com_k2&view=item&id=23793:eastern-low-bidder-for-staten-island-ferry-contract&Itemid=230or HERE |
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Post by irtredbirdr33 on Apr 28, 2017 8:30:09 GMT -8
Tuscarora Marine Log No. 11
East River Ferry News April 2017
New York City’s city-wide ferry service is due to start on May 1, 2017. The service will be run by Hornblower Cruises through its subsidiary HNY Ferry Fleet for the New York City Economic and Development Corporation (EDC). The service will begin with three routes all based out of Pier 11 (Wall Street) on the East River. The East River Ferry itself between East 34th Street and Pier 11 with landings in Queens and Brooklyn. The Rockaway Route will run between Pier 11 and Rockaway Park with a stop Sunset Park (formerly the Brooklyn Army Terminal) and the South Brooklyn Route between Pier 11 and Bay Ridge, Brooklyn with four intermediate landings.
The East River Ferry has been running since 2011. The operator was the Billy Bey Ferry Company operating under the New York Waterways Brand. When the new contract for the ferry was awarded to Hornblower in 2016 Billy Bey decided to get out of the ferry business. Eleven boats and all the routes were sold back to the Port Imperial Ferry a/k/a New York Waterways. Four of the boats; FIORELLO LA GUARDIA, YOGI BERRA, CHRISTOPHER COLUMBUS AND GIOVANNI DA VERRAZANO were sold to the EDC and run by Hornblower on an interim basis.
The new fleet will eventually consist of twenty boats. Fourteen boats, (Hull Nos. H200 through H213) are being built by Horizon Shipbuilding in Bayou La Batre, Alabama. The other six boats, (Hull Nos. H101 through H 102) are being constructed by Metal Shark Aluminum Boats in Jeanette, Louisiana. The first boat to arrive in New York, H200 has now been named LUNCHBOX. The vessels will be about 85 feet long and displace 90 gross tons. They will have two deck and front loading.
Updates will be forthcoming.
Larry, RedbirdR33
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Post by Starsteward on Apr 28, 2017 8:54:28 GMT -8
Tuscarora Marine Log No. 11 East River Ferry News April 2017 New York City’s city-wide ferry service is due to start on May 1, 2017. The service will be run by Hornblower Cruises through its subsidiary HNY Ferry Fleet for the New York City Economic and Development Corporation (EDC). The service will begin with three routes all based out of Pier 11 (Wall Street) on the East River. The East River Ferry itself between East 34th Street and Pier 11 with landings in Queens and Brooklyn. The Rockaway Route will run between Pier 11 and Rockaway Park with a stop Sunset Park (formerly the Brooklyn Army Terminal) and the South Brooklyn Route between Pier 11 and Bay Ridge, Brooklyn with four intermediate landings. The East River Ferry has been running since 2011. The operator was the Billy Bey Ferry Company operating under the New York Waterways Brand. When the new contract for the ferry was awarded to Hornblower in 2016 Billy Bey decided to get out of the ferry business. Eleven boats and all the routes were sold back to the Port Imperial Ferry a/k/a New York Waterways. Four of the boats; FIORELLO LA GUARDIA, YOGI BERRA, CHRISTOPHER COLUMBUS AND GIOVANNI DA VERRAZANO were sold to the EDC and run by Hornblower on an interim basis. The new fleet will eventually consist of twenty boats. Fourteen boats, (Hull Nos. H200 through H213) are being built by Horizon Shipbuilding in Bayou La Batre, Alabama. The other six boats, (Hull Nos. H101 through H 102) are being constructed by Metal Shark Aluminum Boats in Jeanette, Louisiana. The first boat to arrive in New York, H200 has now been named LUNCHBOX. The vessels will be about 85 feet long and displace 90 gross tons. They will have two deck and front loading. Updates will be forthcoming. Larry, RedbirdR33 Thanks for the up-date and general goings-on in that part of the world. Just trying to imagine all those vessels running back and forth. Then there's the big guys from the Staten Island fleet scrambling across the waterways. Those many vessels would be quite the sight in our neck of the woods, but then again, we're a tad short on 'people numbers', so we'll have to make do with our 3, (soon to become 4) Sea Busses.  |
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