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Editor's note: The following text about a sloop journey up the Hudson River in 1801 was originally published In The Life of Charles Brockden Brown" by William Dunlap, Philadelphia 1815. Thanks to volunteer researcher George A. Thompson for finding, cataloging and transcribing this article. The language, spelling and grammar of the article reflects the time period when it was written. p. 50 July 7, 1801 Very suddenly conceived the design of voyaging up the Hudson river, as far as Albany. Had heard much of the grandeur of its shores, but never had gone above ten miles from New York. My friend C. having some leisure was willing to adventure for ten days or a fortnight, and I having still more, and being greatly in want of air and exercise, agreed to accompany him. We found a most spacious and well furnished vessel, captain R.----- in which we embarked at sunset this day. The wind propitious and the air wonderfully bland. p. 51 We bade adieu to our friends B.----- J.----- and D.----. I took my post at the stern, and found much employment for my feelings, in marking through the dusk, the receding city and the glimmering lights; first of quays and avenues, and afterwards of farms and village. It is just three years since my visit to New York in 1798. an interval replete with events, various and momentous. Some of them humiliating and disastrous, but, on the whole leading me to my present situation in which I have reason for congratulation. July 8, 1801 I write this seated in the cabin, from the windows of which, we have a view of wooded slopes, rocky promontories and waving summits. Our attention has been, for some time, fixed upon Stony Point, a memorable post in the late war, a spot familiar to my ears since my infancy, but which I have now seen for the first time. It is a rocky and rugged mass advancing into the river, the sides of which are covered with dwarf cedars, and the summit conspicuous still with some remains of fortification, a general solitude and vacancy around it, and a white cow grazing within the ruinous walls, produce a pleasing effect on my imagination. A craggy eminence, crowned with the ruins of a fortress, is an interesting spectacle every where, but a very rare one in America. I much wished to go ashore and ascend this hill, but it was not convenient. What are called the highlands of the North river, are a mountainous district, through which the river flows for some miles. I had heard much of the stupendous and alpine magnificence of the scenery. We entered it this morning, with a mild breeze and serene sky, and the prospect hitherto has been soft and beautiful. Nothing abrupt, rugged or gigantic. Farms and cultivated fields seldom appear. Six or eight vessels like our own, have been constantly in sight, and greatly enliven the scene. We are now at anchor, have just dined. My companions have gone to sleep. The utmost stillness prevails. Nothing to be heard but the buzzing of flies near at hand, and the (p. 52) cawing of distant crows. We lay surrounded on all hands by loftier ridges, than I ever before saw bordered by water. We have formed various conjectures as to the heights of these summits. The captain's statements of five and six hundred feet are extravagant. Three hundred would be nearer the truth. Few or none of them are absolute precipices, but most of them are steep, and not to be scaled without difficulty. I have gazed at the passing scene from Stony Point to West Point, with great eagerness, and till my eye was weary and pained. how shall I describe them. I cannot particularize the substance of the rock, or the kind of tree, save oaks and cedars. I am as little versed in the picturesque. I can only describe their influence on me. My friend is a very diligent observer, and frequently betakes himself to the pen. Heavy brows and languid blood has made me indolent, and I have done nothing but look about me, or muse for the last two days. On Thursday afternoon with a brisk southward gale and a serene sky, we left the highlands. At the spot where the mountains recede from the river, the river expands into a kind of lake, about two miles wide and ten miles long. The entrance is formed by cliffs, lofty, steep and gloomy with woods, which the borders of the lake itself are easy slopes, checkered with cultivated fields, farms and villages. The highlands from the heights and boldness of the promontories and ruggedness of the rocks, and the fantastic shape the assume, fully answer the expectations which my friends had excited. But the voyage over the lake, exceeded whatever my fancy had pictured of delightful. Three populous villages, Peekskill, New Windsor and Newburg, and innumerable farms decorate its borders. Yesterday we moved but slowly, the wind becoming adverse. At noon we drew into a wharf at Red-hook, and remained there till evening. My friend and I seized the opportunity of wandering. The river bank is lofty, and wooded as usual, but no wise remarkable. p. 53 Some hours before, a waving and bluish line in the horizon reminded us of the Kaats-kill mountains. These are seen very advantageously from Red-hook, distant about twenty miles, and appear of stupendous height. Their elevation has been ascertained, but I do not recollect what it is. We roamed along the shore and among the bushes, highly pleased with the exercise, and concluded our rambles with a bathing in the river. In leaving the sloop, I left most of my sluggish feelings behind me, and walked enough to make the night's repose acceptable and sound. With the tide to favour us we left Red-hook at eight o'clock, but were obliged to anchor again before morning. At six o'clock my friend and I accompanied the captain ashore, in search of milk and blackberries. I have since seated myself on deck, watching the shore, as the breeze carried us along. My friend is busy with his spy glass, reconnoitering the rocks and ay stacks, and surveying the wharves and store houses of Lunenburg and Hudson, villages we have just passed. I have observed but little besides a steep bank, roughened by rocks and bushes, occasionally yielding to slopes of a parched and yellowish soil, with poor cottages sparingly scattered, and now and then a small garden or field of corn. A fellow passenger left us at Hudson. One only remaining, a Mr. H.---- of Albany, a well behaved man, whose attention is swallowed up by Mrs. Bennet's "Beggar Girl." [Editor's Note: A 7 volume work by Anna Maria Bennett in 1797 "The Beggar Girl and Her Benefactors"] The sloop's crew consists of captain, mate, a man and a boy as cook; all orderly, peaceful obliging persons. The cabin being perfectly clean and comfortable, and provisions plentiful and good, we have no reason to regret the delays occasioned by adverse winds, and by calms. I have some vacant moments when a book might amuse. The captain's whole stock consists of a book on navigation, Dillworth's Arithmetic, and Goldsmith's Citizen of the World. I have looked into the last, but it does not please me. The fiction is ill supported, the style smooth and elegant, but the sentiments and observations far from judicious or profound. The mate has been telling me his adventures. A very crude and brief tale it was, but acceptable and pleasing to me. (p. 54) A voyage round the globe is a very trivial adventure, now-a-days. This man has been twice to Nootka, thence to Canton, and thence to Europe and home. He performed one whaling voyage to Greenland, and was fifteen months a seaman in a British seventy-four. His South Sea voyage occupied eighteen months, during which there was neither sickness nor death among the crew. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
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Welcome to Sail Freighter Fridays! This article is part of a series linked to our new exhibit: "A New Age Of Sail: The History And Future Of Sail Freight In The Hudson Valley," and tells the stories of sailing cargo ships both modern and historical, on the Hudson River and around the world. Anyone interested in how to support Sail Freight should also check out the Conference in November, and the International Windship Association's Decade of Wind Propulsion. The Sloop Experiment was built in Albany in 1785, and was the second US-Flagged vessel to trade with the Qing Empire in China. Over the course of 18 months, Captain Stewart Dean and the crew of 9 sailed over 14,000 miles each way in a 59-foot, 85 ton sloop around the Cape of Good Hope. The return journey took four months and 12 days, a reasonably fast passage around the Cape and across the Atlantic. The Experiment carried a hold full of tar, Ginseng, turpentine, alcohol, tobacco, furs, and cash, which were traded in China and surrounding areas for the Chinese luxury goods which were in high demand in New York and Albany. Cargo brought back included silks, fine porcelain, tea, and other luxury goods. After finding that port fees in China were charged the same for all vessels, regardless of size, the Experiment never made another trip to China, but still turned a decent profit. With the economics of these port fees in favor of larger ships trading with China, the Experiment returned to the Hudson River Trade, carrying passengers and cargo between Albany and New York for a number of years. Captain Dean evidently made several other trips to China, but in other, larger vessels. It seems the Experiment went back to the Hudson River trade after her famous trip to China, and was unique on the Hudson for having the cabin outfitted and decorated in a Chinese style. It was remarked in 1789 that the Experiment's accommodations were quite comfortable, and the captain entertained guests with stories of the epic voyage he had taken in the vessel 5 years before. AuthorSteven Woods is the Solaris and Education coordinator at HRMM. He earned his Master's degree in Resilient and Sustainable Communities at Prescott College, and wrote his thesis on the revival of Sail Freight for supplying the New York Metro Area's food needs. Steven has worked in Museums for over 20 years. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Editor's note: The following text was originally published in "Visit to the Falls of Niagara in 1800" by John Maude, London, 1826.. Thanks to volunteer researcher George A. Thompson for finding, cataloging and transcribing this article. The language of the article reflects the time period when it was written. New York, Saturday, June 21st, 1800 5½ p. m. Embarked on board the Sloop Sally, Captain Peter Donnelly, seventy tons, four hands, viz. the Captain, his brother Andrew, John, who was on board Admiral De Winter's Ship on the memorable 11th October, 1797, and Nicholas, a free black acting as steward, cook, cabin-boy, &c. had purchased his own freedom and that of his wife, hoping soon to effect that of his children; performs well on the violin, and is very smart. Twenty-four passengers, not births for more than half. Passage two dollars each. Board and liquors, as may happen. Principal passengers, General Alleser, of New York, violent democrat; Caul, of (p. 4) Seratoga [sic], ditto; Mr. Mousley, warm aristocrat and federalist; Mr. Putnam, Mr. Williams, Lieutenant Kipp, all three federalists; the youth Octavius, son of Timothy Pickering, Esq. late Secretary of State, under the care of Messrs. Williams and Putnam, both relations of Mr. Pickering; Jonas, of Montreal, Grocer; ------ of Michillinnackinac; a drunken, Scotch Presbyterian Minister; Mr. Sanger, &c. &c.; four rafts-men, and a man and his wife from Staten Island. 7 p. m. Unmoored; fine S. E. breeze; ten knots. 8 p. m. Breeze slackened. Midnight; cast anchor twenty-five miles from New York, entrance of Tappan Bay, not wind to stem the ebb. In the night, severe storm of thunder, lightning and rain. Not finding a birth unoccupied, or scarcely one that did not contain two persons, the Captain gave me his own state room. (p. 5) Sunday, June 22d. 5 a. m. Turned out, got under weigh: Tappan Bay, or Sea, five miles wide and ten long; extremities marked by two remarkable high bluffs; scarcely a breath of air; fog on the high banks of the bay; heavy rain; fell calm when opposite to Tarry-Town. (p. 6) 10 a. m. Sun broke out and light airs from the north; beat slowly through the Tappan to Haverstraw-Bay, six miles side, ten long. Stakes in the river for the convenience of taking Shad. Sturgeons constantly leaping out of the water. Shewn the field from whence the three youths first descried Major André: and the large white-wood tree under which he was examined. 2 p. m. Cast anchor; took boat and landed at the ferry-house opposite to Mount Pleasant, thirty-six miles from New York; river here four miles wide. Climbed the mountains to visit a lake on the opposite side; large, considerably above the level of the Hudson; pike, yellow bass, and sun-fish. Strawberries on its banks. Much chat with Betsy, who, born and the foot of the mountain and apparently secluded from the world, said she had been a great traveller, "once to the meeting and twice to the mill." 7 p. m, Got under weigh; light airs from the north; progress trifling. Came to an anchor in (p. 7) the Horse-race, foot of St. Anthony's Nose; river half a mile wide, channel from forty to fifty fathoms wide three miles above Peekskill, and forty-eight from New York; turned in at 11 p. m Monday, June 23d. Turned out at 4 a. m. Sketched a view of Fort Clinton, Fort Montgomery, St. Anthony's Nose, the Bear Mountain and surrounding scenery; highly romantic and beautiful, being the entrance of the Highlands; to the south very extensive and pleasing prospect down the through Haverstraw to Tappan Bay; dense fog on the lower part of Fort Clinton, Fort Montgomery and St. Anthony's; the site of Fort Clinton is now occupied by the handsome dwelling-house of Mr. Ducet, a french gentleman; dreary situation and without society. (p. 8) 5 a. m. Took boat and landed on a small Island; filled a cask with excellent water, picked up some drift wood, and got a pitcher of milk for breakfast. 8 a. m. Returned and explored the Island; strange serpentine form; rocks and marsh; much scrub wood; four kinds of huckleberries, the swamp huckleberry, a tall shrub like the alder, an excellent fruit just beginning to ripen; the other still green; could only gather a few strawberries, the season being past. Laurel and Prickly Pear in blossom; the flower of the first, white with red spots, shaped like the convolvulus; that of the Prickly Pear, yellow and in appearance like the bloom of the melon and cucumber. Gathered the root of Sarsaparilla and a branch of Spice wood, this latter is a great sweetener of the blood and a pleasant flavor; flushed a pair of partridges or pheasants; though these birds more resemble Grouse than Partridge of Pheasant, I may here observe that the animals of America differ materially from those of the Old Continent, yet for want of more (p. 9) appropriate designations, they frequently receive the names of such European animals as they most resemble; but these names are by no means settled; for instance, what are known as Partridges in one part of the Country are called Quails in another, and these birds will alight in Trees, or on Paling. The Hares have white flesh. I have been informed that some Sporting Gentlemen have imported the English Red Fox as affording better diversion that the native Grey; and that although the Red Fox is the smaller animal it is the more ferocious, and is eating-out the Grey one. . . . *** 9 a. m. Got under weigh; head wind. 1 p. m. L------ Mills, are superior to most in construction and situation, and very profitable; four pair of stones; fifty-five miles from New York; the Miller takes down a cargo of flour and returns with wheat. 3 p. m. Landed at West-Point, the Gibraltar of America; centre of the Highlands; fifty-eight miles from New York. *** (p. 13) 9 p. m. Got under weigh; having no wind, drifted with the tide, boat a-head towing. 10½ p. m. Light southerly breeze; turned the Scotch Presbyterian Minister out of the cabin and put him into the hold. This man had given himself up to dram-drinking, which kept him in a continual state of intoxication, so that he never left his birth but for a few moments; his legs had running sores, which, being neglected, were offensive to such a degree, that the passengers had determined to pass the night on deck, unless he were put below. 11 p. m. Passed Butter-Hill, and the Face Mountain, the last of the Highlands. 11½ p. m. Turned in; the cabin being by this time tolerably ventiated. Tuesday, June 24th. 4 a. m. Turned out opposite Barnegat (p. 14) and its lime-kilns, twenty miles from West Point, and seventy-eight from New York; Light southerly breeze, two knots. 6 a. m. Fell calm; went on shore and got a supply of milk and eggs; could not procure bread. 7 a. m. Light southerly air; got under weigh; hot sun. 8 a. m. Fine favorable breeze. 8½ a. m. Pough-keepsie seventy-nine miles, high wooded banks each side of the river; came up with and passed four sloops. Esopus Island ninety-five miles from New York. Esopus Flats one hundred miles; these flats, or shoals, throw the channell of the river on the opposite shore, where it forms a large bay; fine view here of the Katskill Mountains. *** 2 p. m. Redhook one hundred miles from New York, beautiful situation; opposite to the Katskill Mountains; two Islands decorate the (p. 15) river. We were now carried along at the rate of ten miles and hour, having scarcely time to examine the beauty of the country, through which we were so rapidly passing. 3 p. m. The city of Hudson,* one hundred and thirty miles; opposite to Hudson is Lunenberg, or Algiers; this latter name was given to it in consequence of the piratical practices of its inhabitants. Above Hudson is a wind-mill; I do not know that there are four in the United States. There are two near Newport. 4½ p. m. Kinderhook one hundred and forty * Hudson City. In the Autumn of 1783, Messrs. S. & T. Jenkins, from Providence, Rhode Island, fixed on the unsettled spot, where this City stands, for a town, to which the River is navigable for vessels of any size. In the Spring of 1786, one hundred and fifty Dwelling-Houses, besides Shops, Barns, Four Warehouses, several Wharfs, Spermaceti Works, a covered Rope-Walk, and one of the best Distilleries in America, were erected; its inhabitants are at this time 1,500. Its increase since has been very rapid. Supplied by pipes with water from a spring two miles from the City. In February, 1786, upwards of 1,200 Sleighs entered the City daily, for several days together. (p. 16) miles; twenty houses; Mr. M'c Machin's is the principal one; fine view; Islands numerous in this part of the river. Heavy thundering; took in sail: cast anchor. 5½ p. m. Got under weigh, in doing which, fished up an excellent and large anchor, a valuable prize for the Captain. The gust, as expected, killed the wind; in summer I never knew an instance to the contrary. Had the gust kept off, we should have been in Albany by seven o'clock. 9 p. m. The wind having entirely failed us, took the Sloop in tow, and at 7 p. m had her moored alongside a Wharf in Baltimore, one hundred and forty-five miles. Went on shore; took with us Nicholas and his violin, the fiddle soon got the girls together; we kicked up a dance and kept it up till midnight. Treated with spruce-beer and gingerbread. Baltimore is a shabby place, every other house a tavern; in number about a dozen. Wednesday, June 25th. 3 a. m. Not a breath of air; took Sloop in tow; not possible to see from stem to stern, yet passed a dangerous and difficult passage and a bar, which require, it is said, your having all your eyes about you. (p. 17) 6 a. m. Made land; the fog beginning to disperse; put the Presbyterian Minister on shore; he is engaged by a Mr. Nichols as a tutor to his children! Boat returned with milk for breakfast. 7½ a. m. Dropped anchor; took Boat and landed on High-hill Island, four miles in length; two farms; got a few sour cherries; one hundred and fifty-four miles from New York. Crossed to the opposite or west shore, and landed at a farm house called Bethlehem, six miles from Albany;* numerous and handsome family. 9 a. m. Having hired a waggon, seven of our * Albany: settled in 1760 [?]; forty-five Sloops (Vessels) in Albany and forty-five in New York, &c., -- total ninety in the Albany trade, a bout seventy tons each -- ten voyages (twenty trips) per annum on an average; navigated by a Captain at twenty dollars per month; a Pilot at fifteen dollars; a Seaman and a Cook at nine dollars -- total four hands. Freight twelve cents and a half per cwt., gain one hundred dollars per voyage or one thousand dollars per annum. Passage, one dollar and twenty-five cents, average eight passengers, ten dollars a trip or two hundred dollars per annum. Sloop Building at Albany twenty-seven dollars and fifty cents per ton, if green wood last only ten years, seasoned wood would last thirty. Four thousand White Inhabitants, and two thousand Black Slaves. Revenue, 35,000. Corporation [the City of Albany] sell the Quays (Wharf) at two dollars and fifty cents per foot of Frontage and an annual rent of eight dollars and twelve and a half cents. Lands near the Town from sixty-three to seventy-five dollars per acres. Labour, fifty-six and a half cents per day; in harvest, eight-seven and a half cents. Butcher's Meat ten to twelve and a half cents per lb. Le Duc de Liancourt in 1795. (p. 18) passengers took their departure. The day being remarkably sultry, I determined to stay by the Sloop. Returned on board with potatoes and sallad. Noon. Got under weigh; light south air. 2 pm . Passed safely the Overslough. 2 pm. Albany*, one hundred and sixty miles *Albany. . . . Contained, in 1797, one thousand two hundred and sixty-three buildings, of which, eight hundred and sixty-three were dwelling-houses; and six thousand and twenty-one inhabitants. *** The improvements in this City, within five or six years, have been very great in almost all respects. Wharves built, Streets paves, Bank instituted. . . . now excellent water, (an article in which this City has hitherto been extremely deficient, having been obliged to use the dirty water of the river, is about to be conducted into the various parts of the City, from a fine spring five miles from the west of the City. Albany is unrivalled for situation, being nearly at the head of Sloop Navigation, on one of the noblest Rivers in the World. It enjoys a salubrious air, and is the natural emporium of the increasing trade of a large extent of Country, West and North. A Country of excellent soil, abounding in every article for the West India Market. . . . *** Morse. (p. 19) from New York. Took up my quarters at Lewis's Tavern. . . . Paid the Captain two dollars for passage money, and four dollars and fifty cents, for board and liquors; the same sum of six dollars and fifty cents was charged for my servant, though neither his bed or board were so good as mine. Our passage of four days may be considered a long one, at this season of the year, yet it was a pleasant one and no way tedious. The Hudson is one of the finest Rivers in America, and superior to them all in romantic and sublime scenery, more especially in its progress through the Highlands, a distance of sixteen miles. What further added to the pleasantness of this trip, were our frequent expeditions on shore. We landed seven times, and each time employed two or three hours in exploring the country. We saw, too, the whole of the River; as we progressed but very few miles during the time we occupied our births. We usually retired at eleven, and rose at four or five o'clock. The shortest passage ever made on this River was by this same Sloop and Captain; he made it in sixteen hours and six minutes, from which should be deducted one hour for time occupied in landing passengers by the way. The passage often takes a fortnight to (p. 20) perform it, and sometimes twenty-five or thirty days. The passage is always shortest, the winds being equally favorable, up the river, as you carry the flood with you; in the other case you out-run the ebb. Captain Donnelly has taken 1,675 Dollars passage money in one year. *** Thursday, June 20th *** Evening. Visit Snuff Manufactory, Stadt-house and a fine spring of water about a quarter of a mile out of town.* *** * One mile North of this City, near the Manor-House of Lieutenant Governor Van Rensselaer, are very ingeniously constructed extensive and useful Works for the manufacture of Scotch and Rappee Snuffs, Roll and Cut Tobacco of different Kinds, Chocolate, Mustard, Starch, Hair-Powder, Split Peas and Hulled Barley. *** The whole of the Machinery is worked by water. For the invention of this Machinery, the proprietor has obtained a patent. Morse. John Maude. Visit to the Falls of Niagara in 1800. London, 1826. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Welcome to Sail Freighter Fridays! This article is part of a series linked to our new exhibit: "A New Age Of Sail: The History And Future Of Sail Freight In The Hudson Valley," and tells the stories of sailing cargo ships both modern and historical, on the Hudson River and around the world. Anyone interested in how to support Sail Freight should also check out the Conference in November, and the International Windship Association's Decade of Wind Propulsion. The Morning Star was a sloop based out of the Rondout Creek in the 1790s, and many of her records were included in Paul Fontenoy's 1994 study of Hudson River Sloops. As a result, we can do some analysis of not only this one sail freighter, but her cargos and the exports of the Rondout Creek in her era, without spending dozens of hours in archives. This is a good thing, because there's a lot of lessons to be taken from her records. As a Hudson River Sloop, she was designed for our specific waters, with a shallow draft, drop-keel to make sailing upwind easier when enough water was available, and a simple fore-&-aft rig. These elements made the Hudson River Sloops ideally suited to the shifting mudflats and variable winds of the Hudson. In addition, they required relatively few crew members to handle the two or three sails. As for cargo, while the records aren't listed in tons, we can see a lot of patterns in her bills of lading. Passenger and cargo business was essential for the Sloops, and most passengers were headed North. Most of the cargo, however, was headed South to New York City and beyond. The cargo was principally agricultural goods, which were either used in the city or traded on in the West Indies Provisions Trade. The Hudson Valley was the breadbasket of the West Indies and parts of Southern Europe, but this trade to the West Indies allowed for the constant mono-cropping of sugar on those islands. New York and the Hudson Valley made much of its money off the Slave Trade both directly and indirectly through the provisioning trade. The agricultural trade profit which motivated the settlement and agricultural growth of the Hudson Valley in the 17th and 18th century is inseparable from the Slave Trade. Returning to the technical side of the discussion, we can also see the sailing season and voyage times from the records of Morning Star. With a 258 day sailing season and 11 voyages, the average duration of a round trip is about 24 days. March must have coincided with the river ice clearing, and December with the ice becoming enough to discourage sailing. The other thing to notice is how profitable the Sloops were. With a nearly 75% return over expenses, this is a very encouraging business. Profits were boosted by the lack of competition from steam propulsion, in the form of either trains or steamships. As that changed over the next 100 years, the profit margin of sloops declined, but in 1793 they gave a very significant return. Anyone interested in the technical details of the Hudson River Sloops should find a copy of Fontenoy's book, as it contains a well researched and easily read account of their development and operations for over 200 years. AuthorSteven Woods is the Solaris and Education coordinator at HRMM. He earned his Master's degree in Resilient and Sustainable Communities at Prescott College, and wrote his thesis on the revival of Sail Freight for supplying the New York Metro Area's food needs. Steven has worked in Museums for over 20 years If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Welcome to Sail Freighter Fridays! This article is part of a series linked to our new exhibit: "A New Age Of Sail: The History And Future Of Sail Freight In The Hudson Valley," and tells the stories of sailing cargo ships both modern and historical, on the Hudson River and around the world. Anyone interested in how to support Sail Freight should also check out the Conference in November, and the International Windship Association's Decade of Wind Propulsion. EDITOR's NOTE: Today's post is a collaboration with the Galway City Museum and Galway Hooker Sailing Club, to give a biography of one of the Galway Hookers still in use today, named Loveen. You can learn more about the club and their boats at their website: https://www.galwayhookersailingclub.ie/ Loveen was built by John Francis Reaney as a rowboat in 1925 and carried cargos of seaweed much of her career, and saw work in the fishing trade. She was out of working trade by the late 20th century and restored for pleasure sailing in 2021. Loveen is an outstanding example of her class of vessel: A Gleoiteog (explained below), she started her life as a 22 foot rowboat, but was converted to a gaff cutter rig in the 1980s. The Galway Hooker boats or the "Workhorses of Galway Bay” were used for fishing and carrying peat turf fuel, seaweed for fertilizer, general shop cargo supplies- grain, flour, tea, sugar, livestock, newspapers, people, and more over Galway Bay, to and from Kinvara, Burren, Aran Islands, and in and out of Connemara piers, harbours, and importantly from Connemara into Galway City. On the return journeys they often brought larger building materials home such as timber: One such boat was An Maighdean Mara brought building materials to help in the construction of the Carraroe Church, the local school and the priest’s house in Carraroe Connemara from Galway City in 1894. Another example was limestone from New Quay to Aran Islands, to neutralise the acidic soils of Connemara. Animal livestock such as cattle, sheep, pigs or horses to fairs and markets were brought to Fairhill in Claddagh. For many communities these boats were their primary lifeline. Galway Hookers are not large, the largest class (the "bád mór," or "big boat") ranging from 35-44 feet, carried 12-15 tons of cargo at a time, and had a shallow draft to allow access to many small landings and ports. The Leathbhád (half-boat) was about 28-32 feet, while the Gleoiteog ranges in length from 7 to 9 metres (20 to 28 feet). They were used for fishing and carrying smaller cargo. They were all gaff rigged sloops with two headsails in front of the mast, and one mainsail aft. Most can be handled with a crew of two, but can fit more people if needed. These boats helped keep the small communities and shops of Connemara supplied and connected to Galway City or to the mainland. Many families and communities depended solely on these boats, and If it hadn't been for the Galway Hookers, smaller communities, particularly Ceantar na nOileán (small island communities West of County Galway) and Carna wouldn't have thrived. They were commonly referred to as "báid móna" or turf boats and recognised as such for their main cargo. Each cargo of turf was loaded and offloaded by hand – the Bádóirí's money was well earned! Unfortunately, after the Second World War many met their decline as improved roads and cheap fossil fuels meant lorries (trucks, for the Yanks) became the new modern way of transport in Connemara, leading to the decline in use for the Galway Hookers. Bottled Kerosene gas was another sharp blow to the boatmen and skippers, as it was the main competition to the boat’s traditional cargo of peat turf fuel. By the 1970’s the Galway Hookers were in complete decline with only two remaining in trade with the Aran Islands. The Galway Hooker has links to the US as well. It was introduced to US Waters in the 19th century, when Irish Immigrants in Boston and elsewhere started building the boats they knew from home for fishing and moving cargo. Referred to as "Boston Hookers" or "Market Cutters" they served much the same roles they had in Ireland, and significantly influenced the building of small craft in New England. Just like in Galway they were designed and used for multiple purposes. Loveen's restoration took two years due to the COVID-19 Pandemic. The Galway Hooker Sailing Club was embarking on a momentous task of restoring a 96 year old boat called Loveen with the guidance and workmanship of Master Boatbuilder Cóilín Hernon, his two sons Éinde and Cóilín Óg, the Club commodore Ciaran Oliver and all the crew members belonging to the club who volunteered their time, energy and passion. The boat was then taken apart slowly, carefully and gradually. Her old planking was removed. The shape of the boat was kept in place using twelve long laths as temporary guides and were fitted into the rabbet in stem- six on each side. The upper planks were removed first gradually moving to the lower planks. The boat was always kept supported and propped. The keel, ribs, beams, thwarts, and planking were all repaired and replaced, she was re-caulked (seen in the video below) and re-rigged.
All the spars (mast, boom, bowsprit and gaff) were made using a laminating process. Lengths of identical size, shape and length of timber pieces were glued together. These glued lengths turned into one piece, a block of solid wood. Each two or three lengths were clamped together and left to dry at each stage. The block of solid wood was rounded into shape using an adze tool, as seen in the first half of the video above. The later stage was sanding using a length of stretched sandpaper connected and kept together with two handles. Each spar was fitted with its own metal bands. The mast was fitted with its own spider band and the boom was fitted with a gooseneck to fit into the mast’s collar. Sails were traditionally measured and cut by our resident master boat builder Cóilín Hernon, cut in the traditional space: The local Dominican Church. After two years, Loveen took to the water again, and can now be seen sailing Galway Bay as she has for 97 years before. You can listen to more about Loveen here. For those interested in the Hookers overall, this recorded lecture at the City Museum of Galway by master boatbuilder Cóilín Ó hIarnáin is well worth a listen, especially his points about the addition of sail area to working boats as they are changed into racing and pleasure craft. Richard J Scott's book The Galway Hookers is also a good, easy read on this topic. AuthorMartina Thornton is the Historian of the Galway Hooker Sailing Club. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Editor's Note: In 1759, riverfront and wharf access was a selling point. September 24, 1759 -- New-York Gazette To Be Sold, Four hundred and fifty acres of land, whereon is a good house, a barn of 50 feet square, two good bearing orchards, and about 150 acres of clear land. The whole farm is well water’d and timber’d. And there can be made on the same one hundred acres of good meadow, clear of stone. It lies about one mile and a half from the church, saw and grist mills, and three miles from the North River Landing. The said land lies in New York Government, in Orange County, 8 miles from the court house in Orange Town. The title is indisputable. Any person inclining to purchase the same, or part, may apply to Robert and Cornelius Campbell, living at Tappan. To be Sold also, A convenient place for a Merchant, Packer, or Bolter, at Tapan Landing, whereon is a good dwelling house, a barn, and a good store house, garden and orchard. The Landing is so convenient, that a boat can lay along side the store house, and take in her loading. There is likewise a good grist mill close by the said store house. October 15, 1759 - New York Gazette (Weyman's) To be Let for a Term, and enter'd upon immediately. THE Lower Mills on the Manor of Philipsburg, commonly called the Yonkers Mills, 16 Miles from New-York by Water; containing two Double geared Breast Mills, a large Mill House three Storie high, and a stone Dam; they are constantly supplied with a fine Stream that the Mills can grind in the greatest Drought in the Summer; together with a good Dwelling House, and 20 acres of Land adjoining, and a Sufficiency of Timber for Flour Casks. The above Place is situated in a Wheat Country, and would be very suitable for a Bolter and Store Keeper, there being no Store within Ten Miles of the same. Likewise a Mill Boat that carries 900 Bushels of Wheat. For further Particulars enquire of F. Philipse. AuthorThank you to HRMM volunteer George Thompson, retired New York University reference librarian, for sharing these glimpses into early life in the Hudson Valley. And to the dedicated HRMM volunteers who transcribe these articles. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Editor's Note: These articles are from 1801 and 1824. November 16, 1801 - Daily Advertiser (New York, New York), On Saturday night last, about 11 o'clock, Mr. Robert Richardson, a gentleman we understand from New Ark [sic], was leaning over the railing of the Battery, and fell into the North River. About two hours after, he was taken up off the White-hall dock by the people on board the sloop Mink from Albany -- who accidentally heard his cries, and who preserved him, when exhausted and powerless, he was beginning to sink amidst the pitiless waves. June 4, 1824 - Spectator (New York, New York) WONDERFUL PRESERVATION. On Friday last, a lad, son of Mr. Frederick Hazen, of West Springfield, Mass. while on a passage from New-York to Albany, was accidentally knocked overboard by the jib while beating. The wind blowing heavy and the waves running high, it was thought by all on board that all attempts to save him would be fruitless, as well as extremely hazardous. The small boat being at the time hoisted under the stern of the sloop, a young man by the name of Richard Schuyler, son of Capt. Samuel Schuyler, of the sloop, sprang into the boat at the risk of his life, was lowered down, and alone and single handed, gallantly dashed through the waves, and to the astonishment of the amazed spectators rescued the lad from a watery tomb, just as he was about sinking to rise no more. Such an act as this reflects the highest honor on the noble minded young man who periled his own life to save that of a fellow being, and a stranger. AuthorThank you to HRMM volunteer George Thompson, retired New York University reference librarian, for sharing these glimpses into early life in the Hudson Valley. And to the dedicated HRMM volunteers who transcribe these articles. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
August 14, 1749 - New York Evening Post New York. Last Tuesday evening a young man of about 19 years of age, apprentice to a baker in this city, went to bed in an upper room, being intoxicated, got up in the night, opened a door which was in the second story and fell down into a gang-way, where he lay till four o’clock in the morning, at which time the people of the house arose to work, and finding him there, took him up; but he died a few minuets after. Last week, one Mr. Knox, Master of a small sloop send up the North-River, and coming near the Highlands, two men came on board him in a canoe and asked Mr. Knox for a dram, which he readily gave them; and after taking a turn or two upon deck, each of them drew forth a postol, which they had conceal’d, and coming up to Mr. Knox demanded his money, he told them that he had none, whereupon they forc’d him down into the fore-castle, one of them went into the cabbin, broke open his chest but finding no money took a bottle of rum and so went off leaving Mr. Knox barr’d down in the fore-castle, where he remained till his Negro, whom they had confin’d upon deck, released him. We also hear that a sloop belonging to Capt. Bayard, was robb’d at or near the same place of nine pound in money which was all they had on board. We hear that a person was lately robbed on the road near Whippany, of about twenty sillings, by two fellows who search’d the linings of his cloaths, hat and even shoes to see if he had none conceal’d. August 22, 1797 Albany Centinel On Tuesday night last, about 12 o'clock, was detected at Corporation dock a gang of villains, belonging to the sloop Fanny, of Crow harbour, last from Albany, in the very act of stealing from the brig Farmer, Captain Whittemore, four boxes of Sugar, together with a boat belonging to the said brig. There was found on board the sloop in the morning a quantity of hats, &c. stolen from Mr. Mayell on the night of the fourteenth instant; a quantity of cordage stolen about three weeks since from Mr. Elderkin's store, and a number of books and papers which by their contents belong to Mr. Foote of Newburgh. Four of the above gang are now in custody, one of whom has been only two days out of goal, after confinement of six months. The captain, Alpheus Vincent, alias Wilson, is not yet taken. [Vincent is safely lodged in jail in Albany.] October 1, 1817 - National Advocate (New York, New York) NOTICE. -- The sloop YOUNG FOX, belonging to the subscriber, was taken in a clandestine manner by persons unknown, from Delafield's wharf Whitehall, on the night of the 21st instant. Said sloop was burthen 73 tons, yellow sides, no figure head, &c. Whoever will return said sloop, or give information so that she can be recovered, shall be suitably rewarded, on application to GEO. COGGESHALL, at Irving, Smith & Holly's, 133 Pearl-st. AuthorThank you to HRMM volunteer George Thompson, retired New York University reference librarian, for sharing these glimpses into early life in the Hudson Valley. And to the dedicated HRMM volunteers who transcribe these articles. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Recorded in the summer of 1976 in Woodstock, NY Fifty Sail on Newburgh Bay: Hudson Valley Songs Old & New was released in October of that year. Designed to be a booster for the replica sloop Clearwater, as well as to tap into the national interest in history thanks to the bicentennial, the album includes a mixture of traditional songs and new songs. This album is a recording to songs relating to the Hudson River, which played a major role in the commercial life and early history of New York State, including the Revolutionary War. Folk singer Ed Renehan (born 1956), who was a member of the board of the Clearwater, sings and plays guitar along with Pete Seeger. William Gekle, who wrote the lyrics for five of the songs, also wrote the liner notes.
"Fifty Sail on Newburgh Bay," the album's title track, recounts the life of sailing sloops and Schooners coming in and out of Newburgh Bay, at the north end of the Hudson Highlands. The song references "Worragut," also known as "Weygat," which is Dutch for "wind gate," meaning the northern entrance to the Hudson Highlands, bound on one side by Storm King Mountain and Breakneck Ridge on the other. The stretch of river between Newburgh and Stony Point is bound on both sides by high mountains, and the river twists sharply. A difficult passage for sailors and known to contain tricky winds which required much tacking, the Hudson Highlands were best approached with caution. From the album liner notes, written by William Gekle, "And so it very often happened that sailing sloops, sometimes fifty or a hundred of them, anchored in Newburgh Bay just outside the passage, waiting for the right wind or the right tide - or both."
"Fifty Sail on Newburgh Bay" Lyrics
Fifty sail on Newburgh Bay Waitin' for the wind and tide, Fifty sail on Newburgh Bay With the anchors over the side. The skippers all sit on the rail to yarn, Same as farmers out by the old red barn, The boys in skiffs have gone ashore To ruckus outside the village store. Fifty sail on Newburgh Bay Waitin' for the wind and tide, Fifty sail on Newburgh Bay With the anchors over the side. Now the wind comes up with a mighty roar, Whitecaps roll from shore to shore So it's anchors up and sail away Down the Worragut from Newburgh Bay. Fifty sail on Newburgh Bay Waitin' for the wind and tide, Fifty sail on Newburgh Bay With the anchors over the side. Now the sails are full and the sloops run free, Beatin' through the Gate to the open sea, There's Breakneck Hill on the looward side And Storm King Mountain makin' up the tide. Fifty sail on Newburgh Bay Waitin' for the wind and tide, Fifty sail on Newburgh Bay With the anchors over the side. Thanks to HRMM volunteer Mark Heller for sharing his knowledge of Hudson River music history for this series.
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The hamlet of New Baltimore is an unincorporated community of less than 200 homes situated on the west bank of the Hudson River approximately 15 miles south of Albany. From the river, New Baltimore is identified by several early nineteenth century houses with verandahs, the steeple of the Dutch Reformed Church and the squared bell tower of a former Methodist church. Driving through the hamlet, one might notice the well-preserved nineteenth century houses, carriage barns and church buildings, as well as the lawns and mature trees which contribute to its attractiveness. The core of the hamlet was entered on the National Register of Historic Places in 1996. Appearances, however, can be deceiving. At its height of its prosperity and physical development, New Baltimore was a substantial community with hotels, stores, hundreds of houses, docks and industries. Of the latter, shipbuilding and ice harvesting were dominant. Today’s New Baltimore reflects little of the urban density and industrial character typical of much of its waterfront during the nineteenth and early twentieth centuries. The hamlet was first settled by several Dutch families and New Englanders at the end of the eighteenth century. By 1800, the place had accumulated two dozen houses and the name New Baltimore, often abbreviated as simply “Baltimore.” New Baltimore was strategically located just below an area of the river choked with islands and bars that often impeded ship navigation to Albany. One of these obstructions, the infamous “overslaugh” bottled up shipping during periods of low water. New Baltimore had the advantage of being below these obstructions and still close to Albany. A promotional map from 1809 encouraging investment in real estate describes the place as “commanding a spacious harbor and intersected by extensive turnpike roads opening a fair prospect for the mercantile and seafaring adventurer.” Shipbuilding was clearly underway in New Baltimore by 1793 when the sloop Sea Flower was built by Nathan Dunbar. This was followed by more than a dozen new sloops, schooners and a brig built for the river trade and even trade with the West Indies. These sailing vessels tended to average 60 to 70 feet in length on deck and carried freight and passengers up and down the river while maintaining communications between Hudson River towns, New York City and southern New England. At least one New Baltimore sloop remained in service locally into the 1870s. The town’s yards also thrived repairing and rebuilding sailing vessels. By 1830, a community of shipbuilders, masters, owners and merchants had emerged building docks, warehouses, several shipyards and a series of mostly frame houses on small lots along what are now Main and Washington streets. A drydock was added to New Baltimore’s yard facilities in 1835. Sloops continued to be built and repaired here into the 1850s, when steamboats and barges began to be produced. In 1858, Jedediah R. and Henry S. Baldwin purchased the Goldsmith and Ten Eyck shipyard and began a business that continued almost uninterrupted until 1919. The Baldwins built at least 100 steamboats, canal barges, hay barges, tugboats and a large steam dredge over their 61-year history and repaired many more. A marine railway was built at the company’s Mill Street yard in 1884 which facilitated the launching of new boats and the repair of passenger steamboats of all but the largest sizes. Among the more notable boats built here were the 182-foot sidewheeler Andrew Harder in 1863, 253-foot propeller steamboat Nuhpa in 1865, the sidewheel towboat Jacob Leonard in 1872, the 127-foot sidewheel steamboat G.V.S. Quackenbush in 1878 and the 139-foot hay and excursion barge Andrew M. Church in 1892. Between 1905 and 1906, 13 boats were launched at the Baldwin yard. Photographs of the yard taken in the late nineteenth and early twentieth centuries show the marine railway in use, new boats being built on the shoulders of the railway slip, an office and loft building, several storage buildings, a steam mill for sawing and planning lumber, a basin adjacent to the river to keep logs from drying and checking, several steam boxes with brick furnaces and teams of workers with caulking mallets in hand. Launches of the larger boats were often celebratory events for the community and recorded in photographs. Small boats were also produced and serviced in New Baltimore. In the 1880s, Herrick & Powell produced yachts and launches with steam and early internal combustion engines. In 1898, William H. Couser moved his boat shop to Mill Street where he produced and repaired small craft for some years. The Baldwin firm built or repaired at least one small auxiliary schooner at its Mill Street yard and briefly operated a small yard nearby at Matthews Point for building smaller tugs. New Baltimore’s mid and later nineteenth century prosperity was expressed in its fine homes and churches. Stylish homes with verandahs overlooking the river and sometimes distinctive cupolas were built by the town’s leading industrialists and merchants in the latest styles of the day. Steamboats connected New Baltimore to Albany, Hudson and ports in between and a five-story hotel was built on the town square. Large warehouses flanked the public dock and coal pockets were built near the steamboat dock and a short distance south on Mill Street. By the 1890s, the waterfront was flanked by enormous icehouses at its north and south ends and across the river on Hotaling Island. New Baltimore’s decline was gradual. The West Shore Railroad by-passed the hamlet by more than a mile when service began in 1883, limiting the possibilities that direct rail service might have provided. Major fires in 1897, 1905, 1912 and 1929 largely destroyed the business center of the community. The natural ice industry declined during this same period due to public concerns over bacterial contamination from polluted river water and the simultaneous rise of clean manufactured ice. The Baldwin shipyard was purchased by William Wade in 1919 and incorporated as the New Baltimore Shipbuilding and Repair Corporation. It may have built one or more wooden tugs. The last launch in town was the 90-foot wooden steamship Kittaning built in 1922 for the Manhattan State Hospital on Ward’s Island. Thereafter, the yard became a dock for Wade’s adapted sand and dredging company. While ideal for building wooden sloops, barges, tugs, ferries, and small to mid-sized steamboats, New Baltimore did not have enough available flat land along the river or the access to rail shipments necessary to create an efficient yard for building with steel. Steel shipbuilding succeeded elsewhere on the Hudson River where adequate land and infrastructure were available, notably at Kingston, Newburgh, and Cohoes. With its prime industries lost, New Baltimore lost status, population, and a number of ancillary businesses that once thrived on its booming economy. Images taken by Office of War Information photographer John Collier, Jr. in October 1941 show a town with little apparent activity, dilapidated fences, unpainted porches and a waterfront with rotting barges. Buildings continued to be lost to fire and neglect and trees reclaimed industrial sites and yards. Areas of dense-packed housing were gradually thinned and by the 1970s, the town had lost as much as one-fourth of its historic building stock. The hamlet’s stabilization and recovery, beginning in the 1970s, paralleled a broadened appreciation for the Hudson River and the gradual clean-up of its waters. Today, the hamlet is an attractive bedroom community for families and individuals with employment in adjacent communities and nearby cities. Its maritime heritage is echoed in the houses of the shipbuilders, captains, shipwrights and rivermen, the remains of the earth-filled docks and slips, a lone derrick, several subbing posts along the shoreline and the stone foundations of some of its lost buildings and industrial sites. Sources: Bush, Clesson S. Episodes from a Hudson River Town, New Baltimore, New York. SUNY Albany, 2011. Gambino, Anthony J. By the Shores of New Baltimore: Its Shipyards and Nautical History. Self-published C.D., 2009. Historic photos courtesy of Town of New Baltimore Historian's Office and Greene County Historical Society. AuthorMark Peckham is a trustee of the Hudson River Maritime Museum and a retiree from the New York State Division for Historic Preservation. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
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