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36-774: Asbury Park had a number of owners over the long career of the vessel. These included, among others, the Jersey Central Railroad (1903-1918) Monticello Steamship Co. (1918-1917); Golden Gate Ferry Co. (1918-1927), Southern Pacific Railroad , (1927-1941), Puget Sound Navigation Company , (1941-1952), Black Ball Line, Ltd , (1951-1961), and BC Ferries (1961-1976). As built, the mechanical plant of Asbury Park consisted of twin four-cylinder, triple expansion steam engines , compound steam engine; cylinder bores 23 in (58.4 cm), 37 in (94.0 cm) and 2x 43 in (109.2 cm); stroke 30 in (76.2 cm), generating 5,900 horsepower , with each engine driving

72-458: A Canadian division, Black Ball Line Ltd . In 1952–53, PSN transferred the vessel to Canadian registry, and moved to the Yarrows shipyard at Esquimalt, British Columbia , where the ship underwent a substantial reconstruction. The steam engines were removed and were replaced with four V-16 General Motors diesel-electric engines , each generating 1,750 horsepower. The new engineering plant drove

108-513: A number of the vessel's boilers (with a consequent decrease in engine power) and conversion to an oil-burner. In addition the saloons and staterooms of the vessel would be dismantled in preparation for conversion to a passenger ferry. However it appears that this work was not done on the East Coast, but later, after the vessel had reached California. Asbury Park was taken to the west coast under Capt. Fred Warner and Chief Engineer Samuel Sutton. Once

144-484: A partial interest in the Mount Hope Mineral Railroad from Warren Foundry & Pipe Corporation. Following World War II , passenger traffic diminished, and was almost entirely commuter business, requiring great amounts of rolling stock for two short periods five days a week. Three-fourths of CNJ's freight traffic terminated on line; the railroad was essentially a terminal carrier, which meant little profit

180-470: A propeller shaft. Steam was generated by nine coal-fired boilers, which ventilated through twin smoke stacks. This drove the vessel at speeds in excess of 20 kn (37.04 km/h). The Jersey Central had a fleet of steamships which it operated from New York to points along the coast of New Jersey. Asbury Park was considered a prestige vessel and was the flagship of the Jersey Central fleet. The vessel

216-650: A similar service for several years, and later debuted its own service, Kitsap Fast Ferries , on July 10, 2017. The route from Seattle departs from the Washington State Ferry Terminal on the central Seattle waterfront. Normally assigned to the route are the Super-class ferry Kaleetan and Olympic-class ferry Chimacum , with the Jumbo Class ferry Walla Walla filling in when maintenance needs allow. A ship ( Klickitat ) in this ferry route

252-463: A small carfloat terminal in The Bronx . It was the site of the first successful Class 1 railroad diesel operation. Over the years CNJ maintained an extensive marine operation on New York Bay , including a steamer line to Sandy Hook. On April 30, 1967, CNJ's last marine service, the ferry line between Manhattan and CNJ's rail terminal at Jersey City , made its last run, which was also the last day for

288-473: The Chesapeake and Ohio Railway and Norfolk and Western Railway proposed in 1965 sought to counter the impending PRR merger with New York Central Railroad merger was to have included CNJ, but the bankruptcy of Penn Central Transportation Company killed that prospect. CNJ drafted elaborate plans for reorganization; they came to naught as neighboring railroads collapsed. Conrail took over freight operations of

324-785: The City of Sacramento was sold to the Puget Sound Navigation Company (PSNC) and moved to Puget Sound . There she operated between downtown Seattle and Bremerton , site of the Puget Sound Naval Shipyard , one of the United States Navy 's main centres for building, maintaining, and repairing warships during the Second World War . To meet the rising demand for ferry capacity on the Seattle-Bremerton route ,

360-619: The Columbia River , was converted to an automobile ferry and as such became the first ferry to run on the Seattle-Bremerton route. Another vessel to run on the route was the unique "streamlined" ferry Kalakala . From 1986 to 2002, Washington State Ferries operated passenger-only service on the Bremerton route using specialized high-speed boats. After the service was cancelled, Kitsap Transit contracted with private companies to operate

396-752: The Delaware River west of Bridgeton, New Jersey in 1871. The NJS came under control of the CNJ in 1879. CNJ's influence briefly extended across the Delaware River in the form of the Baltimore & Delaware Bay Railroad, from Bombay Hook, Delaware , east of Townsend , to Chestertown, Maryland . That line became part of the Pennsylvania Railroad (PRR) family in 1901. CNJ's lines in Pennsylvania were built by

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432-491: The Horseshoe Bay - Langdale route, where she continued to operate until 1976. After being retired by BC Ferries, new owners sold the engines and renamed her MV Lady Grace . Under a succession of further changes of ownership, storms and a semi-submersion at her berth damaged her beyond repair. In 1988 her superstructure was removed, and her hull found service as a barge. After apparently being abandoned sometime after 2004 on

468-565: The Lehigh Coal & Navigation Company as the Lehigh and Susquehanna Railroad (L&S). The main line was completed between Phillipsburg, New Jersey and Wilkes-Barre in 1866. A notable feature of the line was the Ashley Planes , a steep stretch of line (maximum grade was 14.65%) operated by cables driven by stationary engines, which remained in service until after World War II (WWII). CNJ leased

504-777: The MV Chinook II crossing the Strait of Georgia between Nanaimo and Horseshoe Bay in West Vancouver . In November 1961, Black Ball Ferries was purchased by BC Ferries , which had commenced operations in June 1960 as a division of the British Columbia Toll Highways and Bridges Authority, a Crown corporation of the British Columbia provincial government. In 1964, MV Kahloke was renamed MV Langdale Queen and moved to

540-839: The Northeastern United States . The CNJ's main line had a major presence in New Jersey. Most of the main line is now used by the Raritan Valley Line passenger service. CNJ main line trackage in Phillipsburg, New Jersey became part of the Lehigh Line under Conrail. The earliest railroad ancestor of the CNJ was the Elizabethtown & Somerville Railroad, incorporated in 1831 and opened from Elizabethport to Elizabeth, New Jersey in 1836. Horses gave way to steam in 1839, and

576-550: The CNJ on April 1, 1976; with passenger routes transferred to the New Jersey Department of Transportation including the present New Jersey Transit North Jersey Coast Line and Raritan Valley Line . In 1961, the Lehigh and New England Railroad was abandoned, and CNJ acquired a few of its branches and organized them as the Lehigh and New England Railroad . In 1963, Lehigh Coal & Navigation sold its railroad properties to

612-566: The CNJ was leased to and operated by the Philadelphia & Reading Railroad , with which it formed a New York-Philadelphia route. CNJ resumed its own management after reorganization in 1887. The primary rolling stock repair shops were located in Elizabethport, New Jersey along Trumbull Avenue. In 1901 the original shops were razed and new, concrete shops took their place, capable of servicing 430 locomotives and 20,000 freight cars annually. With

648-698: The Fraser River, the barge sank after being covered in heavy snowfall in December 2008. The hull was raised and salvaged in the spring of 2009. Central Railroad of New Jersey The Central Railroad of New Jersey , also known as the Jersey Central , Jersey Central Lines or New Jersey Central ( reporting mark CNJ ), was a Class I railroad with origins in the 1830s. It was absorbed into Conrail in April 1976 along with several other prominent bankrupt railroads of

684-716: The L&;S in 1871. The line was extended to Scranton in 1888 by a subsidiary of the L&S, the Wilkes-Barre & Scranton; L&S leased the line upon completion and assigned the lease to the CNJ. The bulk of the traffic on the Pennsylvania lines was anthracite coal, much of it produced by subsidiaries of the railroad, until the Commodities Clause of the Interstate Commerce Act of 1920 forbade railroads to haul freight in which they had an interest. From 1883 to 1887,

720-653: The RDG, but the lease to the CNJ continued. In 1964, the state of New Jersey began subsidizing commuter service, and the tax situation changed in 1967. In 1965, CNJ and the Lehigh Valley Railroad consolidated their lines along the Lehigh River in Pennsylvania and portions of each railroad's line were abandoned; the commercial anthracite traffic that had supported both railroads had largely disappeared. CNJ operations in Pennsylvania ended March 31, 1972. CNJ maintained

756-480: The RDG. B&O also used CNJ tracks for the final approach to Jersey City. CNJ operated several named trains, most of which were interstate operations: Several non-CNJ trains operated over CNJ trackage north of Bound Brook, New Jersey to the Jersey City terminal: To celebrate its 30th anniversary in 2012, Norfolk Southern painted 20 new locomotives with predecessor schemes. NS #1071, an EMD SD70ACe locomotive,

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792-535: The bay into Bayonne, and north to the Jersey City terminus. It had used a succession of bridges over the years, the last being Newark Bay Bridge , demolished in the 1980s. From Elizabethport, trains went to different corridors. One headed towards Elizabeth and Plainfield and points west and southwest. The second went south towards Perth Amboy and today's North Jersey Coast Line and different southern New Jersey destinations. CNJ operated several trains into Pennsylvania and other points west or south, in association with

828-555: The decline in traffic during the First World War she was laid up during the 1917 and 1918 summer seasons. War conditions and other economic problems had caused Asbury Park to be taken out of service in 1916. In 1918, Asbury Park was sold to the Monticello Steamship Company , a San Francisco firm. It was announced that prior to the transfer, extensive mechanical work would be done to the vessel, including removal of

864-539: The largest ferry system in the United States. Kitsap Transit also runs passenger-only "fast ferries" service on the route. The Seattle–Bremerton ferry route was once known as the "Navy Yard route". Before ferry service, the route was served by steamships and steamboats, such as the Inland Flyer . The sternwheeler Bailey Gatzert , once considered one of the most prestigious vessels to operate on Puget Sound and

900-611: The ownership of Southern Pacific-Golden Gate Ferries following a series of mergers of the ferry companies operating on the Bay. In 1927 Southern Pacific acquired Monticello Steamship Company, and its three ships, including City of Sacramento . The opening of the San Francisco–Oakland Bay Bridge in 1936 and the Golden Gate Bridge in 1937 put most of the ferry services on San Francisco Bay out of business, and in 1941

936-589: The primary freight and passenger yards at Jersey City, New Jersey opposite Manhattan, a terminal and shop site was also needed in the Communipaw neighborhood. This facility was modernized in 1914 and included two roundhouses and light repair shops. In 1901, the Reading Company (RDG), successor to the Philadelphia & Reading, acquired control of the CNJ through purchase of a majority of its stock, and at about

972-724: The railroad was extended west, reaching Somerville at the beginning of 1842. The Somerville and Easton Railroad was incorporated in 1847 and began building westward. In 1849, it purchased the Elizabethtown & Somerville and adopted a new name: Central Railroad Company of New Jersey. The line reached Phillipsburg , on the east bank of the Delaware River , in 1852. It was extended east across Newark Bay to Jersey City in 1864, and it gradually acquired branches to Flemington , Newark , Perth Amboy , Chester , and Wharton . The New Jersey Southern (NJS) began construction in 1860 at Port Monmouth . The railroad worked its way southwest across lower New Jersey and reached Bayside, New Jersey, on

1008-481: The same time Baltimore & Ohio Railroad (B&O) acquired control of the RDG, gaining access to New York over RDG and CNJ rails. In 1929, CNJ inaugurated the Blue Comet , a deluxe coach train operating twice daily between Jersey City and Atlantic City . It was painted blue from the pilot of its 4-6-2 to the rear bulkhead of its observation car, and its refurbished cars offered a level of comfort much higher than

1044-708: The terminal itself; the next day CNJ passenger trains began originating and terminating at the PRR station in Newark via the Aldene Connection , where New York City passengers could transfer to either PRR or Port Authority Trans-Hudson (PATH) trains. In 1979, CNJ emerged from bankruptcy as Central Jersey Industries, later renamed CJI Industries. In 1986, it merged with the packaging company Triangle Industries, owned by Nelson Peltz . CNJ had its northeastern terminus at Elizabethport, New Jersey. In 1864 CNJ extended its railroad across

1080-537: The usual day coach of the era. The train was the forerunner of the coach streamliners that blossomed nationwide in the late 1930s and the 1940s. It succumbed to automobile competition in 1941. Also in 1929 CNJ purchased a 30 percent interest in the Raritan River Railroad , a 12-mile (19 km) short line from South Amboy to New Brunswick. In 1931 it acquired total ownership of the Wharton & Northern Railroad and

1116-517: The vessel arrived in San Francisco it was placed on the Vallejo – Mare Island , transporting workers to Mare Island Naval Shipyard . In 1925 the vessel was extensively modified and renamed to become the commuter ferry SS City of Sacramento crossing San Francisco Bay between San Francisco and Vallejo . In 1925, she was refitted and more passenger deck space was added, and in 1927 she came under

SS Asbury Park - Misplaced Pages Continue

1152-428: The vessel at a service speed of 20 kn (37.04 km/h). Passenger capacity of the reconstructed vessel was set at 1,000, with room for 100 automobiles on the six-lane car deck, which was 275 feet (84 m)long. The vessel was renamed Kahloke , and was placed on the run from Vancouver across the Strait of Georgia to Nanaimo , completing the route five times per day. From 1953 to 1962 she operated along with

1188-628: The vessel was purchased by Puget Sound Navigation Company (PSN) in 1941, but was not brought north to Puget Sound until May 1944. The delay had been caused by the Navy's having requisitioned the ship to transport workers to and from navy shipyards. In 1950, City of Sacramento was taken out of service. Following the sale of most of the PSN fleet to the Washington State Ferry system in 1951, PSN reorganized itself into an international company which included

1224-421: Was intended to attract wealthy patrons from New York's financial district, who would use the ship to reach their summer homes on the New Jersey shore. With a speed of over 20 knots, she operated during the summer season between the north Jersey Shore and New York City . However, her size and speed made her ill-suited to the route, and she lacked manoeuvrability in the congested waters of New York harbour . With

1260-637: Was made, if any. In addition, heavy taxes levied by the state of New Jersey ate up much of CNJ's revenue. In 1946, the lines in Pennsylvania were organized as the Central Railroad of Pennsylvania (CRP) in an effort to escape taxation by the state of New Jersey. CNJ resumed its own operation of the Pennsylvania lines at the end of 1952. The CRP continued in existence as owner of the Easton & Western, four miles of track in Easton, Pennsylvania . The merger between

1296-458: Was painted with the CNJ orange and blue. In 2019, NJ Transit painted locomotive 4109 in a heritage scheme based on that of the CNJ GP40P. Seattle-Bremerton route The Seattle–Bremerton ferry is a ferry route across Puget Sound between Seattle and Bremerton, Washington . Since 1951, the route has primarily been operated by the state-run Washington State Ferries system, currently

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