The Binghamton
Binghamton was one of six identical screw-propelled double-ended ferryboats built by the Newport News Shipbuilding and Dry-dock Company at Newport News, Virgini...
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Binghamton was one of six identical screw-propelled double-ended ferryboats built by the Newport News Shipbuilding and Dry-dock Company at Newport News, Virginia in 1904-05 to designs by Gardner & Cox, naval architects. She was launched on February 20, 1905, with Miss Charlotte Emery, daughter of John M. Emery, the newly promoted superintendent of the Hoboken Ferry Company and Ferry Department of the DL&W, serving as her sponsor. Binghamton was completed a month later and left the Newport News yard on March 25 for the trip to Hoboken, New Jersey. She was placed in commission on April 3. Her Captain for the first crossing was Oren D. Relyea.
Her normal run was from the Hoboken Terminal to Barclay Street, a twelve-minute journey of approximately 1 and 3-4 miles, a trip made continuously nearly every day for more than sixty years (on occasion she substituted on the Hoboken - 23rd Street run).
As alternate methods of travel across the Harbor were implemented, ferry transport diminished. The opening of the Pennsylvania Railroad line to Penn Station in Manhattan (1907); the Hudson and Manhattan Rapid Transit Line (1907); the Holland and Lincoln tunnels (1927; 1937); and the George Washington Bridge (1931) all contributed to the decline of the ferries. In 1960, the DL&W RR merged with the Erie Railroad to form the Erie-Lackawanna Railroad. The last ferry crossing of the Hoboken company, in operation since 1821, took place on November 22, 1967, when the railroad closed its trans-Hudson operations and offered its ferries for sale. The Erie-Lackawanna Railroad eventually filed for bankruptcy before being absorbed into Conrail in 1976.
Hudson River ferry service later experienced a revival, beginning with services provided by NY Waterway in December 1986. These services are maintained by small, single-ended diesel-powered pedestrian ferries that carry on the tradition of their steam-powered predecessors. Traditional double-ended ferries (diesel-powered) meanwhile continue to serve in New York Harbor on the Staten Island Ferry.
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Her normal run was from the Hoboken Terminal to Barclay Street, a twelve-minute journey of approximately 1 and 3-4 miles, a trip made continuously nearly every day for more than sixty years (on occasion she substituted on the Hoboken - 23rd Street run).
As alternate methods of travel across the Harbor were implemented, ferry transport diminished. The opening of the Pennsylvania Railroad line to Penn Station in Manhattan (1907); the Hudson and Manhattan Rapid Transit Line (1907); the Holland and Lincoln tunnels (1927; 1937); and the George Washington Bridge (1931) all contributed to the decline of the ferries. In 1960, the DL&W RR merged with the Erie Railroad to form the Erie-Lackawanna Railroad. The last ferry crossing of the Hoboken company, in operation since 1821, took place on November 22, 1967, when the railroad closed its trans-Hudson operations and offered its ferries for sale. The Erie-Lackawanna Railroad eventually filed for bankruptcy before being absorbed into Conrail in 1976.
Hudson River ferry service later experienced a revival, beginning with services provided by NY Waterway in December 1986. These services are maintained by small, single-ended diesel-powered pedestrian ferries that carry on the tradition of their steam-powered predecessors. Traditional double-ended ferries (diesel-powered) meanwhile continue to serve in New York Harbor on the Staten Island Ferry.
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