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The whole trip, dock to dock, lasted almost exactly 24 hours, although given some delays, it could have been a few hours shorter.  Call this post “day and night,” or more accurately, “day, night, and day.” Here was part a.

Let’s start some hours later on day 1.  Most river traffic does not draw spectators like this did.

 

Even the family dog came out.

Twelve or so hours after that, a blistering summer sun had given way to the Thunder moon, here lighting a path northeastward from Staten Island.  I took this photo before 0500.

 

After biding time for a few hours here,

Nathan G let go lines and Slater began the  final leg of the trip to the yard;  Sarah D is over there, but the illusion is almost that Slater is underway on her own power,

watchman mimicking deck gun, pointing the way.

Once in the KVK, a blazing summer sun returned, replacing the Thunder moon.

Pier assignment received, the tugs eased the destroyer escort into the dock.

Many thanks to Bill Stolfi and Steve Munoz for the first three photos;  the sixth boro harbor photos by WVD.

For more info on USS Slater, click here and here.

Here , here, and here were posts from the 2014 dry-docking.

In July 2020, she heads down to Staten Island for another dry-docking, partly to address issues other than in 2014.  The photo below captures an 0600 view.  Today’s post covers the first three hours of the next 24, as it makes its way down to the Staten Island shipyard.  Tug Sarah D (roughly 90′ x 29′ and rated at 2000hp) arrives.  It’s a spectacular morning.

The ship and museum are located near the “U-Haul truck on building” which you may see driving through Albany NY, and have no idea what lies below on the river.

By 0730, Nathan G (roughly 73′ x 24′ and 1200hp) has arrived, and both tugs and all three crews are ready to move;  a series of unheard commands, a burst of power, a foamy wake, a tensing of the towlines, a hint of expended fuel . . . and

 

away they go.  The wealth of spectators reported farther downriver is already evident here.    Does anyone have photos showing the crowds on the shore?  Please get in touch if you are willing to share photos showing this.

Sarah D rotates Slater 180 degrees to point her downstream toward the tank farms and grain silos of Port of Albany.  The dimensions on Slater are 306′ x 37.’  Her engines are “cosmetically maintained” and she has an operating generator.

By the time the tow passes the very Dutch place name of “Paarda Hook,” or Horse Point, it is already 0830, and we, aboard the warm and elegant Dutch Apple II,  turn back.

More tomorrow.  Here’s Slater‘s history.  Her namesake is Frank O. Slater, a USN seaman who died near the Solomon Islands during an attack on USS San Francisco in November 1942.  Here’s an extensive history.

A bit more detail I learned, and hopefully noted accurately,  aboard Dutch Apple II:  Slater is one of 479 destroyer escorts built that remained in the USN, 44 of which were named for seamen from New York state.  She’s the only one preserved in the US.  Her mission, with her 216 sailors, was to accompany the North Atlantic convoys, of which she performed five;  no vessels were lost to U-boats during those five crossings.  After four years in the USN, she was sold to the Greek Navy, where she served forty (!) years; hence many more Greek seamen served aboard her than US seamen.

The dazzle paint reproduces her appearance during WW2; it was intended to confuse U-boats of her type and direction so that any torpedoes fired would more likely miss their targets.  After the U-boats were equipped with acoustic (sound homing) torpedoes, she and other DEs would tow foxer (or FXR) cables  [aka Kreissäge (circular saw) or Rattelboje (rattle buoy)] to lead the torpedoes off course.

For more info on the museum, click here.  If you use Facebook, they are here.

To repeat, I’m interested in photos of the crowds along the river Sunday to greet the ship; I’m also interested in photos of Slater alongside Intrepid from 1993 until 1997 and the initial tow upriver in 1997.

I hope you all enjoy looking at these retro posts as much as I do putting them together.  I’m seeing that 2010 was the year I started to gallivant extensively, so the division for July 2010 retrospective is part a is for local, and part b will be for away.

Count the boats in the photo below!  Greenland Sea is prominent, but in the distance, find a Staten Island ferry, QM2, Susan (?) Miller, a dredge operation where I see Rae, and a Reinauer tug (Ruth?) beyond that!  Greenland Sea is now on the hard in Houma LA, the SI ferries run regularly but with fewer passengers due to the covid catastophes, QM2 is in Southampton, the Miller boats are still busy, Rae is kept in reserve for special projects designed for a 46′ tug, navigation dredging is over for now, and the Reinauer tugs have proliferated and keep busy.

Navigation dredging has created deeper channels, and the Bayonne Bridge has been raised.  Miss Gill is now in Jacksonville FL, and GL 55, the dumper scow, is wherever work may require her.

The formerly-yellow submarine is located at the entrance to Coney Island Creek, a place I’ve not been to in almost a decade.

I never did identify the wrecks at the mouth of said Creek, which seemed then to have an abundance of blue-clawed crabs.

Jane A. Bouchard languishes along with the rest of the fleet, and Cape Cod, with one of the intra-port SSS barges here,  has moved to Philly, last I knew.

Barbara McAllister pushes B. No. 262 with an assist from Ron G.  Barbara has not been in the sixth boro in quite a while, the 262 is laid up, and Ron G has been sold south.

Cape Race arrives here in Atlantic Basin, with a much-changed lower Manhattan skyline.  The former fishing trawler/now expedition yacht is currently on the Elbe, south of Hamburg.

Margot still “keeps on pushing,” although I’ve not seen her down in the sixth boro of late.

And here, Patty Nolan passes a wreck–I’ve not yet identified it . . .  maybe you have–inside Sommerville Basin in coastal Queens. Patty Nolan has been on the hard a few years.

And here’s a photo taken exactly a decade ago today . . .  an unnamed houseboat being towed from Peekskill to Queens, not a view you see every day.  It’s Patty Nolan towing with gatelines.  Here and here she tows other houseboats.

All photos, WVD, who wishes everyone health and patience in this difficult time.  Also, these “retro sixth boro” posts take us back only one decade.  It’d be great to locate more photos of identifiable locations going back 50 or so years, the fifth dimension of time photos.

 

Capt. Willie Landers last appeared here  several years ago;  she lost a substantial mast to gain an upper wheelhouse.

She came in during my favorite time of day.

She met Atlantic Sail off Stapleton.

Meredith left a barge alongside Orange Victoria and went on to other assignments.

Troy’s pride Sarah D moved a stone scow out past Jamaica Bay, as all her crew who could did work on deck.

 

 

Ava M waited for a ship as a sloop sailed past.

Daisy Mae headed out for Philly with CMT Y NOT 1 and a load

of non-ferrous scrap, maybe.

 

 

Sea Fox headed out to a job and met Bomar Caen coming into Brooklyn.  Bomar Caen was previously CMA CGM Jaguar.

All photos, WVD.

This happens to be the 1953 Hobo, but any boat single, twin, triple, or quadruple looks like this when first hauled out.

And here . . . after a shave and haircut,and some good pomade.  She’s 38′ 12′.

The unicorn here is W. O. Decker, 1930, wooden-hulled. She’d been power washed but was waiting for more work.  The 52′ x 15′ tug would be out doing tours had it not been for COVID.

I leave this one as the quiz.  Name that single-screwed tugboat.  I realize there’s really no clues.  you just need to go through your list of single-screwed tugs working in the sixth boro.

The 66′ x 18′ 1940 Ireland is up on Lake Ontario, living under a new name . . . Hoppiness the Tug. The main engine has been pulled, and soon she’ll be high and dry up on the Great Lake.

This was assuredly the 1944 Capt. Mackintire‘s last haul out.  the 1944 tug was 80′ x 23′ hauled out here in Belfast ME.  She sank in 158’ of water three miles off Kennebunkport ME in February 2018.

The 1958 Margot is 85′ x 24′ and has been featured on this blog many times.

And that’s all I got.  Thanks to Donna for sending along the photos of Hobo.  All others, WVD.

And the mystery tug is Frances, a year older than Margot but with otherwise virtually the same dimensions.

 

On we go . . .  Alexandra does not appear frequently here. If my count is correct, this is only the third time since and including 2008 that this 120′ x 34′ 4000hp boat’s been posted here.  She’s currently working on a dredging project near Sandy Hook.

An action shot here of Mister T doing what the 82′ x 24′ 2400hp Mister T does.

Pegasus has to be among the cleanest looking boats, a fact accentuated here by the rusty stains on the hull of the tanker beyond her.  Dimensions . . . 75′ x 26′ x 1900hp.

The Browns . . . James  and Joyce, move this car float across between Owls Head and Greenville.  The absence of leaves on the trees shows how long ago I took this and most of these photos.  They are 74′ x 30′ x 1000 and 78′ x 26′ 2400, respectively.

Patrice, 105′ x 34′ 4500, has been here almost 10 years.

Nathan G, 73 x 24′ 1200′, moves a scow  westbound on the KVK.  I’d have guessed her larger than that.

Paul Andrew does the paper barge.  She’s 64′ x 23′ and 1200hp.

And finally, JRT sees one ship out and positions herself for the next job.

Here was my first photo of the 6000hp 89′ x 38′ tugboat back in late 2015.  The photo reminds me I should use the fisheye more often.

All photos, WVD.

Nathan G comes toward the Narrows with

a max loaded scow.

B. Franklin Reinauer heads into the Kills

 

Hunting Creek heads west and

Jacksonville, east.  By the way, what is that blue flag halfway up the mast above?

N is for Nicholas Vinik coming by to

to assist Genesis Victory with GM 6506 out of IMTT.

And we’ll hold it up here.

Remember my virtual tour.  It’s 45-50 minutes, no advertisements, and you get to ask questions.

You’ll travel through time and space Tuesday, May 26, and if you can’t listen in then, it’ll be archives so you can listen whenever you feel like.  Book it, please.  It’ll answer every question except . . . where Sal was born.

 

How many locks have you noticed since Lockport?

Actually, there are none.  The entire 60-mile stretch with all the lift bridges is at a same level, 513′ above sea level.  And adjacent to lock 32, is a sign of contemporary water use, a kayak park.

The Pittsford Canal Shop  lies west of the village.

The village features some fine examples of preservation and adaptive reuse.  Note beyond the replica packet boat Sam Patch, named for a local daredevil,  is a converted silo complex.  A memory of my childhood is summer Saturday night with a truckload of pickles, some of which I’d picked,  for the Forman’s piccalilli plant.

Several places along this trip already I’ve pointed out that the adjacent land is lower than water level.  This is especially true east (actually SE) of Pittsford on a location called the Great Embankment, and area where–to avoid locks–the canal water is carried on an embankment over Irondequoit Creek.  This is risky, and breaches have occurred. Beside and below the embankment is the hamlet of Bushnell’s Basin, a transshipment point in the early days before the embankment was completed.  Richardson’s Canal House is located in the hamlet.

After we round the Great Embankment, we arrive in Fairport. Here excursion boat Colonial Belle makes her way westbound under the Fairport Lift Bridge, a local landmark currently closed for repairs. Colonial Belle has the distinction of having arrived in this part of the canal on her own bottom via the Panama Canal from the West Coast US.

Enjoy the beautiful pre-0700 morning in Fairport.

In my experience, this stretch of the canal gets lots of use at almost all hours.

Signage helps the traveler see what is no longer here, what led to a here being here.

Commuters use the less-traveled, economy connector between Fairport and Macedon.

Some schoolkids were very enthusiastic as we exit lock E-29 in Palmyra.  I’ve been told by a reliable source that lock E-29 power house used to supply power to both lock 29 and 30, since the Barge Canal dates to a time before the national power grid.  The area near the lock includes a park where you can see a reconstructed 19th century canal change (not chain) bridge, where mules towing barges would change from one side of the canal to the other.  Evidence of three-arch stone Ganargua Creek Aqueduct is also right near the lock.  And, in town, a short walk from Port of Palmyra marina, is a set of five museums referred to as Historic Palmyra.

Palmyra plays a role in a book focusing on the transmission of spiritual ideas along the Erie Canal, Heaven’s Ditch, by Jack Kelly.  Not far from here were the places that catapulted Joseph Smith, the Fox sisters, and more into the spotlight.  The canal itself served as a conduit for religious ideas, social movements, trade goods, and of course many immigrants.  And this part of the canal is sometimes referred to as the “burnt-over district” because of all the spiritual movements stemming for here.

East of Palmyra a spillway captures the overflow form the canal, forming Ganargua Creek, aka Mud Creek, a place that played a wet role in my childhood.

Port Gibson, aka Wide Waters, one of the many ports along the Erie Canal, is Ontario County’s only footprint on the Erie Canal.

The canal into Newark gets quite narrow, as you see with Urger eastbound.  Route 31 runs between the bank and that farm.  And again, driving on 31, you could have no sense that a major waterway can be found below that bank.

Here’s roughly the same location on a very cold morning about four months later.

HR Pike headed through this stretch with brewing tanks from China for Rochester’s Genesee Brewing Company.

Tugboats like HR Pike above and Margot below need telescoping wheelhouses and ballasted barges in order to to squeeze beneath bridges like this one in Newark.

East of town, we get to lock E-28B, where a tender is pushing a deck barge eastbound.

Before we leave Newark, a town of  9000 today, down from 12,000 in 1960, have a look here and here at some of the history of the town.  For a few years, the Mora automobile was made here, until it went bankrupt.  Looking back on the transit we’ve made so far, Rochester once made automobiles as well, including the Cunningham, a 1920 model of which is now in Jay Leno’s mega-garage.   And going back even farther all the way to Lake Erie, Buffalo was the home of Pierce Arrow, many models of which can be seen in the Buffalo Transportation Pierce Arrow Museum.  Pierce began making bird cages, then bicycles, and then automobiles.   One of two Moras still extant can be seen in Norwich NY.  

And maybe someone can comment on why there is no E-31 and E-28 has a part A and a part B?

Some Newark photos, thanks to Bob Stopper.

 

The Oswego River is the second largest river flowing into Lake Ontario, but it feels in places like a stream.  I don’t have to tell you what the largest river into Ontario is, I hope.

If you study the east bank, lots of traces of the original 1828 Oswego Canal, a verdant mudbank and even stonework like this for a former lock.

A detail to look for on the west side of the river just north of Minetto is the beer cave, where Brosemer Brewery used to cool their products in the age before refrigeration.

I’ve never been inside, but here’s a photo of the interior.

As evidence of the commercial traffic still plying the system, here’s a New Jersey-based tugboat on its way to Lake Erie.

In Oswego there’s a flight of three locks in just over a mile that will lower us 46′.  The canal runs along the left side of this photo; notice the passenger vessel about to exit the top end of the lock O-7, climbing toward Minetto.  Along the right side of the photo, i.e., the west side of the river, water has to tumble that same distance, a fact that allows hydropower generation and a thriving sport fishing industry, both in the river, out on Lake Ontario, and elsewhere in the locality.

In summer, Oswego enjoys its connection to the big lake.  What’s a recreation area today was an industrial only area back over 150 years ago.

Industry still exists.  Tourism to the right, and cement to the left.

Count the three tugboats in this photo from 2014.  From near to far, Margot is pushing some oversize electrical equipment from Schenectady to Massena; the blue Cheyenne is heading to Lake Erie via the Welland Canal to retrieve new barges from a shipyard, and Wilf Seymour, the tugboat on in the distance pushing the large barge* that has delivered aluminum ingots via the Saint Lawrence River for use at the  Novelis plant just north of Oswego.  Interesting as evidence of the commercial value of the Canal, Margot is based in Troy NY, Cheyenne then in Hillside NJ**, and Wilf Seymour in Burlington ON.

***That barge transports the equivalent of 920 20-ton trucks, and Cheyenne is now based in Sturgeon Bay, Wisconsin.

A different day brings different commercial boats here;  I’m not sure where the speedboat is based, but the two boats on the wall are from New Jersey and Rhode Island, and

Seaway Maid, from Clayton, on the St. Lawrence.

From right to left here, the white building is the H. Lee White Maritime Museum and the tug in the front of it it LT-5, a veteran of the Normandy invasion. Here‘s more on that tug, aka Nash.   Moving to the left, it’s 85′ schooner Ontario, and Niña and Pinta of the Columbus Foundation.  I wrote here about touring the Niña and Pinta on the Hudson back in 2012.  Ask me about schooner Ontario and I’ll tell you a sad tale.

This Canadian sailboat enters the system here, bound for the Caribbean.

Proximity to Canada made Oswego, the US first port on the Great Lakes, an important station in the Underground Railroad.

If you’re interested in some hard-to-explain details of Oswego harbor, you’ll love browsing through all the historical photos here.  Oswego became an official US port of entry in 1799, and

an active shipbuilding center. Vandalia, 91′ x 20′ and built here in 1841, was the first propeller steamship on the Great Lakes.

The brig Oneida was built here as well, less than a decade before the War of 1812.

Working backward here, this place was wrangled over for a long time, and a plaque in front of the star-shaped fort on a bluff east of the mouth of the river is …

my all-time favorite historical marker:  “Built, captured & destroyed, rebuilt, destroyed . . .”  Needing more historical recognition is Dr. Mary E. Walker, the only woman as yet to receive a Medal of Honor, and do read that link.

Notable in the recent era, Fort Ontario served as a refugee settlement shelter called “safe haven” in 1944-45.  In summer 2019 refugees returned to Oswego to commemorate the 75th anniversary of their sojourn there.

So here were are;  we’ve virtually transited one possible course on the Erie Canal, traveled about 225 miles.  We were raised 405′ and then lowered back down about 175′,  doing some rounding of numbers. I hope you’ve enjoyed the ride, learned something about this waterway, and gotten some good photos.  As to food and drink on board, sorry . . . that’s not my department.

Let’s head due west about 20 miles,  into Lake Ontario.  Here I’m looking south toward Sodus Point, where I learned to swim in the early 1960s.  It’s so calm I could  “stand-up canoe-paddle” all the way to the lighthouse.  Six months later this SE corner of Ontario had 20′ to 30′ waves, according to NOAA.    This area of the lake, called the Rochester Basin, is 802′ deep at its greatest depth.  NOAA held meetings in summer 2019 for public comment on a proposed designation of the area as a National Marine Sanctuary.

If we continue on this course about 140 miles, we’ll be at Port Weller, ON, the entrance to another Canal, the Welland.  But unless you sign me on for that  trip, I’ll be leaving you here.

Until tomorrow with something different.  Meanwhile, the virtual boat crew needs to refuel with virtual fuel, do virtual maintenance on virtual hardware, etc . . . and we’ll begin another transit through different portions of the canal on May first. Let’s NOT make that may day, which has a whole set of negative connotations I’d rather avoid. Seats are still available for good prices, all, of course, virtual.

Meanwhile, if you plan to do a real transit of the canal –read this note about the 2020 season opening!!–and need crew with local knowledge, get in touch.  I can tie knots, throw lines, and spin yarns.  And if you want to make real evaluative comments of our virtual trip–e.g., errors, omissions, additions…–I’d love to read them.  Comment here or to my email.

 

Seeing a waterway shrunk by the land forms around it like this, I find it miraculous that we can travel it from the ocean to the Great Lakes, but some of you, I know, might be starting to feel claustrophobic.

The drone photo below is taken in Little Falls looking back east toward the the Herkimer home and beyond that the Noses.  As before, you notice three modes of transport paralleling each other.  In the left half of the photo, between the railroad and the state road, you’ll notice remnants of John Pierce Stone Works and the quarry above it.  John Pierce had a number of quarries and a Manhattan contracting company.  The road on the right leads to the NYS Thruway.

Bringing the camera down from the drone to human height and swiveling 180 degrees, we look west at the daunting lock E-17 to the left and the Mohawk River to the right heading around Moss Island.  If we followed the river, we would soon be blocked by a falls. It’s called “little” because the drop is not as big as Cohoes Falls, seen earlier near the Flight in Waterford.  Yet, it was big enough that the Western Inland Lock Navigation Company built a short canal around it in the 1790s.

Once inside the lock and looking back, it’s fun the watch the guillotine door descend, as the counterweight, connected by a huge chain, rise. It’s the only lock in the system with such a lower “gate.”  Any guesses on the weights of gate and counterweight?  Answer will be given at the end of this post.

Moss Island often has climbers, as viewed here from the boat,

and even if you’re not a technical climber, you can walk a path up the back side of the cliff to get photos of traffic eastbound  entering and

departing westbound from the top of the lock.

This 1910 photo shows the cliff, the the current lock under construction.  To the right, the location of the previous locks.

Little Falls was the scene of a horrendous train derailment in 1940, attributed to “speed kills.”  A plaque on the north side of the river commemorates this tragedy.

The charming village on the north side of the gorge has seen the population drop from 13,000 in 1920 to fewer than 5000 today.  Now, as in the past, the town is known for cheese.  In fact, the large house that you might see on the ridge high above the town, the Burrell Mansion, was built by David H. Burrell, who invented many devices used by the dairy and cheese industry.

If the building below looks like a freight house, it was built as one.  It’s currently one of eight that have survived of a total of 28 built for cargo transfer in the Barge Canal era.  Currently, Canal Harbor and Rotary Park, west of the village,  has amenities for boaters.  Across the river, some modern industrial buildings belong to Feldmeier Equipment, a world leader in the manufacture of tanks for the dairy, pharmaceutical, and brewing industries.  They grew out of the Burrell’s legacy, and are one of Little Falls largest employers.

Lots of “loopers” transit the Canal, but here’s one of the more unusual craft I’ve seen not so much for what it is than for what it was doing . . . , a vet doing the loop in a kayak as post-Iraq therapy.  Note the yellow decal topside just behind the solar panels behind his cockpit.

Along the way to lock E-18 we follow Jacksonburg Mountain.  First peoples called it Mt. Okwari, or “bear mountain.”  John Jost Herkimer, father of Nicholas,  settled here in 1722, with permission from the local Mohawks, who called him Okwari, because of his imposing size and strength.

Approaching lock E-18, we can clearly see the Mohawk River heading to the right, and the lock leading into another land cut.  The “island” created in between is called Plantation Island Refuge Area.  Clearly, it’s working well as a refuge, since last year as we sailed by, a complacent coyote watched us pass from the safety of his bank.

At the top end of E-18, you can see the green light, signalling that Lil Diamond II was free to enter. Lil Diamond II is one of several boats operated by Erie Canal Cruises, whose dock is several miles west of E-18.

The taller building at the far end of the lock is a power house, i.e., hydro-power generating station.  It’s one of 26 built into the Barge Canal, only a few of which like this one are intact.  Remember that the Barge Canal with its DC electrical equipment predates the grid, so each lock needed its own power generation.

Visible from the river is the 1753 limestone structure referred to as the Fort Herkimer Church.  A walk around the church allows you to see the gun ports in the thick limestone walls.

Herkimer is the base of operations for Erie Canal Cruises.  North of town, there’s a quarry where the public can dig for “Herkimer diamonds,” aka Little Falls diamonds.

Illion is the home of Remington, where an enterprise begun by Eliphalet Remington continues to operate, manufacturing guns, typewriters, bicycles, and sewing machines throughout its 200+ year existence.

Up ahead is lock E-19, where

train traffic finally crosses from the north to the south side of the Canal.

Surprise boat encounters can happen anywhere along the Canal.  One of my bigger surprises was rising to the top of lock E-19 a few years ago and seeing Draken Harald Hårfagre waiting for the lock to clear before heading eastbound.  Vikings!  Eastbound in central New York!  Who knew?    Other unusual vessels that have transited include Hōkūleʻa, Ra, and the presidential yacht Sequoia.  A short account of the latter doing the loop can be read here;  I hope to post about that more in the future. And there must be a thousand more stories I don’t know, would love to hear.

A few miles south of lock E-19 is Balloon Farm, home of  Carl E. and Mary Meyers.  Carl was an inventor of lighter-than-air aircraft, and Mary—also known as Carlotta the Aeronaut—was  an early American aviator who set many flight records before she retired in 1891.

Now the Canal is entirely in a laser-straight  “land cut,” the Mohawk having too many meanders.

This photo is looking NW.  Note the diagonal piece of land rising from the lower right corner.  The waterway above that is the Canal, with the NYS Thruway above that. The wide body of water from the left corner is the Utica Canal Terminal, aka Inner Harbor and the Mohawk meandering off left center.   Getting back to the diagonal piece of land . . . there’s a lattice structure with a red sign atop spelling out UTICA.  This sign seems important because Utica is barely visible from the Canal.  Where the 19th century canal transited Utica, today you find Erie Boulevard.

Just beyond the Utica sign, there’s a lock that leads into Utica Canal Terminal.

Well, the icon may soon be gone, but

it cleverly mimics this sign a few miles to the south atop the Matt Brewing Company, touting the product that made Utica famous, and the beer that was pouring from taps minutes after Prohibition ended on December 5, 1933.  A miracle? 

At the intersection of the Erie and the Chenango Canals, and connected by rail, Utica was well-placed for commerce. Chenango was one of almost a dozen “feeder” canals, referred to as lateral canals, connecting to the Enlarged Erie.

A century ago, 66% of Utica’s workforce were employed in the textile and clothing trade, an industry soon to head south. An interesting profile of the city’s bust and rebirth can be gleaned from this paper.

The sign below in the lobby of the revived Hotel Utica, opened in 1912,  hints at the prestige the city once had.

Stanley Theater is another icon of Utica’s past.  Not much farther south of Genesee Street is the Munson-Williams-Proctor Arts Institute, with an impressive collection, founded by three generations of the family of Alfred H. Munson.

Before we miss the boat heading west, a few seconds for two more quick details about Utica.  First, you must try Utica greens, one of many food specialties along the Canal.  And second, John Butterfield, a former mayor of the city, is credited with founding both American Express and Wells Fargo.

A few miles west of Aqua Vino on the Canal, we get to lock E-20, here looking east toward the lock off the stern of this 1920s ice breaking tug.

And here’s the info on lock E-17, taken from a plaque on the lock itself.

 

 

 

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