NEW YORK HARBOR RAILROADS IN COLOR, VOL. 1
by Thomas Flagg (128 pp., list $55, ISBN 1‑58248‑048‑6, November 15, 2000)
NEW YORK HARBOR RAILROADS IN COLOR, VOL. 2
(128 pp., list $60, ISBN 1‑58248‑082‑6, August 1, 2002)
Publisher: Morning Sun Books, Inc., 9 Pheasant Lane, Scotch Plains, NJ 07076).
The author is a former director of the Society for Industrial Archeology, and has contributed many articles to the RMIG publication Transfer. Much of the information that went into the text of these books (and the articles) was gathered while working with Raber Associates in preparing historical documentation of many sections of New York Harbor for U.S Army Corps of Engineers projects. Photos were supplied in the form of color slides by a number of photographers, including the author, listed in the introductions to the volumes.
ABSTRACT, ACQUIRING IT, CORRECTIONS & ADDITIONS: (by the author)
The geography of the Port of New York forced the railroads serving it to rely on fleets of tugboats, barges and ferries to deliver freight and passengers to parts of the harbor they could not reach with rails. These railroad marine operations, sometimes called the "water belt line", were a vital and colorful part of the Port for a century, and were more extensive here than anywhere else in the world. The two volumes of this book show them in accurate color (mostly from Kodachrome slides) in the 1950s/60s/70s as they began a decline that culminated in their almost complete abandonment with Conrail's start in 1976. After an introduction describing the different types of marine operations at the port (carfloating, lighterage, etc.), Volume 1 illustrates operations of nine of the Class One railroads with marine operations at the Port, then looks at three of the Brooklyn terminal railroads. Volume 2 continues the presentation of the operations of each railroad, and adds special sections on types of railroad tugs, the working of float bridges, the coal dumpers, floating grain elevators, and Seatrain. Passenger ferries are shown mainly in the first volume.
Reviews of these books appeared in: Trains Magazine, April 2001, p. 84; Railroad History (R&LHS Bulletin) #184 (Spring 2001; by Herbert Harwood), and Railroad Model Craftsman, January 2003, p.34‑42 (by Don Spiro)
The book can be found in some hobby shops and specialist bookstores, but is not in stock in the "chain" bookstores such as Barnes & Noble, and ordering through them is likely to take some time. It is available directly from the publisher (at list price), and at shops that carry railroad and/or shiplore books (such as the Red Caboose, 23 West 45th St., New York, NY 10035, 212‑575‑0155). It is also available from dealers who advertise in railroad and maritime magazines. Some mail order/internet dealers who carry the book are Ron's Books (at 914‑967‑7541 or email email@example.com; website: http://www.ronsbooks.com), Rails 'N' Shafts (610‑261‑0133; http://www.rails‑n‑shafts.com), and Raritan Bay Hobbies (732‑494‑2932; http://www.raritanbayhobbies.com). Prices and shipping costs vary (all of the dealers mentioned give discounts from list price) so ask.
(These are not inexpensive books, but compare the cost of just the slide film needed to take the 220 pictures in each volume, not to mention the cost of the time machine needed to go back and see these scenes!)
All references to page numbers here are preceded by "I" or "II" to indicate which volume is being referred to. (NOTE: if you pencil these corrections into your copy of the book, place a thin piece of some hard material under the page before pressing on it, otherwise the pressure of your pen or pencil will mar the page beneath it)
WRONG DATES: The intention was to date every photograph, but some errors crept in:
I:43, top photo: the date of Conrad Milster's slide of the Blairstown is February 1966, not 1956.
I:127, bottom: Date of photo is July 1972, not 1962
II:7: Date of photo is Nov. 1962, not 1952
II:9: (First paragraph) the second group of PRR "Consolidation" tugs were built by Dravo 1959‑1960, not 1959‑69 (the dates are correct on pages II:64 & II:107)
II:61, bottom left photo: date is August 1976, not 1975.
I:23: bottom photo of B&O #8303 44‑tonner: date is Feb. 25, 1973
I:24: date of Port Series map of CNJ & LV terminals is 1953
I:36: In the top photo caption, the phrase "shortly after" means a few minutes after the previous page's bottom photo was taken (March 1963).
I:47, bottom: This Milster photo was taken in July 1956.
I:52: date of the Port Series map is 1965 (which explains the lack of the CNJ's Bronx terminal, at far left; it was gone by then)
I:85, top: photo date was June, 1971.
I:93: The "same" in the caption refers to the Nov. 25, 1966 photo, top of previous page; the same event is shown at a different moment in the top photo on I:63.
I:124, top: Date of photo is Nov. 1974
OTHER CORRECTIONS and ADDITIONS, Volume 1:
I:9, next to last paragraph: last sentence should start "In the 1920s railroads started experimenting with" diesel tugs, not 1930s.
I:10 (2nd paragraph): "2‑cylinder simple engines" should say "single cylinder engines"
I:22: references here to "West St." should properly say "12th Avenue".
I:23, top: Most likely the engine is backing the cars onto the float bridge, not pulling them into the yard, judging from the direction the engineer is looking and the fact that the boxcar is probably empty (its door is partially open) (added 6/05).
I:25, top & middle: the pole is a signal used in the early 1950s to indicate when carfloats should be loaded, based on sea conditions. (Thanks to Bill Greenberg for this information.)
I:34: the steam coming from the Pocono in this scene is not from her whistle, which is visible at the side of the stack below the logo, but rather is popping off via her exhaust pipe. (Thanks to Sam James for pointing this out.)
I:36, bottom: actually, the Elmira is not going to be putting her radar to good use because she had none. The only railroad whose ferryboats were equipped with radar were those of the CNJ, plus one experimental installation in the Lackawanna, according to Baxter and Adams (ref. in intro). (Thanks to Bill Greenberg)
I:55, bottom: Bob Malinoski and Rich Taylor tell me that the floating crane in this scene was not renewing the float bridge but cleaning up after an overloading incident, possibly even pulling a locomotive out of the water.
I:61, top: delete "455 HP"; the 550 HP given on I:59 is correct.
I:62: The introductory text on the LIRR says "Garden City (diesel)" but ignore this as the caption on I:63 top gives the correct information that she was powered with a Skinner Unaflow steam engine.
I:64: The map says "Bay Ridge Yard in 1965" but (as is evident from the context) this is in fact a map of the LIRR's Long Island City float terminal. The caption got switched with the one on I:88.
I:73, top: Replace "Pier 18" with "Pier 10"
I:80, top: NYC No. 24 had a single cylinder engine, not 2 cylinder.
I:88: The caption here says this is a map of Long Island City, but of course it is actually Bay Ridge, like the rest of the page.
I:92, first sentence: The PRR acquired its line to NY in 1871, not 1870.
I:101: reference to "West St." should properly say "12th Avenue".
I:105, bottom: the tug in the distance is probably not the "New Jersey", according to Ben Schaeffer.
I:113, bottom: It turns out that the N.Y. Dock 50‑tonners did NOT have two different color schemes (yellow and orange), only one (orange) that faded ‑ and more than once! When they started working for New York Dock in 1951 they were painted orange, which then faded to yellow. They were all repainted orange in 1957. Over the years the orange faded to yellow again, and most of the color photos available (typically taken in the mid‑1960s or later) show them to be yellow. However two of them (#51 and #55) were repainted in 1980, and the photo on I:113, bottom, shows the result on #55, less than a year later. The other locos were not repainted, and continued to fade. The gradual fading to yellow can clearly be seen in photos taken at different times: the 1962 photos (I:112 and 113) show the yellowish orange after 5 years fading, and later (I:117, I:125) the very yellow color they wore after 15‑20 years of fading. (Thanks to Ben Schaeffer for this information; this corrected explanation also appeared in vol. 2, II:119, and a photo illustrating the different colors very well is on p. II:126)
I:114, top: the ships are probably not break‑bulk freighters; further research is needed.
I:117, top: the N.Y. Dock locos actually weighed 50 tons; they were the GE 44‑ton model with extra weight for more traction (short lines could add the extra weight without triggering a union requirement for a fireman, unlike Class One railroads).
I:118, text: The Bush yard did not have a capacity of 2000 cars (despite some claims); if every track on it were crammed full it might hold the 1000 cars that most sources give it. And there were about 100 one‑story warehouses on the property, not the "hundreds" mentioned in caption at bottom.
I:124, bottom: caption says this was the same float bridge as in the top photo. In a sense this is correct, as it is the same location, but not physically the same bridge, as close inspection will show. The bridge was replaced in 1978, as shown in volume 2, pages 17‑19.
II:1 Frontispiece credit was inadvertently omitted: 1950s, Arthur Mitchell
II:8 The description of the surface (shell‑and‑tube) type of condenser incorrectly states that the river water surrounds the steam pipes; actually it is the other way around: inside the condenser the cooling river water circulates in pipes that are surrounded by the steam to be condensed. Thanks to John Terpenning for noting this.
II:23, bottom: the whole crane has shifted to the west, i.e. inland along the pier (not south), relative to its position in the middle photo. How it got past the funnel on the New Jersey is not obvious! (added 6/05)
II:53 The tug just visible to the right of the Canton is NOT a Pennsy tug, even if it is painted the same color: note the "M" on its stack. It's Moran. (Thanks to Rich Taylor for pointing this out.)
The Erie Alco switcher just barely visible to right of the crane is unusual in having diagonal stripes on its front. Rich Taylor noticed this, and Jay Held was able to supply the information that this was a former D&H switcher the Erie purchased; presumably it arrived with these stripes.
II:54 The date 1942 on the map should be 1965 (it was correct in the index listing).
II:106, bottom: the barge at left with the rounded front is not a plain deck scow but rather is PRR's derrick lighter #218, built between 1910‑1915; this tug and these same two barges are also pictured on p. I‑94, bottom.
II:118, top: Jay St. No.7511 was built in 1944 and acquired in 1947; the dates in the caption came from misreading a line in the source (correction added 7/2005).
II:121, top: The Sperry car had been checking trackage for the NYC subway system (reached via the SBK connection), not the Bush Terminal trackage. And the loco is not an Alco S‑2 but an S‑1.
II:9 & II:128, top: The caption refers to the Queen Mary's "last journey"; this refers to her last departure from New York on a regular transatlantic crossing, not her very last trip of any kind.
AUTHOR'S COMMENTARY ON THE BOOK, INCLUDING THE QUALITY OF PHOTO REPRODUCTION:
Morning Sun books have been in the forefront of good color reproduction, and have greatly improved over the years in this respect. The publisher's decorative graphics do get in the way at times, and probably help prevent the books from being taken seriously in some quarters, but presumably the railfan community finds them attractive. Unfortunately in volume 2 of this book, much of the text on the first two pages of each section is very hard to read due to the dark gray background from the skyline graphic, but persevere: it's essential to understanding the photos!
When Volume 1 came back from the printer, I immediately compared the results with the original slides, and found the colors very accurate. In particular, the olive color once used by the New York Central RR on its marine equipment is very close to that in the slides; I know of no previous books (including the earlier books of Ed Nowak photos) that have gotten this color (and its variations) right. And just about all the sharpness of the originals has been preserved in the book; those which look a bit fuzzy (such as on I:50) were that way in the original slide. (Remember, Kodachrome itself was grainier in the 1950s, and its speed at the time was ASA 10, making it seem like a miracle that Milster and Holtz and others could get a sharp picture from a boat). Perhaps more could have been done by the printer to lighten the printing of some of the darker originals such as those on I:44 top, I:51 bottom, I:94 top, I:114 bottom, and a few others.
For Volume 2, the publisher used an offshore printer with a different system of scanning in the slides. The quality of the photo reproduction actually improved a notch. In addition, the new printer was so expert at rescuing dark or off‑color slides that in some cases the reader may wonder why I was apologizing for the photo quality in the slide caption, when it looks just fine! An excellent example of this is the lower photo on p. II‑79.
One may well ask, "then how accurate were the original slides?" Most of the slides used in the books were Kodachrome, the film with the best reputation for accuracy and stability of color, so the colors in the slides are probably not too different from what was in the actual scene, allowing for the way the lighting (cloudy bright vs. direct sunlight vs. setting sun, etc.) affects the way the color records on film. But of course the colors of railroad equipment (especially marine equipment) vary a lot depending on the whims of the paint shop, the actual pigments used (which can vary over time), and the effects of weather over time. And keep in mind that the photos taken near sunset will make colors look warmer than they would in regular daylight (e.g. pp. I‑80 top, II‑71, II‑80 top).
The books' text is quite condensed, so as to leave more room for the pictures; readers without a background in rail operations or not familiar with the metropolitan New York region may wish for fuller explanations. The rest of this web page provides some more information. For those with a real interest in this subject, membership in the Rail Marine Information Group (and reading of back issues of its publication Transfer) is an excellent way to get one's questions answered. For specific topics, check the index provided on other pages of this website, which will tell you what's in the back issues. We consider the complete run of Transfer to be a kind of serial publication on the topic of rail‑marine, and having the back issues at hand is well worth it to those truly interested in the topic.
As to film types: almost all the photos in both volumes were reproduced from slides, and in the introduction to Vol. 2, p. 7, I give some information on this. Since it's hard to read those pages (due to the dingy background), I will elaborate here. In the credits for the photos in Volume 2, the film type is given only if it is not Kodachrome. In the era covered by the book, Kodachrome was far and away the most accurate and stable film a photographer could use. Its technology and chemistry is quite different from other transparency films, and gives it a look and feel that is different from the other films even today. So the film type is given only if it was NOT the standard, Kodachrome. In some cases the slide mount gives no indication of which film it was, and in those cases "unknown" is given, though some of these were probably Kodachromes mounted or remounted in generic mounts. One exception to this general principle was the series of photos showing the bridging of a carfloat, on pp. 12‑15. The reader may wonder who took these: the answer is on p. 11, bottom right: the author took them in May of 1997, during a photo documentation project for which both slides and prints were needed, and therefore used Fuji Reala film. This very fine‑grain film was sent to Dale Laboratories in Florida, which makes excellent slides from negative film, as well as good prints.
What about Volume 1? Sorry, the author wasn't that thorough in doing the first volume. His own slides and those of Conrad Milster and Matt Herson were almost all Kodachromes. Allan Roberts and Rich Taylor used a good deal of Ektachrome. On p. I:122 (top) and one or two other places, I did note the film type in the credit, to explain why the picture looks grainy or off‑color.
The intention was to depict these marine operations as they looked when they were a significant part of the Port of New York. Our coverage therefore essentially stops after 1976 (the coming of Conrail), and much earlier views were chosen wherever possible. For example, there are few photos of the Cross Harbor RR, which came much later and is a vestigial reminder of a glorious past. In addition that line has received a good deal of color coverage in the railfan press and in the Bendersky book. Also, we preferred to show active NY rail‑marine operations, not railroad tugs in their afterlife, doing ship‑docking in New Orleans or rotting in marine scrapyards. The tugboat enthusiast groups are a good source of information on where those boats are now.
FURTHER INFORMATION ON SOURCES:
If you wish to acquire the issue of the Diamond (the Erie‑Lackawanna Historical Society publication) that contained Baxter's fine description of the Erie's Marine Department (referred to on I:46), it was vol. 12 No. 2, and is available at train meets where the ELHS has a table, or by mail for $6.75 plus $5 shipping and handling from: Jay Held, 10‑10 Ellis Ave., Fair Lawn, NJ 07410 (send check or money order made out to ELHS).
The "Tugboat Issue" of Keystone (the Pennsylvania RR Technical & Historical Soc.), Spring 1992, is out of stock at the Society, and fairly rare on the "secondary market". Where the text refers to "Bendersky", this is shorthand for Jay Bendersky's Brooklyn's Waterfront Railways: A Pictorial Journey, originally published in 1988 and reprinted by Weekend Chief Press in 1992; this book is still around. Try the mail order specialty booksellers mentioned above. It has many color photos, with adequate reproduction (though nothing like Morning Sun reproduction), and almost all different from the ones in these volumes.
References to "Transfer" are to the publication described on p. I:12 (2nd column). Back issues are available ‑ the address given in the book is correct, but if you are reading this you have Internet access so instead use the web page that is part of the site you are now at (www.trainweb.org/rmig), which gives the contents and cost of every back issue (note that where the original run of a coated‑paper issue is sold out, only photocopies are available, and on these of course the photos will not be as good).
Port Series: this was a compilation of information and maps on each of the ports of the U.S., produced in many editions over the years by the U.S. Army Corps of Engineers. Past issues are very useful sources of information on the marine installations and include maps of rail terminals. The Port Series is described briefly in the book on p. II:7 and more extensively in my article in Transfer No. 28, pp. 6‑7, giving some information on how to access them. For those who want to know what the map symbols mean, they refer to the uses of the piers, and this use is also spelled out or implied on many of these piers (e.g. grain or coal loading). Black triangles refer to float bridges, but there are so many others (and they are slightly different in different editions) that it is best to go to the originals to get the full information.
Where Rails Meet the Sea by Mike Krieger (published 1998 by Metrobooks) has many excellent black and white photos (and a few in color) of rail‑marine operations; the Port of New York is pictured on pages 35 to 53. There are many errors in its captions. (See Transfer No. 28, p. 25, for corrections.)
SOME FURTHER COMMENTARY ON TOPICS IN BOTH BOOKS:
(For index see below and p. II‑4)
Anyone spending some time with the book will notice that there is of course more in the pictures than the captions call attention to. The changing skyline of the city over the years is a subject of its own, and much text could have been added on the region's planning and architecture. But long captions would waste precious pictorial space, and many people prefer to discover the visual details on their own. An Internet website like this one is a good place for some of this material, since it complements the book: space here for text is generous, while high quality photos are somewhat wasted in web format (to achieve the resolution of the book's reproduction would require huge files that would download very slowly, and the colors would probably be quite different on different monitors).
HARBOR TERMINALS MAP (credit Port of New York Authority), 1949 version is on p. I:4; 1961 version is on p. II:4. In Volume 1, the scale of the map was omitted for technical reasons, but Central Park is 13,500 ft., or 2.56 mi. long. In both volumes, the map had to be shrunk a lot to fit onto a standard page, so you may need a magnifying glass! Even so we could only fit in the central portion of the map, so the NH RR's Oak Point float bridges and the Harlem River offline terminals do not appear (but see the map on p. I:52).
TRAFFIC FLOW MAP ‑ shows eastbound traffic in terms of number of cars daily in 1964 (p. I:8). This also shows how many cars were handled in each type of movement, at this date, though by this time carfloat traffic was down to a third of its former levels, and some traffic such as grain was gone entirely. For example, it shows that 56 cars per day were delivered to the "offline terminals" on Manhattan (3 of the 4 are pictured in this book). This traffic was all package freight, essentially LCL, and it shows the importance of package freight for Manhattan's industry. Recall that LCL was a form of railroad traffic that was almost extinct in the U.S. at this time, though surviving as forwarder traffic at certain locations (such as New York City). One major omission in this chart is the traffic to the "offline" Harlem River terminals in the Bronx, which other maps in the same source give as 31 cars per day in 1963 or 1964. (The 4 cars to "Morris Point" are a mystery, as there was no such terminal.)
FLEET SIZES OF THE DIFFERENT RRs: see p. I:11
RAILROAD MAGAZINE PAINTING, II:6: We should note that the b&w photograph on which this painting was based can be see on p.35 in the book Where Rails Meet the Sea by Mike Krieger (published 1998 by Metrobooks). (Thanks for John Teichmoeller for noticing this; it's not mentioned in that book)
PRR 37th St. Float Bridge: this is seen in I:6 and I:100‑101. In all these photos there is a lot of optical foreshortening, and as a result it is not obvious that this is the type of float bridge that has both a main bridge and a 30 ft. long apron beyond that bridge (with its own suspension). In that respect it is NOT like the Long Island RR bridges at Long Island City or Bay Ridge, whose aprons are contained within the main girders and do not need a separate suspension system. The 37th St. bridge did have such a separate system. For further information see Transfer No. 13. I have included this note because most photos of this bridge make it look like the contained apron (Long‑Island‑City) type.
ERIE: I:48, bottom: note that the Rochester's signal mast (just above rear end of lifeboat) is folded down, to clear the bridges ‑ compare with the masts on the two other tugs shown nearby.
ERIE 28th St. Yard: I:51, bottom; also Vol. 2: for useful birds‑eye views of the Erie RR's 28th St. Yard on Manhattan, see back cover of Transfer No. 12.
LV: I:58, bottom: just how long is that "shortie" carfloat No. 606? Dave Pearce reports that it was 185' long, and rated to hold a total of six 50' cars (three on each side). It was built in 1924.
NYD: I:115, top: looking at this picture, you may have trouble finding the track crossing the street into the former industrial building at right, due to the angle of the photo. The rails were there though: service into that building continued right up to the abandonment of the terminal! The siding is shown on the 1965 Port Series map on I:112. And an aerial photo (in the author's collection) looking down on this scene in August 1977 shows the tracks coming across the sidewalk about halfway between the two fireplugs, just beyond the curb cut for the driveway. The tracks do not enter any of the four doorways seen at right (which are for trucks), but instead enter the building further along, in the gap before the brick building beyond. The siding originally served the building when it was owned by Squibb, a pharmaceutical manufacturer. In the 1960s the building was acquired by the religious group that publishes "Watchtower", and the siding was used to delivery large quantities of printing paper. After the Fulton terminal was abandoned, the paper had to be trucked here from a team track.
PRR, p.94: caption refers to the PRR's livestock underpass, under West St. (12th Ave.); in fact this is shown in dotted lines on the valuation map on I:100. Cattle were herded off the end of the barge onto the landing stage just north of Pier 78's inner end, and down a ramp to the underpass. They emerged at the north edge of the 37th St. yard and were herded along W. 39th St. to abattoirs on that street.
BEDT/NYD: The chronology of the tugboats of the BEDT and NY Dock Railways in our era is quite convoluted. It can be found on p. I:103 (for the BEDT tugs) and in the captions on p. I:110‑111 (for the NY Dock tugs), with some additional information on livery changes in other captions. For a summary of the evolution of the "Brooklyn" name, see p. II‑9. Here is a recap of the tugs acquired from the New Haven RR. (For photos see sections on New Haven RR and BEDT in both volumes).
The older BEDT tugs (see p. I‑103) were replaced in 1972 by the ex‑New Haven tugs Transfer Nos. 23 and 24 (originally the Cordelia, Off. No. 266145 and the Bumblebee Off. No. 265688), both built in 1953 by the Jakobson (or Jacobsen) Shipyard in Oyster Bay, L.I., and powered by 1590 BHP Cleveland diesels. See the New Haven RR section for photos of them in earlier years. They were renamed and painted in a white and blue scheme: No. 23 became the Petro Arrow, then later the Williamsburgh, then Brooklyn III (the 2nd), while No. 24 became the Petro Flame, then Greenpoint, then New Jersey. They were repainted into a green scheme at the time they received the last name. In 1983 both went to the NY Cross Harbor and the latter was renamed the Cross Harbor I; both were sold to the Port Authority but continued working for the Cross Harbor until the 1990s when they were laid up and eventually scrapped or sold.
BUSH, I:122‑123: the first three of these four photos of the Bush Terminal classification yard were taken from the south end of the yard, facing north, but the bottom photo on I:123 was taken from the opposite end, facing south. The caption for the I:123 upper photo is slightly in error: only one of the other photos (I:122 top) was taken from the footbridge. The map on I:119 does not show the footbridge, but if it did it would be located a short distance below the "V" in "FIRST AVE". In the first three photos the camera faced diagonally down the yard, more or less along the first of the double‑track diagonal yard leads. If this map had an arrow pointing northward it would point from the words "FIRST AVE" toward the words "Trow Press" at the bottom corner of the map. The map is probably not exactly to scale, and its track plan is somewhat too angular. It was chosen because it does show the whole terminal in one page, and it was put out by the Bush Terminal Co. itself. A 1965 Port Series map for the main part of the terminal is on p. II‑120.
An index makes it much easier to go to the book and find specific items. First see the somewhat hidden index in vol. 2, p. 4; the following index gives items additional to those. Note: "I:12" means vol. 1, p. 12.
Banana boats and carfloats ‑ I:7; II:10
Barges: GMA steel covered: E‑L ‑ I:10; NYC ‑ I:77; I:81; NH ‑ I:85;
Barges: Wooden covered: NYC, B&O, PRR ‑ I:14‑15
carfloat chains, toggles, other fittings ‑ II:16
carfloat platform, deck ‑ I:7; II:16
carfloat platform roof ‑ II:90
listing carfloat ‑ I:125
pneumatic unloading of grain from carfloat ‑ I:6; II:60; II:113
"shortie" carfloats ‑ I:58; II:60
Carfloats loading fruit from ship ‑ I:7; II:10
Carfloats seen from above: I:Rear cover; I:5; I:45; I:62; II:44
Carfloat with subway cars ‑ II:125
Cattle ‑ see Livestock
Derrick lighters: Erie (E‑L) No. 5 ‑ II:57 & II:41; LV 401 & 401 ‑ II:62
East Jersey Railroad & Terminal Co. ‑ II:117
Firemen, firing boilers ‑ CNJ ferry, I:29; DL&W ferry, I:38
Freight cars of special interest:
Airslides: Inter. Multifoods II:115; Jack Frost ‑ I:106; BN #401401 ‑
II:115; "Sunny Kansas Flour" II:114; NY Central (#GACX 43679) I:110
ART wooden reefer (wooden ends even!) ‑ I:122
B&O Wagontop boxcars ‑ I:18; I:19; I:23; I:107; I:122
Buffalo Creek boxcar (#1349) ‑ II:110
CB&Q "BREX" refrigerator ‑ II:64
CofG boxcar, "football loco" ‑ II:24
EJ&E #61371 green boxcar ‑ I:108;
FGE (FGEX 56263) Reefer ‑ I:95
GN Green (Rocky) ‑ II:110
IC Boxcars ‑ I:104; I:115; I:117; I:122
MDT (NYC) orange reefers ‑ I:7
MILW Road ribside boxcars ‑ II:96; II:106
NdeM ext. post boxcar at Bush Terminal ‑ I:123
NYC Pacemaker boxcars ‑ I:82; II:85; Early Bird ‑ II:85
NYC 1920s steel boxcars ‑ I:18
Northampton & Bath 1920s steel boxcar ‑ II:16
NYS&W boxcar with "suzie Q" ‑ II:123
PRR X29 boxcar ‑ I:58
PRR X29D ‑ II:64
PRR Boxcars ‑ X38 #73762
PRR H21A hopper #6953XX ‑ II:105
PRR roundroof box: I:rearcover
SP&S boxcar ‑ II:103
TA&G boxcar ‑ I:58
Mechanical Reefers, ATSF & CB&Q, I:64
Harborside Terminal (PRR, Jersey City): I:47 bottom
Heavy lift derrick lighters: Century (I:55); Erie (E‑L) No. 5
Interiors ‑ inside the boats ‑
DL&W Elmira boiler & engine, I:38‑39
LV Steam Lighter Victor, I:60‑61
LV Stick Lighter No. 402, II:63
NYC Ferries Utica, Syracuse ‑ I:70‑71
NYC Tug No. 10 I:74
NYC Tug No. 16 I:77; II:79
NYC Tug No. 18 I:79
NYC Tug No. 26 I:83
NYC Tug No. 30 II:88
NYC Tug No. 32 II:92‑93
‑ including "feeling the bearings"
PRR Tug Amboy I:98‑99
PRR Tug Canton in Todd Shipyard ‑ II:53
Jacobson Shipyard: spelling of name ‑ II:8
Lighterage: via flatcar on carfloat ‑ I:78
Livestock barge: I:94 (the PRR's cattle pass tunnel under West St. is shown in dotted lines on map on I:100)
Maps: for a list of all the maps of terminals, see index, II:4
McMyler coal dumpers, DL&W Hoboken ‑ I:78 top; II:30‑37
New York Dock RR locomotive colors (yellow or orange?) ‑ II:119
Operation Sail ‑ II:28
Pier stations served by carfloat:
B&O/CNJ ‑ II:28
LV ‑ II:59 (Vol. 2's index is incorrect on this)
NYC ‑ I:8
PRR ‑ II:106
Pile Drivers, floating: E‑L ‑ II:57; LV ‑ II:58
Port Series (publication of U.S. Army Corps of Engineers) ‑ II:7
Pouch Terminal ‑ II:117
Queen Mary leaving port ‑ II:9
Refrigerator barges: NYC Somerset I:72; Wakefield I:74; Vernon II:74
Schaefer Brewery, lighterage via modified carfloat ‑ I:6; II:60; II:113
PRR Dayton I:95;
LV Victor I:59‑61;
DL&W Blairstown I:43 & II:47‑49
Stick Lighter: DL&W ‑ I:11; LV ‑ I:9; II:61
Tugboat "guard" illustrated: II:8
Tugboats: (see also "Interiors" above)
Brooklyn ‑ I:110‑111, II:9, including sequence of tugs with this name;
see also I:105
New Haven tugs Cordelia and Bumblebee: I:84‑85,I:103 (last paragraph),I:105
Irving T. Bush ‑ II:119; II:123; II:124
Postwar tugboat characteristics, text and photo ‑ II:8
United Fruit banana terminal at Weehawken: I:98 top; also I:76 top
United States leaving port ‑ II:99
(This site last updated 12/05)