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Editor's Note: The following text is a verbatim transcription of an article written by George W. Murdock, for the Kingston (NY) Daily Freeman newspaper in the 1930s. Murdock, a veteran marine engineer, wrote a regular column. Articles transcribed by HRMM volunteer Adam Kaplan. For more of Murdock's articles, see the "Steamboat Biographies" category at right. No. 150- American Eagle One of the earlier steamboats to ply the waters of the Hudson River, the “American Eagle” made her appearance in 1831 and soon became a popular vessel along the banks of the lower section of the river and around New York harbor. A complete record of the “American Eagle” cannot be found, and thus the only data concerning the vessel’s construction places the date at 1831 and the location as Hoboken, New Jersey. Who her builder was or what her dimensions were, has been lost in the pages of time, but she was built for service on the New York and Harlem route to carry commuters between the two communities. The “American Eagle” was what is now known as the “older type side-wheel steamboat,” powered with the old type cross-head engine. This same type of engine was the predecessor of the more famous walking-beam engine, and the famous old “Norwich” plied up and down the river for many years with a cross-head engine furnishing power for her churning paddle-wheels. It is believed that the “Norwich” was the last steamboat in operation with the old cross-head engine. Carrying freight and passengers out of New York, the “American Eagle” was in service on various routes for a number of years. In 1843 she was placed on a route between New York and Cold Spring Harbor, leaving the foot of Fulton Street, East River, every afternoon and proceeding to a Harlem dock where she made a landing and was met by horsecars which conveyed her passengers to Fordham where stages ran to immediate points twice daily. Leaving Harlem, the “American Eagle” pushed her way to New Rochelle, a community which was popular at that period as a summer resort for the well-to-do people of New York City. Ladies were often seen meeting the steamboat with fashionable rigs- either to transport the “head of the house” to his summer estate or to convey visitors who came up from the city for a stay in the country. From New Rochelle the “American Eagle” would proceed to Glen Cove and Cold Spring Harbor- its terminus, and would then return to New York City. The vessel continued on this route until 1848 when she was sold. On May 18, 1849, the steamboat “Empire,” while on her way up the Hudson River to Troy, collided with the schooner “Noah Brown” in Newburgh Bay and had to be beached near Fishkill, with a loss of 24 lives. The steamboat “Hendrik Hudson” replaced the “Empire”, and then the “American Eagle” came on the route until the damaged vessel could be returned to service. The records next show the “American Eagle” on the route from New York to Low Point and New Hamburgh in opposition to the “William Young”- a vessel which was constructed at Cornelius Carmen’s Shipyard at Low Point for Benjamin Carpenter. This latter vessel was launched on July 17, 1830, and was completed in September of that year. The “American Eagle” remained on this opposition route for a short while and was then placed in service on the Peekskill-New York route as a freight and passenger carrier. Sundays found the “American Eagle” in use as an excursion vessel. Later in her history the “American Eagle” was running from Manhattanville to New York as a “market boat,” and from that time on records of the steamboat “American Eagle” have vanished- and what finally happened to the vessel is unknown. AuthorGeorge W. Murdock, (b. 1853-d. 1940) was a veteran marine engineer who served on the steamboats "Utica", "Sunnyside", "City of Troy", and "Mary Powell". He also helped dismantle engines in scrapped steamboats in the winter months and later in his career worked as an engineer at the brickyards in Port Ewen. In 1883 he moved to Brooklyn, NY and operated several private yachts. He ended his career working in power houses in the outer boroughs of New York City. His mother Catherine Murdock was the keeper of the Rondout Lighthouse for 50 years.
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Editor's Note: This article originally appeared in the Hudson River Maritime Museum's 2017 issue of the Pilot Log. The economic, military and social history of New York is inextricably linked to the role of its abundant waterways and deep harbors. The pervasive influence of shipping and naval defense in the development of the state over four centuries of Euro-American history is rarely recognized. Historians have investigated some of its highlights, such as the pioneering efforts of Fulton and Livingston in the development of steam propulsion, New York’s role in the development of scheduled packets, and the state’s contributions to the clipper ship, but far less is known about the workaday ships, boats and barges that built and sustained the economy and security of New Yorkers well into the twentieth century. Even less is known about the highly skilled individuals who made their lives building and operating these craft or the communities of sailors and mariners that they formed. Underwater archaeology is a relatively new avenue of inquiry that can offer new and important insights into this history.  Currier & Ives lithograph of the 1845 wreck of the "Swallow", which struck a rock at night near Athens, NY, one of the many accidents and sinkings on the Hudson River New York State’s extensive waterborne navigation and trade inevitably led to accidents and sinkings. The state’s numerous waterways, and cold fresh waters have in many instances preserved these ships, their cargoes, and their people. It is estimated that there may be 10,000 shipwrecks in New York. At least 300 have been observed through remote sensing in the Hudson River alone. The State’s bottomlands represent one of the greatest maritime museums in North America. As such, this extensive collection of shipwrecks and all they contain must be managed and interpreted for the benefit of all. While not as immediately accessible as our brick and mortar museums, wreck sites offer direct and unbiased evidence of the past, including both familiar and unfamiliar episodes. Documented shipwrecks and submerged battlefields have provided dramatic insights into New York’s role in the French and Indian War, the naval defense of the Hudson River and Lake Champlain during the Revolutionary War, and the Battle of Plattsburgh Bay during the War of 1812. As expected, well-preserved canal boats have been found in deep water in the Finger Lakes and Lake Champlain and larger carriers under steam and sail have been documented in the approaches to New York harbor and in lakes Erie and Ontario. The physical and archaeological integrity of New York’s shipwrecks comes as a surprise to many. In the cold deep waters of the Great Lakes, sailing ships are often physically complete with masts still erect, as if someone placed a plastic ship model in an aquarium. Some contain human remains and the personal effects of those who perished. Canal boats in the Finger Lakes have been seen with window glass in the cabins and household items scattered inside. In the Hudson River, sunken sloops are sometimes protected by deep accumulations of sediment and still contain undelivered freight such as a deck load of brick or a hold full of intact earthenware -- virtual time capsules of life and industry in the nineteenth century.  Multi-beam sonar image (top) and diver-assisted drawing (bottom) of a sloop, possibly rigged as a New York sailing lighter. Visibility was less than 0.5 - 1 foot and the sonar image helped divers better understand their observations. Images by Adam Kane, courtesy Lake Champlain Maritime Museum. Unexpected wreck sites have also appeared. Often, these challenge our understanding of the past. In recent years, our underwater museum revealed the presence of a fantastic, multi-faceted French and Indian War gun battery fitted with gunports and propelled by sweeps; forensic minute-by-minute evidence of evolving ship formations during the Battle of Valcour Island in 1776; alternatives to the pivoted centerboard in commercial sloops and schooners; sailing canal boats with hinged masts for transit through canal, river and lake; and cargoes of commodities and manufactured goods reflecting the evolving economy of the Empire State. Imagine the insights to be learned when, in the future, we discover the wreck of a seventeenth-century sloop engaged in trade between New York, Albany and perhaps the West Indies? Challenges All museums face challenges in keeping the lights on, caring for and preventing the loss of collections, establishing appropriate climate control and finding new educational approaches to engage with ever-changing audiences. New York’s underwater museum is no different. There is little public money available to help. The artifacts in this museum are constantly under threat of theft and vandalism, and there is no hope of meeting museum climate control standards. Perhaps the biggest challenge is indifference. For all but few, shipwrecks are truly ‘out of sight, out of mind’. As a consequence, state and federal agencies have been slow to address the much needed management and protection of these resources. Progress in this area is further complicated by the fact that no single New York State agency is responsible for managing archaeological properties on the state’s bottomlands. A series of state agencies[1] have tangential jurisdictions and policies related to shipwrecks and underwater lands, but without unified leadership, new and more effective policies and approaches are unlikely to emerge. The underwater museum is also beset by a long list of myths and misconceptions spread by fiction writers, treasure hunters and hucksters. The actual laws relating to shipwrecks and cultural resources are virtually unknown.[2] Many falsely believe that shipwrecks are primarily important for the gold they may have and that the principle of “finders-keepers” is valid, allowing divers to take whatever they want from historic wreck sites. Some believe that newly discovered wreck sites may be “arrested” by salvors for private enrichment, setting the stage for negotiations with the state over what may be taken and what may be given back to the state. In New York State, disturbing historic shipwrecks for anything other than permitted archaeological investigation is prohibited. Unfortunately, the theft of archaeological materials is difficult to investigate and rarely a priority for law enforcement. In addition, many fail to appreciate that most materials submerged underwater for long periods of time cannot survive removal from the water without laboratory treatment. Many ‘would-be collectors’ have discovered this the hard way when their prized wooden souvenirs turn to dust and are lost forever.  Abandoned 19th century schooner bottom at low tide. Sketch by Mark Peckham. Those wishing to visit the underwater museum may inadvertently damage its collections through carelessness. Unlike brick and mortar museums which provide staff and are able to greet visitors as they enter and leave, our underwater lands are unstaffed and unable to ask patrons to refrain from handling the exhibits or maintaining buoyancy control. Over time, divers can damage fragile wrecks by anchoring boats to wrecks, climbing onto and into wrecks, and handling or snagging fragile elements such as rails, tillers, wheels and small parts. The practice of dragging an anchor until it snags a wreck is particularly damaging. Eventually, it destroys the wreck. An especially well-preserved canal boat in Seneca Lake was ruined some years ago when a dive boat anchor pulled her fragile cabin off and left it upside down in the mud. Dive preserves with independently anchored mooring buoys effectively prevent this kind of damage and must be expanded throughout the state. History has stirred the imagination of others who would remove entire wrecks and place them on land for exhibit. In all but a handful of attempts, these projects have underestimated the long-term cost of recovering and conserving a shipwreck, and overestimated the public funding and gate receipts available to finance these projects. This is a recipe for defeat and destruction. Failed recoveries in New York State in the early twentieth-century included a French and Indian War sloop in Lake George, the Revolutionary War gunboat Duke of Cumberland and the armed Revolutionary War schooner Royal Savage. The poster child for all that can go wrong with such projects is the Great Lakes schooner Alvin Clark in Michigan. The intact 1847 schooner was raised by enthusiastic amateurs in 1969 and after being pumped out actually floated on her own keel. Full of determination but with little appreciation of the costs involved and no realistic plan for conserving the ship or financing the operation, the project quickly soured, ruining the schooner and the project’s chief promoter. The sinking, rotting and collapsing schooner was dragged onto land where she was bulldozed only 25 years later. Successful recoveries are rare. They require a publically compelling ship, a science-based plan for long-term conservation, and a sober budget with realistic sources of continuing revenue. The Swedish warship Vasa, Henry VIII’s flagship Mary Rose, the Confederate submarine Hunley and the turret from the U.S. ironclad Monitor are among the very few success stories to date. Environmental conditions present challenges as well. While in-situ preservation, the equivalent of “do no harm” in medicine, is often the best available option for most wreck sites, chemical degradation including oxidation, biological agents including mussels and worms and natural forces including erosion and moving debris all play a role in the gradual deterioration of shipwrecks. These forces are greatly lessened in deep, cold fresh water, but are still present. The advent of invasive species such as zebra mussels represents a new and growing threat. Mussels rapidly colonize wrecks, hasten the degradation of iron fasteners and add considerable weight to fragile structures. Historic wreck sites may also be damaged through dredging, the remediation of contaminated bottomland soils, and the construction of pipelines, cable conduits, bridges, marinas and bulkheads. While these undertakings are reviewed and licensed by state and federal agencies[3], the destruction of archaeological resources typically proceeds if alternatives are found to be impractical. Attempts are made to offset the destruction through recordation and, in some instances, the salvage and conservation of some artifacts.  Archaeological plan view of a 19th century sloop with a deck load of bricks. Image by Adam Kane, courtesy Lake Champlain Maritime Museum. Opportunities New York’s rich and extensive collection of historic shipwrecks provides a rare educational opportunity to re-examine the past and to gain fresh insights into how this state evolved into the Empire State. In order for shipwrecks to become meaningful to the public, they must first become much more accessible. Scuba diving is not for everyone and not all wreck sites are or should be visited by divers due to depth, hazardous conditions or fragility. For divers, historic shipwrecks throughout the state that are safe and interesting should be identified and designated as submerged heritage preserves and equipped with anchored mooring buoys and orientation signage.[4] Submerged heritage preserves support tourism and have positive economic impacts for host communities. Divers and their families spend money on lodgings, restaurants, local retailers and other area attractions in addition to air fills and boat charters. For non-divers and divers alike, wrecks can be made virtually accessible on land through imaginative interpretation. Traditional museum interpretive techniques including photography, graphics, sonar images, conserved artifacts, models and touch screen monitors that encourage topical exploration have an important function. New techniques such as shore-side information and signage, underwater video footage, virtual tours and real-time monitoring should also be explored in order to further enhance these experiences. Sound museum practice requires shared goals, a well-defined management structure and accountable leadership in order to protect the public’s interest and the future benefits of collections. Incidentally, these are the same elements required in protecting our land and water resources. As codified by the federal Abandoned Shipwrecks Act of 1987, historic shipwrecks are in most instances public resources that must be managed by each state for the educational and recreational benefit of the public. In spite of the efforts of dedicated civil servants, educators, and technical experts over more than three decades, New York State government has yet to create the coherent management structure anticipated by the Act. Until it does so, the state cannot fully tackle the needs of these resources nor fully realize their potential benefits. In the interim, our brick and mortar maritime museums can help by convening interested individuals, supporting surveys, establishing inventories, creating exhibits and engaging the public in the continuing quest to learn, conserve and promote preservation and strong diving ethics. We must also educate our elected representatives and agency officials on the important role they can play in supporting this work through improved management, law enforcement and grants to not-for-profit organizations. [1] Chief NYS agencies in this area include the Office of General Services which serves as the state’s landlord over public bottomlands; the State Museum which manages archaeological resources on public lands for the benefit of the People; the Division for Historic Preservation which is charged with identifying, documenting and protecting historic and archaeological properties; the Department of Environmental Conservation which is responsible for historic and archaeological properties within its major parks and environmental protection (including cultural resources) throughout the state; the Department of State which assists communities in waterfront planning and tourism; and the Office of the Attorney General which defends the state’s interests. [2] Historic shipwrecks in NYS are protected by Section 233 of NYS Education Law and the federal Abandoned Shipwrecks Act, both of which define historic wreck sites as public property. [3] State and Federal agencies are required to consider impacts to historic and archaeological sites before building, funding or licensing projects under the National Historic Preservation Act, the State Historic Preservation Act, and other laws that institutionalize historic preservation. [4] Submerged Heritage Preserves have been established in Lake George and Lake Champlain as partnerships between the NYS Department of Environmental Conservation and several not-for-profit organizations. The NYS Department of State is attempting to create additional preserves in the Great Lakes, the Finger Lakes and the waters around Long Island. The Hudson River is not considered a safe environment for recreational diving as it is particularly dangerous for divers, with strong current and near-zero visibility. Novice divers should not attempt expeditions in the Hudson River. AuthorMark Peckham is the First Vice President of the Board of Trustees, Hudson River Maritime Museum. Peckham recently retired from the New York State Historic Preservation Office and has a deep interest in the submerged maritime history of the Hudson River. Editor's Note: The following text is a verbatim transcription of an article written by George W. Murdock, for the Kingston (NY) Daily Freeman newspaper in the 1930s. Murdock, a veteran marine engineer, wrote a regular column. Articles transcribed by HRMM volunteer Adam Kaplan. For more of Murdock's articles, see the "Steamboat Biographies" category at right.  Steamer "Crystenah" underway. Hudson River Maritime Museum Collection No. 80- Chrystenah The “Chrystenah” is one of the vessels of the Hudson River that is not so well known- yet she saw service in a variety of places and carried hundreds of passengers without the recorded loss of a life. The wooden hull of the “Chrystenah” was built by William Dickey at Nyack, New York, in 1866, and the engine from the steamboat “Broadway” was rebuilt by McCurdy & Warren of Jersey City and placed in the new vessel. Dimensions of the “Chrystenah” are listed as follows: Length of hull, 106 feet five inches, breadth of beam, 30 feet two inches; depth of hold, nine feet three inches; gross tonnage, 571; net tonnage, 417; powered by a vertical beam engine with a cylinder diameter of 50 inches with an 11 foot stroke. Built expressly for the New York-Nyack route, the “Chrystenah” soon gained a reputation as a very fast steamboat. Although she was only a medium size vessel, she was a creation of beauty, judged by the construction of steamboats of that period. When she first appeared, the “Chrystenah” left Nyack in the morning, sailing to New York and returning in the afternoon. Later when it was discovered that she possessed speed in abundance, her route was extended to Peekskill and she made one round trip per day from that city to the metropolis. It is a matter of record that the “Chrystenah” was one of the fastest one-pipe steamboats that ever plied the waters of the lower Hudson River. In 1907 the “Chrystenah” was purchased by Captain David C. Woolsey and Captain Nelson and continued on the same route for some time. Later her owners took her to Newburgh where she was chartered out for excursions during the summer months on the upper Hudson River. Occasionally she was chartered to the Hudson River Day Line and used for carrying baggage for the Day Line vessels. In 1911 the “Chrystenah” was brought to New York and used in service between New York and Coney Island. The following year (1912) the “Chrystenah” was placed in service on the route between New York and Keansburgh, New Jersey, running in opposition to the regular Keansburgh vessels. She continued plying this route until 1917 when she was transferred to the Stamford-New York route. Later she became an excursion steamer in and around New York and Long Island. In the fall of 1920 the “Chrystenah” was laid up at New Rochelle, and during the winter was wrecked by a storm, being blown into the mouth of Echo Creek and wedged between the stone walls of the creek. The insurance company paid a total loss to her owners. The City of New Rochelle acquired title to the wrecked steamboat and sold her at public auction for one dollar. Frederick Wenck purchased the remains of the “Chrystenah” and floated her at high tide, towing her to Oyster Bay with the intention of rebuilding her into a ferryboat. This reconstruction never occurred and the “Chrystenah” was dismantled, her machinery removed, and the hull run aground on the beach on Long Island Sound, opposite Oyster Bay.  Steamer Chrystenah interior, main staircase and columns, Donald C. Ringwald Collection, Hudson River Maritime Museum AuthorGeorge W. Murdock, (b. 1853-d. 1940) was a veteran marine engineer who served on the steamboats "Utica", "Sunnyside", "City of Troy", and "Mary Powell". He also helped dismantle engines in scrapped steamboats in the winter months and later in his career worked as an engineer at the brickyards in Port Ewen. In 1883 he moved to Brooklyn, NY and operated several private yachts. He ended his career working in power houses in the outer boroughs of New York City. His mother Catherine Murdock was the keeper of the Rondout Lighthouse for 50 years. Editor's Note: The following text is a verbatim transcription of an article written by George W. Murdock, for the Kingston (NY) Daily Freeman newspaper in the 1930s. Murdock, a veteran marine engineer, wrote a regular column. Articles transcribed by HRMM volunteer Adam Kaplan. For more of Murdock's articles, see the "Steamboat Biographies" category at right  Nightboat "Francis Skiddy" No. 10- Francis Skiddy Appearing on the river for the first time in June, 1852, the 1,235 ton, 322 foot “Francis Skiddy” created somewhat of a sensation, as she was one of the most up-to-date vessels that had yet sailed into the waters of the Hudson. During the “forties,” steamboats began to appear with saloons on the second deck, with the “Empire,” “Oregon,” “Isaac Newton” and “Hendrick Hudson” among the first to be so constructed. These vessels were used on the night lines, and the dayboats had their dining rooms in the hold aft. They all carried pilot houses on the second deck, but in the year 1852 the “Francis Skiddy” was launched with the saloon on the second deck and the pilot house resting on a third deck. As a further departure from the usual standards, the “Francis Skiddy” sported a long and extensive promenade on her second deck for the use of the passengers. This innovation was formed by a roof extending from just forward of the boilers to a point a short distance aft of the after boilers, and from that point to the stern a light framework was erected on which an awning could be stretched. The design was the creation of George Collyer, of New York city. On June 30, 1852, the “Francis Skiddy” left the foot of Chambers street, New York, and sailed up the river to Hudson in the time of five hours and three minutes, allowing 20 minutes for five landings en route. This is a speed of 23.04 miles per hour and established a record which this vessel held until some time after the Civil War. On her regular run between New York and Albany, the “Francis Skiddy” averaged seven and a half hours and made a round trip every 24 hours for a period in 1853. In 1855, the “Francis Skiddy” was rebuilt into a three-deck night boat, the cabins being placed on the second and third decks. This added weight brought her down lower in the water and caused her speed to be considerably less than before. These state rooms, built into her in much the same manner as those on the “New World” and the “Isaac Newton,” caused her to draw too much to make the trip to Troy, and so an additional hull was built around the old hull, decreasing the draft by two feet and thus making it possible to put into Troy. The larger hull was framed the same as that of a new boat and was fastened around the hull of the “Francis Skiddy” in such a manner that amidships there was a distance of six feet between the inner and outer hulls. On the night of November 21, 1861, the “Francis Skiddy” was proceeding down the river off Blue Point, two miles below Poughkeepsie, and encountered the schooner “W.W. Reynolds.” It was a “pitch dark” night and the schooner had failed to hang out her lights, and before the pilot of the “Francis Skiddy,” Hazzard Morey, realized his proximity of the schooner, there was a crash. Morey veered his vessel to the windward but too late to avoid the collision, and the schooner’s bowsprit entered the galley’s window and penetrated the boiler of the “Francis Skiddy,” causing an explosion in which three of the firemen were killed and four passengers fatally scalded. The damage was repaired and the “Francis Skiddy” resumed her schedule. Then on the night of November 5, 1864, she ran aground at Van Wie’s Point, four miles below Albany, and was wrecked. Her engine was salvaged and placed in the new steamboat, “Dean Richmond,” in 1865, but her hull was broken up for scrap.  Cover page of the "Francis Skiddy Polka" sheet music AuthorGeorge W. Murdock, (b. 1853-d. 1940) was a veteran marine engineer who served on the steamboats "Utica", "Sunnyside", "City of Troy", and "Mary Powell". He also helped dismantle engines in scrapped steamboats in the winter months and later in his career worked as an engineer at the brickyards in Port Ewen. In 1883 he moved to Brooklyn, NY and operated several private yachts. He ended his career working in power houses in the outer boroughs of New York City. His mother Catherine Murdock was the keeper of the Rondout Lighthouse for 50 years. Editor's Note: This article originally appeared in the Hudson River Maritime Museum's 2017 issue of the Pilot Log. “. . .with the smell of clover from the river banks came the pungent odor of whale oil, mixed with the salty tang of the ships which sailed up from the sea.” --Edouard Stackpole, Sea-Hunters (1953)  19th Century brass whale oil lamp. Library of Congress. The first great wave of economic expansion gripped the new American nation within twenty-five years after the ratification of the U. S. Constitution, at first with the creation of new municipalities and a flurry in turnpike building that opened the interior’s vast farming potential to the river corridor. This was quickly followed by a burst in industrial growth and a new sense of civic improvements in the riverfront towns in the emerging manifest destiny spirit. Some of the new ideas were not new at all, except in the novelty of their application here in the Hudson River Valley. Whaling was one of them. The industry already had a curious history in a New England-based community that was established at Hudson (called Claverack Landing until 1785) by Seth and Thomas Jenkins, Quaker brothers from Nantucket, an island in the Atlantic Ocean that was terrorized by the British during the American Revolution. Providence, Martha’s Vineyard and Newport were also represented among the thirty heads of families who created the new town—a city, even—that by 1786 had twenty-five whaling vessels, more than in all of New York city. Four years later and rapidly growing, Hudson was designated a United States port of entry because it stood at the head of ocean-going navigation whenever sand bars prevented river access to Albany. In 1797, one ship, the American Hero, brought in the largest cargo of sperm whale oil in American history. Hudson was a cosmopolitan port in these heady times, its trade including (much like today) exotic tapestries, Chinaware, English Staffordshire, French mahogany furniture—and visitors like the exiled French foreign minister Charles Maurice de Talleyrand-Périgord, who stopped while en route to a visit with a French marquise living near Schenectady, to examine the making of sperm oil candles and view an exhibition of Thomas Jenkins paintings.[1] The city remained vibrant even after the whaling industry collapsed with the War of 1812. Whaling was revived briefly in Hudson in 1829, when a new Hudson Whaling Company was attempted (not involving any of the original proprietor families). The industry also moved south as the Hudson River continue to be viewed as an amenable venue despite the extra time it took to come upriver. In fact, the river was also visited by whales, most famously in 1652 when a sperm whale (the world’s largest of the species) became stranded and died at Cohoes Falls, yielding spermacetti oil that made the best candles that local residents had ever had—and a horrific smell in its putrefaction for miles around.[2] The Jenkins brothers had first looked at Poughkeepsie before opting for Claverack Landing, but it was not until 1832 that an industry was established in Poughkeepsie, and in Newburgh, also involving Nantucket and New Bedford whalers but this time as crew, not proprietors. The Newburgh Whaling Company was established by an act of the New York state legislature on January 24, 1832, and, like the Poughkeepsie Whaling Company (created March 20), involved prominent businessmen desiring high civic accomplishments as well as profits. U. S. exports of sperm oil rose from 3,944 barrels in 1815 to more than 110,000 by 1831, leading the Poughkeepsie investors to expect as much as $6 million in profits in a scant four years.  Implements belonging to a whale boat. Library of Congress. By April, 1832, the Newburgh company purchased and outfitted the Portland for $15,250, added the Russel ($14,500) in August, and the Illinois ($12,000) in 1833—but each made only two voyages. Their future looked promising—the Portland brought in 2,100 barrels of oil and 19,000 pounds of whalebone for $40,000 in sales on its last voyage—but the industry collapsed due to falling oil prices.[3] In Poughkeepsie, the new corporation raised $200,000 in stock sales within six weeks after incorporating, and a vessel (the Vermont) was purchased and sailed by the end of October. A second ship, the Siros, sailed in April of 1833, and the Elbe left that August. A second enterprise, the Dutchess Whaling Company, was formed under newly elected U. S. Senator Nathanial P. Tallmadge that fall, and also worked with a New Bedford agent. They bought ten acres on the riverfront and leased half of it to the Poughkeepsie company. Both good and bad news followed. The Vermont was spotted by a New Bedford ship off Cape Horn, South America, heading for Peru, but the Siroc was wrecked off Cape Good Hope (Africa). Another Dutchess ship, the New England, sailed in July of 1834 and by October had killed two whales in the Azores. The Vermont returned in early 1835 with $16,000 in whale oil, having traveled around the world, losing its captain in a stabbing incident probably involving one of his sailors. On its second voyage, the New England returned with $50,000 in cargo. Another ship, the Newark, returned also full and to great applause, and the Nathanial P. Tallmadge was launched in 1836. The bottom fell out of the market when the price of whale oil dropped in half as a result of a new, more severe panic that gripped the nation in 1837, the result of Andrew Jackson’s misguided banking policies. By 1841, when the Elbe lay wrecked in New Zealand, ships were being sold on their return. The Dutchess Whaling Company lost money in the sale of its land and went into receivership in 1848.[4]  1840 woodcut of the Poughkeepsie waterfront. Courtesy Walkway Over the Hudson. Politics played against the whalers in the clash of Democrat and Whig philosophies. Senator Tallmadge was roundly criticized by the Locofoco faction of Democrats as the tide of public opinion turned against the whole notion of speculation. A new technology was emerging, the use of gas in home and industry lighting, that would survive until the electrification era almost a century later. These local industries were too small to sustain profits amidst the vicissitudes of a changing market and the crew requirements that they faced. They had to hire expensive New England mariners because no one on the Hudson had the experience of ocean voyages. Richard Henry Dana, author of the classic whaling account Two Years before the Mast, a crew member with a New Bedford whaler that met the New England at sea, remarked about a “pretty raw” Poughkeepsie youth who was “just out of the bush” and knew nothing about sailing. The great promise at the beginning of the whaling industry on the Hudson River resulted from the size of the fleet and experience of the Hudson proprietors, but the industry in general just did not have the time to mature here. Like plank roads, Hudson River whaling passed into oblivion as another great idea of the antebellum era lost in the shuffle of “a go-ahead people”—as Poughkeepsie investor Matthew Vassar (in both whaling and plank roads) described his fellow Americans—whose future lay in a newer and much broader economy to come. [1] Vernon Benjamin, The History of the Hudson River Valley: From Wilderness to the Civil War (New York, 2014), 260; David Levine, “Hudson Valley Whaling Industry: A History of Claverack Landing (Hudson), NY,” in Hudson Valley Magazine, March 19, 2012 (http://www.hvmag.com/Hudson-Valley-Magazine/April-2012/Hudson-Valley-Whaling-Industry-A-History-of-Claverack-Landing-Hudson-NY/); Anna R. Bradbury, “The Rule of the Proprietors 1783-1810,” in History of the City of Hudson, New York . . . (Hudson, 1908; http://www.cchsny.org/uploads/3/2/1/7/32173371/-whaling_lesson_for_pdf.pdf); Du Pin Gouvernet, Henriette Lucie Dillion, Marquise de (ed. & tr. By Walter Geer), Recollections of the Revolution and the Empire. . . . New York, 1928 (1857?). [2] Adriaen van der Donck, A Description of New Netherland (tr. Jeremiah Johnson, ed. Thomas F. O’Donnell), Syracuse, 1968 (1655). [3] Patricia Argiro, “Whaling—A Short Lived Venture in Newburgh,” in Orange County Free Press (July 11, 1972); Mary McTamany, “Whaling Ships once anchored at First Street,” Mid-Hudson Times, March 7, 2007. [4] Sandra Truxtun Smith, A History of the Whaling Industry in Poughkeepsie, N. Y., 1830-1845. Vassar College thesis, Poughkeepsie, May 2, 1956. AuthorVernon Benjamin is the author of The History of the Hudson River Valley: From Wilderness to the Civil War and The History of the Hudson Valley: From Civil War to Modern Times. Editor's Note: The following text is a verbatim transcription of an article written by George W. Murdock, for the Kingston (NY) Daily Freeman newspaper in the 1930s. Murdock, a veteran marine engineer, wrote a regular column. Articles transcribed by HRMM volunteer Adam Kaplan. For more of Murdock's articles, see the "Steamboat Biographies" category at right.  Lithograph of Nightboat "Dean Richmond" passing the Hudson River Highlands. HRMM Collection. No. 20- Dean Richmond With the engine from the wrecked “Francis Skiddy” reconditioned and placed in a new wooden hull, the steamboat “Dean Richmond” came into being in 1865 as the property of the People’s Line running in night service between New York and Albany. This vessel like all the other splendid crafts built for the People’s Line was the acme of steamboat construction at that time. While the vessel was still on the ways, newspapers persisted in reporting the progress being made in the building of the “General Grant”, but the officials of the People’s Line saw fit to name the vessel “Dean Richmond” in honor of the president of the New York Central Railroad. Misfortune dogged the patch of the “Dean Richmond” in a like manner as those of other river craft, and on a moonlight night of September 20, 1867, she was in a collision with another vessel and sunk. While sailing south just below Rhinecliff, she sighted the Troy night boat, “C. Vanderbilt.” William Vanderburgh blew the customary one whistle which was answered by the “C. Vanderbilt” in a like manner, but unfortunately a propellor tug following the “Dean Richmond” also blew her whistle, causing a misunderstanding. The “Dean Richmond” changed her course but the “C. Vanderbilt” did not, and the latter vessel crashed into the larboard quarter of the “Dean Richmond” 30 feet aft of the bow, staving in the forward cabin. The engineer of the stricken vessel immediately raised the safety valves thus averting an explosion. The bow of the “C. Vanderbilt” was so firmly wedged into the “Dean Richmond that the latter boat was held up long enough to allow her passengers to climb over the wreckage onto the decks of the “C. Vanderbilt” before the water rose to the upper tier of the “Richmond’s” staterooms. A colored porter employed on the “Dean Richmond” drowned and his body was recovered by George W. Murdock. The “Dean Richmond” was afterward raised, repaired, and again placed in service on the night line. On June 14, 1877 just above Rockland Lake on a trip to Albany, the “Dean Richmond” met with another accident. This was caused by the breaking of a connecting rod and the end of the walking beam snapping off. No lives were lost, or anyone injured in this accident, but several thousand dollars worth of damage was done to the engine of the vessel. The “Dean Richmond” was again repaired and placed in regular service until the advent of the steamboat “C.W. Morse” in 1904 when the “Richmond” was laid up and used only as an extra boat. After the burning of the “City Of Troy” belonging to the Citizen’s Line of Troy, on April 5, 1907, the “Dean Richmond” was placed in service on the Troy route. Finally in 1909, having outlived her usefulness, the “Dean Richmond” was sold to wreckers in Boston and sailed to that port on her last trip where she was burned for the old metal that was used in her construction.  Nightboat "Dean Richmond" at Albany, NY dock. Donald C. Ringwald Collection, HRMM. AuthorGeorge W. Murdock (b. 1853-d. 1940) was a veteran marine engineer who served on the steamboats "Utica", "Sunnyside", "City of Troy", and "Mary Powell". He also helped dismantle engines in scrapped steamboats in the winter months and later in his career worked as an engineer at the brickyards in Port Ewen. In 1883 he moved to Brooklyn, NY and operated several private yachts. He ended his career working in power houses in the outer boroughs of New York City. His mother Catherine Murdock was the keeper of the Rondout Lighthouse for 50 years. The Hudson River was integral to the development of the Delaware and Hudson Canal. The Canal was conceived by Philadelphia dry goods merchants Maurice and Charles Wurts in the second decade of the 19th century, in order to transport anthracite coal from Pennsylvania mines to New York City. The coal traversed the 108-mile-long Canal, winding through the Lackawaxen, Delaware, Neversink, Bashakill, Sandburgh and Rondout valleys before arriving at the Hudson River near Kingston, NY. From there, the cargo would travel south on the Hudson for over eighty miles to supply the primary market in New York City. Coal was also shipped north to Albany—about forty-five miles—and from there it could be transported on the Erie Canal to support the westward expansion of the population.  Island Dock in the Rondout Creek showing coal loader machines made by the Dodge Coal Storage Co. of Philadelphia. The canal boats behind the steamboat have had their rear compartments 'hipped', the addition of higher sidewalls to accommodate a greater load, and appear to possibly rafted together to be towed by the steamboat. D&H Canal Historical Society Collection, #73.22. Benjamin Wright (the chief engineer of the middle section of the Erie Canal) oversaw the original plans for the D&H Canal, which date from 1823. He believed that “the Canal boats may navigate the Hudson. A steam boat of 50 horse power will tow ten of them, and if double manned will perform the trip to New York and back in 2 days, the distance 100 miles.”[1] However, the earliest canal boats, which were 75 feet long and 9 feet wide, with a capacity 30 tons, proved unsuitable for travel on the river. As a result, coal had to be offloaded from canal boats to other vessels at Rondout for transport on the Hudson River—a time-consuming and costly process. In Steamboats for Rondout Donald Ringwald writes, “...the canalboats obviously had to be small size and because of this and a need to keep them on their regular work, they generally did not go beyond the Company works on Rondout Creek.”[2] By 1831, the Company had begun purchasing barges for use on the Hudson. The first two were the Lackawanna (146 feet in length) and the James Kent (135 feet in length), and to tow them, the D&H Canal Company “chartered and then purchased an elderly sidewinder named Delaware.”[3]  Canal boats being unloaded with elevators made by the Chase Patent Elevator Company of Fall River, Mass. The picture was taken c1890 by amateur photographer and D&H employee Louis Hoysradt, who signed it on the reverse. D&H Canal Historical Society Collection, #82.19.14 As the Canal Company prospered, the Canal was enlarged. In the 1840s, the depth was incrementally increased from four to five feet, with no change in the original width of thirty-two feet. In 1847, anticipating increased traffic from a deal with the Wyoming Coal Association (which later became the Pennsylvania Coal Company) to transport their coal on the D&H Canal, the company enlarged the waterway, which reached its final depth of six feet and width of forty to fifty feet by 1850. The new dimensions of the Canal accommodated boats that were ninety-one feet long, fourteen and a half feet wide, and could carry up to 130 tons of coal.[4]  Men with shovels and wheel barrows moving coal on the banks of the Creek in Rondout. The cost of handling coal was greatly reduced after the 1850 final enlargement of the D&H Canal, as the larger boats could be towed on the Hudson River. D&H Canal Historical Society Collection, #82.19.2 Safe navigation of the Hudson was considered so important that, in a letter dated January 21, 1852 from head engineer Russel Farnum Lord to President John Wurts, a discussion of the new boats for the enlarged canal noted: “The Birdsall Lattice Boats derive their advantage of carrying the largest cargoes, mainly, if not entirely, from the difference in their weight when light – Their plan of construction however is such that there is a reason to doubt their durability and substantial ability for use on the river.”[5] Later, referring to boats from a different builder, he wrote: “From the experience had, it is evident that the Round Bow Section Scows are, and will be, the best and most desirable for the Coal Canal business – With them an important and permanent reduction in the rate of freight may be established – The only draw back is, whether they will be competent for the river transportation.”[6] The cost of handling the coal at Rondout was uppermost in their minds and the larger boats that the company ordered proved Hudson River – worthy.  The steamboat "M. Martin" turning around in the Rondout Creek in a 1896 photo. D&H Canal Historical Society Collection, #73.158 Throughout the 19th century and into the 20th, rafts of up to 100 canal scows were frequently encountered on the Hudson. On August 18, 1889 The New York Times wrote: Very few persons who journey up or down the Hudson River either upon the palatial steamers or upon the railway trains that run along both banks of this great waterway know how great an amount of wealth is daily floated to this city on the canalboats and barges that compose the immense tows that daily leave West Troy, Lansingburg, Albany, Kingston, and other points along the river bound for this city…. From Kingston, which is the tide-water outlet of the Delaware and Hudson Canal, another class of merchandise is shipped in the same manner. From the mouth of the Rondout Creek, which forms the harbor of the thriving and busy city of Kingston, can be seen emerging every evening huge rafts of canalboats, tall-masted down-Easters, and barges of various sorts, laden with coal, ice, hay, lumber, lime, cement, bluestone, brick, and country produce. Many of these craft have received their cargoes at the wharves of Kingston, while others have come from the coal regions about Honesdale and Scranton, in Pennsylvania, all bound for this port and consigned to, perhaps, as many different persons as there are boats in the tow.”[7]  Large tows of canal boats were a common sight on the Hudson River in the second half of the nineteenth century. D&H Canal Historical Society Collection, #73.143 From its opening in 1828 through the closing of most of the canal in 1898—and even through 1917, when the section from Rosendale to Rondout finally stopped carrying cement—the Delaware and Hudson Canal was responsible for vast amounts of traffic on the Hudson River. Indeed there would not have been a Delaware and Hudson Canal without the Hudson River! Notes: [1] H. Hollister M.D., History of the Delaware and Hudson Canal Company. Unpublished MS c1880. p. 22. [2] Donald C. Ringwald, Steamboats For Rondout, Passenger Service Between New York and Rondout Creek, 1829 Through 1863. Steamship Historical Society of America, Inc. 1981. p. 17. [3] Ibid. [4] Larry Lowenthal, From the Coalfields to the Hudson. Purple Mountain Press. 1997. pp. 142-48. [5] The letters of Russell F. Lord, chief engineer of the Delaware and Hudson Canal Company, June 1848 to October 1852. D&H Canal Historical Society collection #2016.01.01. Transcribed by Audrey M. Klinkenberg. [6] Ibid. [7] New York Times, August 18, 1889. AuthorBill Merchant is the historian and curator of the D&H Canal Historical Society in High Falls, NY. He lives in a canal side, canal era house in High Falls with his wife Kelly where he also works as a double bass luthier and antique dealer. Editor's Note: The following text is a verbatim transcription of an article written by George W. Murdock, for the Kingston (NY) Daily Freeman newspaper in the 1930s. Murdock, a veteran marine engineer, wrote a regular column. Articles transcribed by HRMM volunteer Adam Kaplan. For more of Murdock's articles, see the "Steamboat Biographies" category at right  "Alida" 1847. Drawing by Samuel Ward Stanton, 1870-1912. From "Drawings by Samuel Ward Stanton, The Flyers of the Hudson, Hudson River Steamboats. No. 11- ALIDA The “Alida,” 265 feet in length, was built as a dayboat for the Hudson river traffic, and commenced her regular trips on April 16, 1847 between New York and Albany. During her career as a passenger carrier, she was always a favorite with the traveling public. The speed of the “Alida” was over 20 miles an hour, and her best time between the two termini of her regular route was made on May 6, 1848, when a trip including seven landings was made in eight hours and 18 minutes. She continued in service on the Albany route for a few years and then was put on regular schedule from Rondout to New York, making a round trip each day. Eventually she was again placed on the entire run between Albany and New York. In November, 1855, Alfred Van Santvoord purchased the “Alida,” and the following season he ran her the entire distance of the river with the steamboat “Armenia” as a consort. The new owner, better known as Commodore Van Santvoord had long been identified with river freight and towing business but had not been previously interested in the passenger carrying line. The “Alida” was his first venture into this department of river travel. Later, in the year 1860, he launched the “Daniel Drew,” and then began to use the “Alida” as a passenger boat between Poughkeepsie and New York, making a round trip daily. This venture into the passenger carrying business must have appeared to the Commodore as being quite successful, because in the year 1863, he associated himself with several other rivermen, added the “Armenia” to his fleet which now numbered three boats- the “Alida,” “Daniel Drew” and the "Armenia"- and so laid the foundations of the Albany Dayline which is now known as the Hudson River Dayline. The “Alida” was eventually converted into a towboat, and in the late sixties, when the Commodore vacated his position in the towing business, he sold the “Alida” to Robinson & Betts Towing Company of Troy. The converted towboat operated for this firm between Troy and New York until 1874 when the firm itself ceased operation, and the “Alida” was purchased by Thomas Cornell of Rondout in the winter of 1875. The “Alida” only made one trip for the Cornell line, that in December of 1875. On the first of that month, the passenger boat “Sunnyside” was sunk at West Park, and it was decided to use the engine of the “Alida” in a new boat. The “Alida” was towed to New York by the “Norwich,” but her engine was found to be too small for the designed boat so she was hauled back to Port Ewen and laid up there until the summer of 1880 when she was bought by Daniel Bigler and broken up off Port Ewen. [Editor's Note: The tow cabin from the "Alida" is on the campus of the Hudson River Maritime Museum.] AuthorGeorge W. Murdock, (b. 1853-d. 1940) was a veteran marine engineer who served on the steamboats "Utica", "Sunnyside", "City of Troy", and "Mary Powell". He also helped dismantle engines in scrapped steamboats in the winter months and later in his career worked as an engineer at the brickyards in Port Ewen. In 1883 he moved to Brooklyn, NY and operated several private yachts. He ended his career working in power houses in the outer boroughs of New York City. His mother Catherine Murdock was the keeper of the Rondout Lighthouse for 50 years. Editor's Note: This article originally appeared in the Hudson River Maritime Museum's 2017 issue of the Pilot Log.  Sheet music to "The Alida Waltz," from the Hudson River Maritime Museum Collection. The tow cabin to the "Alida" is currently in HRMM's courtyard. Music is an integral part of our everyday lives, from singing in the shower, to the theme songs of our favorite TV shows and the soundtracks of the commercials that punctuate them. We stream it from our cellphones through ear buds, and seek out live performances in concert halls, sports arenas and more intimate settings. It adorns our religious services, and drifts and pulses from hidden speakers in our shopping malls prodding us on subliminally to buy, buy, buy. And so it has always been. In the days before the advent of the phonograph and radio, sheet music was the primary means of musical transmission, much of it intended for amateur performance, some of it as souvenirs. Learning to sing and play piano was considered an important part of every young lady’s education in the early 19th century, as was learning to play the flute or violin for every young man’s. In this manner, music was brought into the home, with amateur musical performances even a common feature of many social gatherings. Typically, sheet music was purchased by the individual piece, and when the pile grew unwieldy, gathered up and taken to a local bookbinder to be bound into an album. Albums of Hudson Valley amateur musicians frequently contain pieces with references to the Hudson River and its valley. Taken together, these artifacts provide an interesting window on the past. The opening of the Erie Canal, which turned the Hudson River into the gateway to the west, was commemorated by The Meeting of the Waters of Hudson & Erie, written by S. Woodworth, sung by Mr. Keene at the Grand Canal Celebration, and Respectfully Dedicated to his Excellency DeWitt Clinton. The French immigrant composer, Florent Meline, who spent several years in Albany as the resident composer and arranger for the Euterpean Club, a musical association comprised of gentleman amateurs of the town, memorialized Lafayette’s visit to America in his, The Marquis de La Fayette’s Welcome to North America, arranged for piano and flute or violin, and published in Albany by the composer. The Hudson River’s prominence as the America’s premier river and the birthplace of Romanticism in American arts and letters is captured by the cover illustrations adorning pieces such as Where Hudson’s Wave (1839), composed by Joseph Philip Knight, with words by the prominent New York City poet, George Pope Morris. Morris’ Hudson River estate, Undercliff, was featured on the cover of William Dempster’s, I’m with you once Again.  Sheet music of "Where Hudson's Wave." Public domain Composers and musicians of the period were active up and down the river, serving as organists and choir directors, as band directors for local militias, steamboats and society gatherings, and as teachers of piano and voice at the numerous academies where music was always featured among the ornamental branches. Settling in a locale for a year or two, these musicians would leave behind published compositions written for specific purposes and occasions, from balls connected to local militia encampments to light dance pieces dedicated to the daughters of prominent citizens, perhaps to gain their patronage. The collection of the Hudson River Maritime Museum contains one such piece of sheet music, The Alida Waltz (Firth, Pond & Co.,1847), by Johann Munck. It must have been a popular piece in its day as it appears in several Hudson Valley collections. The steamboat Alida, began service on the Hudson between New York City and Albany on April 16, 1947, the same year Munck’s waltz was published. Munck’s band performed frequently in Saratoga and Newport, Rhode Island. Perhaps it played aboard the Alida on its first trip up the Hudson River, as well. The music was published as a piano transcription of a piece performed by the band. Piano transcriptions of music performed by bands or orchestras were often intended as souvenirs, perhaps, in this instance, to be sold aboard the Alida. Sheet music covers contain many clues to the social and cultural life of the Hudson Valley in the early 19th century, and provide a rich context for the music inside.  Sheet music of "I'm With You Once Again." Public domain. The Alida WaltzListen to a recording of The Alida Waltz below! From the Hudson River Maritime Museum Collections. AuthorGeoffrey Miller is the Ulster County Historian and Project Director of the Reher Center for Immigrant History and Culture. Editor's Note: The following text is a verbatim transcription of an article written by George W. Murdock for the Kingston (NY) Daily Freeman newspaper in the 1930s. Murdock, a veteran marine engineer, wrote a regular column. Articles transcribed by HRMM volunteer Adam Kaplan. For more of Murdock's articles, see the "Steamboat Biographies" category at right.  Postcard of Saugerties, N.Y. Ferry Boat "Air-Line" leaving Saugerties. HRMM Collection No. 72- Air Line Today [1938] we delve into the archives of Mr. Murdock’s steamboat collection to learn of the history of a ferryboat which ceased operating between Saugerties and Tivoli just 23 years ago. Many of our readers will well remember this vessel as she was somewhat of a curiosity as far as her type was concerned. The “Air Line” was a wooden hull vessel built at Philadelphia in 1857. She was 73 feet long, breadth of beam 20 feet, depth of hold six feet, five inches, gross tonnage 71, net tonnage 52, and she was powered with a vertical engine. Originally this odd ferryboat was constructed for the Air Line Railroad Company of Pennsylvania and was one of the first of the walking beam type ferryboats ever constructed in this country. Her great bar walking beam coupled with the fact that she had only one bow instead of the customary two which are the rule for ferryboats, labeled the “Air Line” as a distinct curiosity. The “Air Line” also holds a doubtful record of having made the trip from Philadelphia to Sandy Hook via the Atlantic Ocean; her owner refusing to pay toll charges to the New Jersey canals. A photograph in the Murdock collection shows the “Air Line” with her one bow, long narrow alleyways separated by the engine house down the center of the vessel. An octagon-shaped pilot house stands atop the engine house with the great bar walking beam directly behind and a high smokestack rising from the middle of the steamboat. Lifeboats were mounted on the roofs of the side cabins. John N. Snyder operated the “Air Line” when she plied the waters of the Hudson River between Saugerties and Tivoli, and because of her single bow, the vessel had to be turned completely after each crossing. For this reason the fare on the “Air Line” was the largest charged on any ferryboat on the Hudson River- a situation which would make a New Jersey commuter rise up in wrath if he had to pay the fare of 25 cents each time he crossed the river. The “Air Line” served the public between the two upriver towns for almost 58 years, continuing in service until 1915, when she was deemed worn out and sold to John Fisher, who took her to Rondout and dismantled her.  Ferryboat "Air Line" with steamers "Ulster" and "Ida" at Steamboat Landing, on Esopus Creek, Saugerties, New York. Saugerties Steamboat Company building in background. Bluestone dock on opposite shore. HRMM Collection.  The Ferryboat "Air Line" had a cut-out metal silhouette of an American Indian atop its multi-sided pilot house. HRMM Collection. AuthorGeorge W. Murdock (b. 1853-d. 1940) was a veteran marine engineer who served on the steamboats "Utica", "Sunnyside", "City of Troy", and "Mary Powell". He also helped dismantle engines in scrapped steamboats in the winter months and later in his career worked as an engineer at the brickyards in Port Ewen. In 1883 he moved to Brooklyn, NY and operated several private yachts. He ended his career working in power houses in the outer boroughs of New York City. His mother Catherine Murdock was the keeper of the Rondout Lighthouse for 50 years. |
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