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June 2012 was pivotal for me.  A photo sent along by a friend alerted me to Canal commerce–Canadian corn– entering the US at Oswego, a place I knew something of from my youth. 

If that was a spark, then the breeze that fanned it was an invitation to do my trial article for Professional Mariner magazine, which led me to Kingston NY, the mouth of the Rondout, and a project involving use of a half century old tug Cornell to do TOAR signoffs.  My most recent article in the magazine came out today and can be seen here.

On that assignment, I was privileged to have a mentor, Brian Gauvin, do the photography.

Other big events for June 2012 included the movement of shuttle Enterprise from JFK airport ,

ultimately to the Intrepid Museum to be

hoisted onto the flight deck as part of the display, now covered.

My daughter went off to Brasil (again) and the Amazon, leading me to go there myself a year later, fearing she’d never return because she loved it so much there.

I’d given her a camera before she went, and was rewarded with some quite interesting photos, like these small motor boats that looked almost like slippers …

with straight shafts coming straight out of air-cooled engines.

During my trip up to the Rondout, I stopped in Newburgh, where replicas of La Niña and Pinta, crafted using traditional techniques on the Una River in Bahia, Brasil, attracted crowds, one of many stops along the great loop route. 

Other festivities on the Hudson that summer . . .

included the sails and music associated with the Clearwater Festival, and of course the small boats moving in some of the venues.


Patty Nolan and Augie were the small tugs, and of course the sailboats including Mystic Whaler, Woody Guthrie,


and of course the sloop Clearwater.  The Clearwater organization will not be doing a music festival in June 2022.  Mystic Whaler is now working in Oxnard CA at the Channel Islands Museum.

Summer time and the living is easy well, at least it feels that way some days . . . . 

All photos, except the first one, WVD.  That first photo was taken by Allan H. Seymour.


Click here for previous Memorial Day posts.

Click on the map below to interact with the purple locations, “foreign burial places of American war dead”. 

Meanwhile, here‘s another perspective from my friend Louis N. Carreras’ post A Sailor’s Prayer


I had a different post prepared and queued up for today, but then I watched one of the most recent episodes of Sal Mercogliano’s  “What the Ship…” and saw a 37-minute interview Sal did with Madeleine Wolczko, a US merchant mariner currently stuck in a shipyard in Shanghai.  That remarkable interview led me to an even more remarkable 31-minute documentary that I’ve linked to the image below.  Click on the image and the video will play.

Take it from me, watching these two videos will be the most impression-making 68 minutes you spend today, maybe this whole week.  I’d suggest watching the interview first and the documentary second.  If you’ve never been aboard a container ship, and this is a US-flagged one, this will give you a sense of who works on a ship, what spaces on a ship look like, what crew do, and in this instance, what they can be subjected to.  Technical quality may not be Academy-award standard, but the the rawness, sincerity, and power make up for that.  I give it the winner of the Tugster Academy Award in the category of “best short documentary made while facing adversity,”  clap please but no slapping.

Sal’s interview ends with the mariner performing a moving rendition of Radiohead’s “Creep” in the silent hold of a US container ship.  The hold is cavernous, dramatically lit, and silent because all work has ceased because of an extreme response to the most recent Covid outbreak in Shanghai.

If you choose, click the “thumbs up” on “Restricted to Ship, Ep. 1 – Shanghai Lockdown.” 


B. No. 90 is clearly a Bouchard barge, this one eastbound at lock E-17.  Pushing it might be the 1946 Evening Light, but that’s just speculation. Evening Light has appeared in this series a little over a month ago as Margaret Matton et al.

I added this because this IS a miscellany post.  I’d love to hear from folks familiar with the Barge Canal more than a half century ago, but how common were “loopers” or just long-distance recreational boats back then.

OTCO Newark was a 1943 barge.  I can’t tell from this photo which of the OTCO tugs was moving it.

Colonial Beacon was a 246′ x 40′ tanker built in 1927 by Sun Shipbuilding of Chester PA.  A history of her ownership extends through Ecuadorian interests in 1981. After 1981, I’ve no idea what became of her.  With all that black smoke, would she have been steam powered at this point in this undated photo?

We end this post with a 1910 64′ x 17′ tug named Waterford built in Whitehall NY in 1910. 

Socony 104 dates from 1920.

Here’s Waterford towing two barges of lumber quite late in the season.  Can anyone place this lock?  Lock E-3, perhaps and downbound?

All photos used courtesy of the Canal Society of New York.  Any errors of interpretation, WVD.

Not all tugboats on the Barge Canal in the first half decade were steamers, but most of them were.  More on the early diesel tugs in another post.  The photos in this post are arranged chronologically.  In these days before metadata was even imagined, I’m very grateful for photographic prints that have dates written on them.  Thanks to the unnamed photographer(s) who seemed to be documenting the commercial traffic of the era.  One interesting feature of the photos for me is that they documented the surroundings as well:  buildings and lack of them, nature and lack of it, other infrastructure and lack of it . . .

I find it odd that the caption identifies Jessie–the towed vessel but not the tug doing the towing, Harold.  And Jessie, whose name is not legible, appears to be a boat-shaped lighter or a bumboat;  maybe it was one once and now the engine has been removed to make way for cargo. That stone building just beyond Harold‘s stern is still extant, as part of Lockport locks and Canal Tours.

August 3, 1921 in Wayne County, it’s Geo. S. Donaldson somewhere between Palmyra and Newark, an area I know very well, but given how much the canal sides have changed, I can’t tell if the tow is east or westbound or exactly where it is.   Benjamin Cowles towed gravel from a pit somewhere near Palmyra on the pre-Barge Canal waterway.  He went on to form Buffalo Sand and Gravel.

The next day, the photographer, maybe the same one, captured Benj. L. Cowles eastbound at Lyons E28A.  Here‘s some case law referring to this tugboat.  Given the caption, let me quote from this article about ownership of the transmarine fleet:  “Submarine Boat Company operated the Transmarine Corporation (Transco) or Transmarine Lines a shipping company from 1922 to 1930, with 32 ships and 29 barges they had built. Providing East Coast, West Coast, Texas, Cuba and South America with cargo shipping services. [They had] the 206 dwt barges working on the [Barge Canal] with five tugboats. Barges moved cargo from New York City to Buffalo, New York in seven to nine days.”

Since Lyons and Clyde share a border, the same photographer may have taken this photo on August 4, 1921.  Note that on the forward portion of the wheelhouse, there is a Cowles Transportation sign. 

On August 10, it’s Lotta L. Cowles east of Clyde.  

Here’s Crescent two weeks later than her photo above, and no Cowles Transportation* sign is to be seen, and at lock E-23, about 50 miles to the east of Clyde.   Maybe the sign was being repaired or repainted. 

Here is one of the most amazing photos I’ve happened onto.  According to the caption, the locking operation is in the hands of no less a celebrity than the NYS governor Nathan L. Miller.  Maybe current NYS governor Kathy Hochul might see fit to operate some locks this coming summer as she runs for her office.

NYC as well as Buffalo have an Erie Basin, and this is the one in Buffalo.  That Erie Canal is now encompasses a marina and has high-end real estate on the inland side. I believe Belle dates from 1880, and I’m not sure if the boat alongside is Helen E. Taylor or Helene Taylor.

More to come, as I continue to alternate b/w photos with color ones.

These photos are used with permission of the Canal Society of New York.  Any errors of interpretation, WVD.

*Ben Cowles was an accomplished person.  Born in Buffalo in 1863, as a young man he left Buffalo to work in the sixth boro for at least 15 years as a ferry and tug captain.  At age 38, he returned to Buffalo the 8th largest US city in 1900) and was appointed harbor master.  In 1905, he founded Cowles Shipyard.  Besides building boats, he bought old Lake Erie steam fish tugs and adapted them for use as tugboats on the canals.  For a short period, he had a business partnership with the Mattons of Cohoes.  At its peak, Cowles Transportation owned/operated 16 tugs, 11 barges, and 3 lighters.   (Low Bridges and High Water, Charles T. O’Malley)

The first steamers began operating on the Erie Canal in the late 1850s, as documented by this fascinating article “History of Steam on the Erie Canal” published in 1873.

In the early 1870s Baxter Steam Canal Boat Transportation Company had seven cargo steamers operating between Buffalo and New York City, but by 1877, Baxter declared bankruptcy. More than a dozen boats of Baxter design continued operating on the Morris Canal for some time.  Cleveland Steel Boat Company had some steel steamers that towed steel barges on the pre-Barge Canal in the late 1890s; to see their boats, click here and scroll. 

Interestingly, some steamers at this point were referred to as “propellers.”  I wonder why and when the replacement by the word “tugboat” happened.

W. H. Follette was a wooden steamer out of Buffalo launched around [maybe in] 1909.  As so many similar craft did, she carried some freight in her hold, but also towed one or more engineless consort barges.  She was owned by the Shippers Navigation Co. Inc. of Syracuse.  In July 1924 she was sold to Frank Peterson, withdrawn from Barge Canal service,  and taken to Florida.  She was 92′ x 18′ x 6′.  Though she was registered in 1919 as a first class boat, her insured value of only $8,700 suggests nine years had taken their toll.

Built in 1909 an almost identical Tuscarora.  She was built in Tonawanda, and 92′ x 18′, crewed by five and powered by a 120 hp steam engine, she was owned by Grain Transit Co. of Battery Place in Manhattan.  In July 1922 she was sold to Lake Champlain Transportation Company and renamed Buffalo.  Then she sold again in July 1924 to Brooklyn and Buffalo Transportation Corp, but in two months later she was seized by US Marshalls, who sold her to L. Forsyth where she may have operated until April 1936.

In 1918 U.S. Railroad Administration (USRA) Director General William G. McAdoo announced that American canals and waterways, as well as railroads, were taken over by the U. S. Government to control wartime transportation. McAdoo favored rails over canals and not surprisingly, the 1918 and 1919 new Barge Canal seasons did not meet the expectations of New York interests. When NY interests were successful in protesting USRA operation, responsibility for the 1920 Barge Canal operations season was placed with separate office under the Secretary of War. USRA, however, had made a significant contribution to the Canal’s floating equipment with contracts for 51 steel barges, 21 concrete barges, and 20 self-propelled steel freighters named for NYS counties.  That’s Monroe below.

The 20 freighters were approximately 150′ x 20′, with a 12′ depth of hold. 

The steel steamer had two 38-foot cargo holds with a total cargo capacity of 450 tons. How ludicrous to imagine mules like Sal who towed and carried huge loads of cargo on their backs.

The main cargo carried by each of the USRA steamers in 1920 was grain, but they also carried chemicals, metals, and general merchandise.

The pilothouse was built in two sections so the upper one could be removed to meet the Canal’s low bridges; the stack was hinged so it could be lowered. The oil-burning boiler provided the steam for a vertical fore and aft, 400 hp, compound reciprocating engine designed by Gibbs and Cox and spinning two 5′ 8″ diameter propellers.  Two balanced rudders provided steering. Each unit had quarters for a crew of 12, as they hauled a string of up to five  consort barges

Here a westbound Monroe tows its barges out of the flight.  I wonder how many locking were required, or if all fit in a single Barge Canal lock.

The USRA “steel fleet” was superseded by the McDougall ILI fleet 101 through 105

Here’s a closer up of Monroe.  Note people fishing at the point in the bulkhead off vessel port.

Monroe was sold to Munson Inland Water Lines in 1932, who in spring 1936 reported  she had sunk in Westchester Creek in the Bronx.  She was dismantled by April 1940.  Here the “fleet” heads out into Crescent Lake.  If time travel were possible, it would be fascinating to see the settlement/lack thereof along the way to Buffalo!

I’m including this next vessel here, although it was built as a barge and converted to a motor ship.  I’m not sure what type of diesel engine she had.  Frank A. Lowery was built in 1918 in Brooklyn as a 150′ x 21′ x 11′  barge Occo 101, owned by the Ore Carrying Corporation.  In 1926 and 1927, she changed hands twice and was renamed  barge L.& L. 101.  In 1929, she was  renamed Frank A. Lowery after the new owner, who converted to a motor ship with a 240 hp diesel.  The hull was shortened from 150′ to 104′. She was in freight service with a crew of five. Her canal service ended around 1953.  For more info, click here.

All photos thanks to the Canal Society of New York collections, and any errors, WVD.

Off topic but it must be acknowledged: feliz dia de san patricio!



You’d imagine there would be a groundswell of interest in saving and cleaning up such an iconic Barge Canal veteran as this.  I’d love to see a correctly colorized photo of this weeks-old cargo ship at the beginning of its first transit through the waterway that dictated its dimensions.

It’s time to close out part D with this post, or at least until there’s more news about ILI 101 now referred to as Day Peckinpaugh.  Note the date on this photo.  In her first years, there would be tweaks, like replacing her first Skandia Pacific Oil engines that plagued her first transit so much that she needed to hobble to New York City with assistance of tugboat Lorraine, a story for another post.  However, here, I imagine the crew felt like celebrities as the wealthy dockside managers and investors in their fancy clothes admired this incarnation of the future of Barge Canal cargo movement, a promising investment in its success.

I have no date here, but here ILI 101 appears to be approaching the Flight, near the eastern terminus of the Canal. 

The vessel carried the name Richard J. Barnes, as you see here in Phoenix NY, before it was renamed again, Day Peckinpaugh in 1959.

Two sister vessels–102 and 103— were launched a month after 101,  in June 1921.  102 became Andrew M. Barnes, shown below in Phoenix NY some time in 1947. She and the other motorships must still have turned heads, sent people for their Kodaks, prints of which must be stored in historical societies all along the canal.  Surely an joint effort could be made to search for them. A few years later, she was scrapped somewhere in the sixth boro.   Part D1 of this series showed other photos of this vessel from 1921.

ILI 103 had a longer and certainly more diverse history.  Below she’s westbound approaching lock E-14 as Robert Barnes Fiertz.  What’s clear is that she was sold to interests off the Great Lakes and Barge Canal in 1962 and at some point was cut down to a barge.  She was not, however, as this site suggests, scrapped in 1973, although she ceased to be a cargo carrier then, if not before.

As you can tell from the familiar lines in the photo below, 103 ended her life as a faux Confederate “blockage runner” restaurant called Scarlett O’Hara (of course)  in Charleston SC at foot of Charlotte Street, from 1973 until 1979.  Click on the photo to read the story and see the source.  I’d love to have more photos of her in this configuration, especially as seen from the water.  I made some inquiries last summer and fall but never got a response from the good folks in Charleston archive keeping.

ILI 104 was launched in July 1921, the same month as ILI 105, featured in this recent post.  

Here departing eastward at lock E-7, ILI 104, renamed Alden Barnes Fiertz followed a similar pattern to 103,

leaving at least the Barge Canal behind after 1950 when Canadian Coastwise Carriers converted her into a tanker (!), after a total rebuild that lengthened, widened, raised, and deepened her. Renamed Coastal Carrier, as shown in this photo from an unknown source other than FB and taken between 1950 and 1968, when she was renamed Bay Transport.  She is believed scrapped in Hamilton ON in 1977.

To close out this series, here’s a photo I took of the hold of 101 known as Day Peckinpaugh as configured for hauling cement and then cleaned up as spacious exhibit gallery.  To the right, you see a single poster.

I took these photos above and below along the Hudson River in Manhattan is September 2009.  If you look closely on the starboard bow, you can see remnants of the lettering spelling out Richard J. Barnes.

All but the last three photos are used with permission from the Canal Society of New York, for whose publication Bottoming Out I wrote a different draft of this post.

Other motor ships followed on the Barge Canal, but these five designed and produced in Duluth, the brainchild of Alexander McDougall led the way.

First I need to make a correction:  in M2 I stated that Tigre would have traveled through the Panama Canal;  she did not because she worked out of the Peruvian Amazon in the area of Iquitos!  Thanks to Paul Strubeck for the image below.  That would have been an interesting delivery!!

Next, photos and details of the STs Matton built in the first half of the 1940s are detailed in this fabulous site compiled by by Dan Friend.

Now we jump to 1954 and this photo showing a Cleveland 498 engine being lowered into a tugboat simply named Matton, which was reefed in 1990 as Troy.

Moving forward chronologically, William Lafferty has shared these two old Kodachromes taken on a sunny late September 1960 on the Welland Canal and I adapt from his comments:  “The 1957 Ralph E. Matton has entered the lock.  The tug was powered initially by a Cleveland Diesel 12-278, 2100 hp, later repowered with an EMD 16-567C.  It hauled oil barges on the Barge Canal and Great Lakes in the summer, mostly for Seaboard Shipping Corporation and Moran’s Morania division, and fuel oil barges in the winter on Long Island Sound. Its Great Lakes service ended by 1962.” 

To add my comment, the opening of the Saint Lawrence Seaway in 1959 effectively ended transportation of cargoes between salt water and the Great Lakes via the Barge Canal.

“Bart Turecamo  purchased the Matton operation in 1964 and the 84′ x 25′ Ralph E. Matton became the Mary Turecamo and then Albany in 1972 for American Dredging Company of Philadelphia. In 1994 it was sold to Casco Bay Towing Company, Portland ME, where it was dismantled in spring 2007.”

“Following the Matton tug, the 1923 UK-built Keybar was carrying 2600 tons of pulpwood for a mill in Erie PA.    Keybar would then proceed from Erie to Oswego to load coal for Montréal, clearing Oswego 4 October 1960.   The handsome Keybar (look at those windows beneath the pilothouse) was launched 19 March 1923 at South Bank-on-Tees, England, by Smith’s Dock Co., Ltd., for Keystone Transports Co., Ltd., Montréal, a shipping firm organized by the Montreal Power, Heat and Light Company, Ltd., to bring American coal to its generating plants.  Laid up at Kingston ON after the 1961 season, it arrived at Port Dalhousie ON for demolition on 1 June 1963.”

Matton launched Everglades in 1959.     Later, renamed Captain Nelson, she shows up in this submarine assist.   That particular submarine suffered substantial damage in a Kittery ME fire, and was subsequently decommissioned.    

Everglades was Matton’s only tugboat in 1959, and their only one in 1960 was ChallengerHere she is after 1970 as Captain Brinn.    A 2012 image of her in Kingston, St. Vincent as Captain Bim can be found here.     This site claims she’s still afloat, but if you follow the location of her icon, she’s in mid-Sahara Desert, so  . . . uh, no.

Bart Turecamo was the first tugboat the shipyard produced after Turecamo had taken over the Hudson River shipyard. 

She’s still at work in Philadelphia bearing the same name, as seen in my photo from 2010.

After a series of launches for NYPD including the still extant No. 5, the yard released James Turecamo in December 1969, and she’s still works in the Albany area of the Hudson.  Has anyone seen James above the Troy Lock?

July 1971, the yard launched Mobil 1, which in 1992 was renamed Tioga and in 1993 was sold and renamed  Zachery Reinauer, still extant but I’ve not seen her in a long time.

In Sept 1976, the yard launched Largo Remo for Refineria Panama;  it eventually became Tridente and now (?) Vesca R-18.  Click on the photo below for more info.  Largo Remo is an island on the Caribbean side of Panama.

After Largo Remo, the yard produced only three more tugboats or boats of any kind:  Michael (now in Honduras as A. J. Ellis) , Joan, and Mary Turecamo, the latter in March 1983 being the very last.  Mary is alive and still working in the sixth boro, as evidenced in my photo from October 2021.

Many thanks to Paul Strubeck, William Lafferty, and the Canal Society for offer of and use of these photos.  Any errors in information attributable to WVD, and correction of such errors is appreciated.  Changes in font happen because of cutting/pasting.

Remember the Canal Society winter symposium is coming up a week from today;  I plan to be there.  Also, remember the conference in the early fall 2022.


After today, I have one more Matton post from the Canal Society archives.  Below is an aerial shot on the Matton shipyard on the Hudson, the one that closed in 1983 as a Turecamo-owned site. Bart Turecamo had purchased the yard in the mid 1960s , soon after Ralph Matton had died. More info and photos can be found here.

Thanks to William Lafferty, yesterday’s post identified the tugboat with a film crew as the 1895 P. C. Ronan.  Below is a clear shot of Ronan‘s bow, with the scow along the opposite side of the tugboat.  Clearly, the platform is on the scow, not as I first supposed yesterday, on the tug. I’d also wager that standing on the bow second from left and wearing a captain’s hat is the same gentleman/same clothes and hat as in yesterday’s photo.

At least two decades between the image of a Matton-owned tugboat above and Matton-built Tigre in December 1941. 

I’m guessing Tigre never entered the Barge Canal, but obviously would have transited the Panama Canal on the way to Peru.  According to Matton shipyard history, she was renamed as Franco, but it’s possible but highly unlikely that the 81-year-old boat is still extant.

Also in the 1940s, Matton had a number of US government contracts:  5 submarine chasers for the USCG and the Russian government, 4 small tugs (ST) to Finland, and 6 YTLs to Southeast Asia and Venezuela.  YTL 456 went to the Philippines, if this info is to be believed.  For example, it lists Watertown NY as location of a Matton shipyard, and I’ve never read of that.

Shown here in the Troy lock, upbound, Margaret Matton  

was launched in 1946;  subsequent names include

Fort Lauderdale,

Evening Light, and

Hudson. She was cut up soon after I took this photo in 2006.  The Evening Light and Fort Lauderdale photos  are used with permission from the Paul Strubeck collection.  I’ve heard stories from a captain who once worked as a deckhand on Hudson moving fuel to storage tanks north of Newark NJ on the Passaic, hearing gunfire from the city on the Passaic.  Traveling through gunfire on a gasoline barge might make for some insomnia.

The 1951 Edward Matton has appeared here before in part B of this series.  She became Morania No. 9 and eventually a NJ reef, with details here in part B.

The 1954 Matton became Kathleen Turecamo, then Troy, then scrapped or reefed in 1990.

The 1957 Ralph E. Matton became Mary Turecamo, then Albany, then scrapped in 2007.

Photo not credited to Paul Strubeck or WVD are used from the Canal Society of New York archives.

More Matton soon.

Let’s start with some of the tanker ships that worked the Barge Canal, and these are in chronological order by build date.  One that I found no images of in the archives was Buffalo Socony, built in 1920, which I saw when I first came to the sixth boro as Coral Queen. See also here.

Albany Socony was launched in 1921 in Elizabeth NJ, 185′ x 28.’  In 1946, she was transformed into a barge.  In 1953, the barge was sold and renamed Valco, which operated until 1954, then scrapped.  

Amsterdam Socony was also from 1921, launched in Chester PA, and at 262′ x 40′, she filled all the usable space inside the Barge Canal locks. From 1950 until 1956, she worked as Jo Ann Reinauer.  In 1956, she was sold again, renamed Poling No. 8.  She was scrapped in 2000.

Winthrop lies along the wall in what is clearly Waterford NY, photo taken from the bridge just west of lock E-2.  Besides that, I’ve no info on Winthrop.  This is an exceptionally sharp image from the 20s or 30s.

Burlington Socony dates from 1924, built in Chester PA.  In 1952 she was sold twice, first renamed Evelyn Ann and then renamed Poling No. 7, a name she operated until 1997.

Oswego Socony also dates from 1924, launched in Chester PA, 252′ x 40′.  In 1950, she was sold to Cleveland Tankers and operated as Taurus until 1973.  She was scrapped in Kewaunee, north of Manitowoc WI.

Below downbound in lock E-9 is the first of these tankers I learned about, when I met a shipwreck diver who worked out of Salem MA.  My out-of-print book focuses on shipwrecks off the mouth of the Merrimack River.

Plattsburgh Socony was launched in 1934 in Port Richmond NY.  She was 251′ x 40′ although like many motorships of the era, she was lengthened later.  In 1962 she was sold and renamed Mobil Albany, a name she carried until 1966.  Then she was sold and operated as Chester A. Poling.  In 1977, in transit from Boston to Portsmouth NH during the Blizzard of 1978, she broke in half and sank 8 miles off Cape Ann.  Photos (and video)  of her in 150′ to 180′ below the surface can be found here and here.


And finally, built as a twin of Plattsburgh Socony, it’s Poughkeepsie Socony.  Launched in 1934, she operated under that name until 1962, when she became Mobil Albany.  In 1971 she was sold and operated as Captain Sam or Poling No. 11.  In 2004, she was sold again and operated as Kristin Poling, the name she bore when scrapped in 2011.

In the foreground is motor tanker Robert Barnes Fiertz, previously known as ILI 103–sister to Day-Peckinpaugh or  ILI 101.  She eventually became a Confederate blockade runner-styled restaurant in Charleston SC, but those are all stories for another post.  If you’re a long time Charlestonian, you may remember it.

Kristin Poling was quite the sight on the Hudson and in the sixth boro until her end. I was allowed a walk-through of the vessel back in October 2011, and posted this and this.

Many thanks to the Canal Society of New York for allowing me to wander through the archives and post/interpret these photos.  If you want even more, get lost in Auke Visser’s forest of tankers archives.

From Auke’s site, here‘s Syracuse Socony, here‘s Troy Socony, here‘s Providence Socony, here‘s Schenectady Socony, here‘s Rome Socony,  . . . .  This photo of Elizabethport’s 1920 Rochester Socony comes thanks to William Lafferty.  The tanker changed hands in 1955 and was renamed Princess Bay until it changed hands again in 1982 and was renamed Mabel L.  Her records close out in 1996.  Does anyone know what became of her? 

Unfortunately, neither Auke nor I have found  Utica Socony. Might they be out there somewhere?

Click here for info on the Winter Symposium organized by the Canal Society.  One of the featured speakers next month is L. F.  Tantillo




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