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Editor’s Note: The following text is a verbatim transcription of an article featuring stories by Captain William O. Benson (1911-1986). Beginning in 1971, Benson, a retired tugboat captain, reminisced about his 40 years on the Hudson River in a regular column for the Kingston (NY) Freeman’s Sunday Tempo magazine. Captain Benson's articles were compiled and transcribed by HRMM Contributing Scholar Carl Mayer. This article was originally published March 5, 1972. ![]() A SKETCH OF THE “REINDEER” by marine artist Samuel Ward Stanton, of Newburgh. Since early steamboats operated in the age before photography, Stanton’s sketches and paintings, in many cases, are the only known likeness of the vessels. Stanton perished as a passenger on the ill-fated maiden voyage of the liner “Titanic.” He was returning from Europe where he had gathered source material for a series of murals for the Day Liner “Washington Irving,” then being built. Back in 1938, the tugboats “Winthrop” and “Brimstone’’ of the Hedger Transportation Company were coming down the Hudson River with a tow of canal boats. Off Evesport, north of Saugerties, they ran into heavy fog. Feeling their way along in the fog, the tow started to pull to the eastward towards Tivoli. But, the tow didn’t get very far before it fetched up on the mud flats on the east side of the channel. Before long, some of the barges started to leak and two of them sank. When the barges were pumped out and raised, it was discovered that their bottoms were cut by deep gashes. The gashes looked as though they had been made by heavy steel obstructions and not by rocks on the river bottom. At low tide, an inspection, made by divers for the insurance company in the area just north of where the tow had run aground, disclosed the remains of a boiler and engine bed of an old steamboat wreck. The wreck was about nine feet under water and close to the flats. Was it the ‘Reindeer’? Because of the location of the old steamboat wreck, it was generally thought the wreck on the river bottom was that of the old steamboat “Reindeer” which had burned and gone under at that location way back in 1852. The ‘‘Reindeer” had originally been built in 1846 for service between New York City and New Brunswick, N.J. on the Raritan River. She later ran between New York and New Haven, Conn. — and on this run her ability to travel at high speed was soon noted. Because of her speed, in 1851 she was placed in service on the Hudson River in the then highly competitive service between New York and Albany. On September 4, 1852, the “Reindeer’’ was proceeding up river for Albany with between 300 and 400 passengers aboard. She had just made her landing at Bristol, now called Malden-On-Hudson, when her boiler blew up. The smoke stack fell, demolishing the pilot house and upper deck. Steam from the bursted boiler flooded the lower cabin where many passengers sat eating dinner. Some 31 persons lost their lives in the accident. She caught fire as a result, but the flames were apparently extinguished. Three days after the accident, fire broke out again and got out of control. The ‘‘Reindeer’’ was cut loose from the Bristol dock where she had been secured, and the remains of the steamboat drifted aflame to the east side of the channel where the fire burned itself out. What was left of the “Reindeer” sank on Green’s Flats, just north of where the red flashing Beacon No. 38 is now standing. So in 1938 — 86 years after her fatal accident — the “Reindeer” came back to plague boatmen of another era in another century. At that time, stories were again told of her feats of speed and races she had engaged in against other steamboats — an age when the first steamboat to reach a landing got the waiting passengers. AuthorCaptain William Odell Benson was a life-long resident of Sleightsburgh, N.Y., where he was born on March 17, 1911, the son of the late Albert and Ida Olson Benson. He served as captain of Callanan Company tugs including Peter Callanan, and Callanan No. 1 and was an early member of the Hudson River Maritime Museum. He retained, and shared, lifelong memories of incidents and anecdotes along the Hudson River. 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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Editor's note: The following text is from an article printed in the Harpers Weekly magazine issue of August 12, 1871. Thank you to Contributing Scholar Carl Mayer for finding, cataloging and transcribing this article. The language, spelling and grammar of the article reflects the time period when it was written. About half past one Sunday afternoon, July 30, the Staten Island ferry boat Westfield was lying quietly in her slip at the foot of Whitehall Street, New York. Over four hundred souls were on board, lured by the delightful weather from their crowded homes to breathe the pure sea air and enjoy the grass and shade of the uncontaminated country. Everything was in readiness for the start. The captain was at his post, the engineer was on his way to the engine room, men were standing ready to unhook the chains, when suddenly there came a terrible crash, and in an instant the steamer was a wreck. Those who witnessed the disaster say that first there was a dull crunching sound, somewhat like that made by the fall of a large building, followed immediately by the sharp hiss of escaping steam. The main deck was forced upward for a considerable distance; the beams and planks were torn into fragments. Many of them were thrown high into the air, and fell back in a confused mass into the hold. The pilot house, which was directly over the boiler, was hurled into the air to a great height, and falling back upon the hurricane deck was shattered to pieces. The pilot was in the house, and yet, strange to say, aside from a few severe scratches and contusions and a severe shock, escaped unhurt. He could scarcely believe that he was not mortally injured, as he crawled from the ruins and saw the havoc and desolation that had been made. The heavy smoke stack was also blown high in the air and fell into the general wreck. The escaping steam filled the boat, and many were scaled who would have otherwise escaped unhurt. The part of the boiler which gave way was opposite the fire box, and toward the bow of the boat. Such was the force of the explosion that a piece of the upper half of the shell of the boiler, twenty feet in length and weighing two tons, was hurled forward a distance of twenty-five fee, and lodged in the bow. The fracture apparently started at a place where the boiler was patched to cover a defect. A majority of the passengers were collected on the main deck, directly over the boiler. These were blown into the air to the height of thirty or forty feet, falling back into the wreck, or into the water. Happy were those who died instantly! Scores of men, women, and children who escaped the full force of the explosion were immediately enveloped in a scalding cloud of steam. The scene of the boat was harrowing. Groans and loud screams of agony came from the scalded, wounded, and dying. Parents were eagerly seeking their children, children for parents, friends for friends. Many in their panic leaped overboard, some were rescued by boats that surrounded the wreck, while others sank at once and were drowned. The Police and Fire departments called upon for assistance, and at once furnished men and means to convey to the hospitals such sufferers who could be moved. A pitiable sight they presented when brought upon the docks. Many had the skin almost entirely scalded from the face, neck, and breasts. Others had lost portions of their hair, from the scalp literally being parboiled and peeled off. Others were covered with ghastly wounds, and all were begrimed with soot and dust. As fast as possible the sufferers were removed to the hospitals, where the utmost that surgical skill could do was done to relieve them. In spite of every attention, many died after their removal. The number of the victims has not been fully ascertained. It is thought that between forty and fifty were killed outright, and that the list of fatalities may be swelled to a hundred by deaths in the hospital. The cause of the explosion has not been ascertained. Various surmises are afloat in regards to it. Only two months ago, the United States inspector of boilers inspected the Westfield and pronounced it safe. The engineer, a colored man, is said to be capable and trustworthy. He states that just before the explosion took place, he found the water in the boiler all right, and the steam gauge indicating a pressure of twenty-seven pounds. A fragment of the boiler picked upon the dock was pronounced by good judges to be unsound iron. It was taken to police headquarters to be produced before the coroner’s jury, when the questions of cause and responsibility will be fully inquired into. 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 articles were originally published in the 1790s in the newspapers listed below. Thanks to volunteer researcher George A. Thompson for finding, cataloging and transcribing this article. The language, spelling and grammar of each article reflects the time period when it was written. Daily Advertiser, October 20, 1795 :Stolen or drifted away last night, from Mr. Ludlow's wharf, near the Fly-market, a small PLEASURE BOAT, built and rigged sloop fashion, about 25 or 30 feet keel, and about 3-4th decked, a mainmast and jib almost new, with the sail-maker's name, Gerardus Smith, on them; her bottom painted white, her sides yellow and black, her stern white with a black edge; she had a small skiff upon her deck, lately painted; built Clinker fashion, with an iron chain fastened to her bow. Whoever will bring her to the owner at No. 143 Front-street, shall be handsomely rewarded, and doubly so, if stolen, and the thief discovered. N. B. It is supposed she has been carried up the East River. Argus, or Greenleaf’s New Daily Advertiser, September 24, 1795 On Sunday afternoon last, a pleasure boat was overset in a heavy gust of wind, in the East River, near Blackwell's Island, by which unfortunate circumstance four men were drowned. Herald, September 26, 1795 -A serious warning to those who are fond of amusing themselves on the water on Sabbath days. N-Y Gazette & General Advertiser, April 3, 1797 For Sale; Cheap for Cash or short Credit, An excellent SLOOP, two years old, will carry about 2000 bushels of wheat . . . , an exceedingly faithful built vessel, and is remarkable tight and staunch, having been built within a few miles of the city, in a very careful manner, and of seasoned timber. The Journals of Hugh Gaine, Printer, April 4, 1798 Wednesday [April] 4th[, 1798]. This Day a Sloop arrived from Albany in 18 Hours; The first this Spring, and the Weather very cold and rainey. The Travel Journals of Henrietta Marchant Liston, June 18, 1799 On [June 18, 1799] we took our passage in an Albany Sloop & sailed at six in the Evening; our accommodation was extremely good, the weather fine, & we were happy to get free from great Towns during the heats. This voyage is sometimes made in 48 hours, the distance being a hundred & sixty five miles, it is pretty much the same as by Land. A southerly Wind very soon removed from our view the Town of Newyork, & we were much gratified by the appearance of the beautiful Villas ranged along the Hudson, to the distance of seven or eight miles. The opposite (or Jersy side) producing a fine contrast of Wood & Rock mixed with a gloomy grandeur. The vast number of Sloops and Brigs scattered in the River added to the variety, the setting Sun enlivening or saddening the Scene. About nine o'clock at night all was changed, a sudden Gust arose, (I have said that these Storms of Thunder Lightening & rain always cool & refresh the air, indeed, I have observed that when they were frequent there existed no yellow fever.) We remained on Deck viewing the effects of the lightening; its vivid flashes every moment displaying the romantic scene around us, while the roaring of the Thunder was echoed by the Hills & Rocks. Though the Moon was little past the full the night was dark, & at ten we were forced down to the Cabin by a heavy shower of rain. The violence of the storm obliged us to Anchor for the night. Next morning proved fine, but the wind being against us we did not get underway till after breakfast. On rising I found that the Vessel was lying very near the land on the Jersy side; we sent the Boat on shore & got fresh Milk from a Fishermans Hut. We passed Fort Washington &, at the distance of 15 miles, came to the termination of York Island. No wind all day, after the tide left us we were obliged to Anchor & wait till its return again enabled us to set sail. We Anchored opposite to a pretty building, called Phillips Manor; near it a gilded Spire oertopped the Trees, & on the shore was a Mill near to an adjoining Creek, from whence we procured excellent water. We were likewise supplied with strawberries and milk. We sailed slowly through the night with light winds, & at six on Thursday morning found ourselves passing rapidly through the Highlands, being then about forty miles from Newyork. At the entrance to these, the River is about seven miles broad, & one of the first objects that presented itself was Stony point; the Highlands are twenty miles in extent, on both sides of the River, very beautiful, often very majestic objects. Stupendous Rocks & high Hills, wooded to their Summit, all bold & romantic. Here and there the scenery softened by a pretty House & small Garden ground. The Fort of Mongtomery is on the Newyork side, those of Putney & Westpoint on the Jersey side, the last well fortified with a handsome House & Barracks. Westpoint offers one of the most magnificent objects to be conceived. The River, which had gradually been reduced to two miles, seems to press itself into still smaller bounds in order to pass through the Mountain, in a compass not exceeding half a mile. This was the Pass which General Arnold meant to have delivered to General Clinton, & a House about a mile from Westpoint was that in which Arnold & the unfortunate Major Andrée held their meetings. We now approached the termination of the High Lands, & the objects rather encreased in beauty. The River wearing sometimes the appearance of a fine Lake, compleatly surrounded with Hills & Rocks, out of which there seemed to be no passage, when after a sharp, though beautiful winding, the objects changed, the Rocks & lofty wooded Hills & romantic Cliffs sunk from our view, & there appeared an expanse of Water & level Banks, crowded with Houses, & frequently populous Villages. The Rocks being Lime the Inhabitants are almost supported by Limekilns, from which it is transported in Boats to the adjacent Ports. The wind continuing fair we made great way in the afternoon, & anchored at Albany by ten at night. We had passed during the second Day, the small Town near which poor Major Andrée was taken, the very Tree (a Tulip Tree) beneath which he was seized & searched is plainly to be seen. Within fifty miles of Albany, on the Newyork side, the Manor of Livingston is visible, some of the Houses very showy, others are beautifully embosomed in Wood. We landed at Albany to breakfast on friday morning, our passage having lasted two days & three nights. *** The convenient position of Albany renders it a rising place. The Seat of Assembly is now removed to it, & it is, of course, the residence of the Governor of the State. We rode five or six miles up the River, saw on the other side a small Town called Troy, & on this side the beginning of one called Washington [now Watervliet (editor's note). 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!
In the early part of this century Kingston Point was the only park in the city. As Columbus Point it had been historically important from very early times. Whether Hendrick Hudson stopped there when in 1609 he sailed up the great river which now bears his name is a moot question, but it certainly became a trading post early in the seventeenth century and tradition has it that the British landed there when they burned Kingston in 1777. Important in Colonial days, it gradually sank into obscurity, to be revived by its purchase in 1893 by the late S.D. Coykendall. In the same year the old horse-drawn cars were replaced by electric trolleys, and in 1896 the Ulster and Delaware Railroad made it a terminal, meeting the Day Boats there and conveying their passengers to their destinations in the Catskills. In 1902 the rival line, the Colonial, was bought by Mr. Coykendall, and, the two lines combined, covered the greater part of the city, making Kingston Point delightfully accessible to the whole population. In a day when the automobile was practically non-existant and comparatively few families had horses and carriages, the only way for the average citizen to get around was on foot or by trolley. On a hot night in summer it was pleasant for the whole family, perhaps with guests, to board one of the "open trolleys," with seats running across the car, breeze down to the Point at an outlay of ten cents per person, round trip, and amuse themselves, according to age and inclination, with what the park had to offer. There was a merry-go-round for the children (the two largest and best horses were named for the Spanish War heroes, Gen. Shafter and Gen. Miles) and various and sundry games. For the lover and his lass, there were canoes for rent in which to paddle idly round the lagoons, or more rashly on the river, and there were secluded seats in the shadowy parts of the wooded area for what was then called "spooning." For adults there were still pictures shown on a screen, the forerunner of the cinema, and there was "Morphy the man who sings to beat the band" and did he sing to beat the band! A large man, clad in white suit and cap, with a nautical air, his vocal effects were fortissimo to the nth degree! There were picnic tables at which to eat lunch or supper, there was Bath Beach where bathing in the river could be enjoyed, and there was the arrival of the Day Boats, north and south bound. The river played an important role in travel to New York and Albany. If time were no object, it was a delightful way to go to town, though for the very young the night boats, the Baldwin and the Romer, were more exciting. To go to bed in Kingston, and wake up in the great metropolis with a whole day to spend before the Mary Powell brought one home was a rare treat in those days. My own recollections of Kingston Point, assisted by the diary which all young girls kept in my time, are especially connected with two dates, 1908 and 1909. On May 29, 1908 the Point was the scene of an impressive ceremony. I was a student at Vassar College then and a number of my classmates were visiting me. We went down to Kingston Point to see the flotilla come in, the escort of the ship bearing Gov. George Clinton's remains from Washington where he died in 1812, while serving as vice-president of the United States, to Kingston, the scene of his inauguration as governor of New York. The unusual sight of the U.S. Navy ships in the river, five destroyers and two sub-marines, the salutes exchanged, the crowds massed there was an interesting experience. The next day, alas, a heavy rain set in and the funeral parade up Broadway to the First Dutch Churchyard where Gov. Clinton's body was interred with pomp and circumstance was marred by the weather. The gloom was considerably lightened for us, however, by the fact that my father's friend Capt. W.H. Webb U.S.N.RET. brought a suitable number of young naval officers to call on us. Among them were acting captains Bingham, Marquart and Daniel and we had a delightful time with these young men. During the weekend, Mrs. Thomas J. Hickey took some of us out to the torpedo boat DeLong. As soon as the officers heard my and my sister's name they looked at us with more attention and brought out from what looked like lockers in the wall of the officers mess-room where they were entertaining us where ship's papers and the log of George W. DeLong who commanded the Jeannette in the ill-fated Arctic expedition in which my father's cousin Lt. Charles Winans Chipp U.S.N. perished, in 1881. In 1909 there occurred the Hudson-Fulton Celebration and again the river was full of ships , including the replicas of the Half Moon and the Clermont which were anchored off the Point. Some of the ships bore men that day who have since become famous. On the Worden was Lt. Harold R. Stark, later chief of operations at the time of Pearl Harbor. On the Dupont was Lt. William F. Halsey, later an admiral and one of the outstanding figures of World War II. In those days before we had bridges across the Hudson I had some other less agreeable experiences at Kingston Point, for while I was at Vassar we had winters of extremely low temperatures. For two different years, the ferry stopped running for long periods and one was obliged to cross the river in a horse-drawn sleigh or on foot, both of which I did no two or three occasions. It was an eerie experience at any time, but in the late winter just before the break-up of the ice it was a nerve-racking one. For many years now Kingston Point has suffered an eclipse, the change from trolleys to busses, the withdrawal of the great river boats, the fact that people now go to the Catskills by car instead of by train, the establishment of parks in other parts of the city has changed the situation. On the other hand, boating, water-skiing and allied sports are at a peak in this country and many more people now enjoy cruising on the lovely river at our doors. With that fact in mind a number of citizens interested in the welfare of Ulster County, have obtained promise of support from the Federal, the State and the city governments with the view of purchasing and maintaining Kingston Point as a park, so perhaps in the future a new and better Kingston Point may rise, like a phoenix, from the ashes of the old one, and our grandchildren may disport themselves, as we did, in that charming old playground, finding delight in the beauty of the Hudson and relaxation in new and more exciting water sports. AuthorDorothy Chipp King's recollections were published in the Kingston (NY) Daily Freeman, August 23, 1962. 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 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. The steamboat “General McDonald” is another one of those vessels that were originally built for passenger service and ended its career as a towboat on the Hudson river. The wooden hull of the General McDonald was built at Baltimore, Maryland, in 1851. It measured 222 feet long, breadth of beam 29 feet 7 inches, depth of hold 9 feet, 7 inches, gross tonnage 541, and net tonnage 421. She was powered with a vertical beam engine with a cylinder diameter of 68 inches and an 11 foot stroke. Built for service in southern waters, the “General McDonald” sailed on Chesapeake Bay between Baltimore and Frenchtown as a freight and passenger boat, and in May, 1852, she arrived in Philadelphia from Baltimore to enter into regular service between Philadelphia and Cape May in line with the famous steamboat, “Thomas Powell.” The next four years saw these two steamboats running in line to Cape May; and then they were both brought to New York. Following a brief period in service to the east of New York, the General McDonald” was returned to the metropolitan area. During this period in her life, the steamboat carried two boilers on her guards and she was not known as a vessel capable of any great speed. The month of April 1855 found the “General McDonald” on the market, and she was finally purchased by Jerry Austin of Albany, owner of a fleet of towboats. This marked the end of the “General McDonald” as a passenger carrier, as her new owner converted her into a towboat and placed her in service between New York and Albany, towing in line with the other towboat of the line, the “Austin.” Later, the “General McDonald” was in service with the towboat “Syracuse,” built in 1857, and the “Ohio.” After some years of service in the Austin line, the “General McDonald” was rebuilt and her boilers were removed from her guards and one large boiler was placed in her hold. The removal of the boilers from the guards and the installation of one smokestack, changed the appearance of the steamboat quite a bit. The General McDonald continued in service on this Albany towing route with the rest of the fleet until the fall of 1876 when the Austin line was abandoned. The towboat “Ohio” was broken up at Castleton on the Hudson, the “Syracuse” was purchased by Samuel Schuyler of Albany, and the “General McDonald,” “Austin,” and “Silas O. Pierce” were purchased by Thomas Cornell of Rondout in the winter of 1877. This marked the appearance of the “General McDonald” in local steamboat history as she came to the Rondout creek in 1877 and ended her days of usefulness out of the same port. The former Austin line vessel was placed in regular towing service between Rondout and New York with the rest of the Cornell fleet, hauling scows and barges up and down the Hudson river for many years. During the latter part of the 19th century, the “General McDonald” had new boilers placed in her hold and two smokestacks took the place of the former lone stack- again changing her appearance considerably. For a span of 50 years the “General McDonald” was a familiar figure on the Hudson river, and finally at the turn of the century, she was found to be rather worn out and of no further use. She was sold to J.H. Gregory of Perth Amboy, N.J., and on September 5, 1905, she sailed from Rondout on her last trip down the Hudson- to the graveyard of many a river steamer, Perth Amboy. 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. 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 excerpts are from the newspaper articles listed, Thank you to Contributing Scholar George A. Thompson for finding, cataloging and transcribing these articles. The language, spelling and grammar of the article reflects the time period when it was written. September 10, 1832, Boston Courier (Boston, Massachusetts) The Poughkeepsie Whaling Company have purchased the ship Vermont, 3000 tons burthen, which they will proceed immediately to fit out for a voyage to the Pacific Ocean. November 1, 1832, Newburgh (NY) Telegraph The Whale ship Vermont, owned by the Poughkeepsie Whaling Company, left this place yesterday morning for her voyage. She was saluted by the firing of cannon on her departure. We hope her voyage will be short and prosperous, and her master and crew return in health. — Poughkeepsie Tel. November 10, 1832, Charleston Courier (South Carolina) Whale Ship - The Vermont, a fine ship, and the first fitted out by the Poughkeepsie Whaling Company, took her departure for a three years voyage in the Pacific, under a National Salute from an eminence adjacent to the village of Poughkeepsie, (NY) June 13, 1833, Newburgh (NY) Telegraph The Poughkeepsie Whaling Company have purchased the ship Elbe, and intend to fit her out immediately for the South Atlantic. August 10, 1833, Columbian Register (New Haven, Connecticut) The ship Elbe, owned by the Poughkeepsie Whaling Company, came down from that place on Monday, and will sail in a day or two on a three years cruise in the Pacific. She was provisioned and manned at Poughkeepsie, and we hope the company may be remunerated for their enterprize by a profitable voyage. – N.Y. Gazette Can you feel the sea breeze? Can you see the great tail? This ship has been roaming in search of the whale. And though we've returned to this arm of the sea The smell of the ocean's still clinging to me. Well then, I'm bound for Poughkeepsie Well then, I'm headed for home Well then, I'm bound for Poughkeepsie Well then, I'm headed for home Well hello, Father Hudson, it's good to be home I'm headed up river to seek out my own And with luck by tomorrow my loved ones I'll see Where the reach of the ocean is too far from me Well then, I'm bound for Poughkeepsie Well then, I'm headed for home Well then, I'm bound for Poughkeepsie Well then, I'm headed for home Oh the water is fresh here, the gulls are all crows It's time I gave though to a set of new clothes And it's good to be where I've been wanting to be Where the sight of the ocean is too far to see Well then, I'm here in Poughkeepsie Well then, I'm back in my home Well then, I'm here in Poughkeepsie Well then, I'm back in my home I can sleep in a bed that won't shift 'neath my back And I won't care tomorrow should the clouds turn to black I can walk anywhere that I'm wanting to be To be quit of the ocean is alright with me Well then, I'm here in Poughkeepsie Well then, I'm back in my home Well then, I'm here in Poughkeepsie Well then I'm back in my home All my friends and relations are gathered around Each day I thank God for my feet on the ground But the whales are still sportin' where the waves can run free And the song of the ocean is singing to me Well then, I'll be leaving Poughkeepsie Well then, farewell to my home Well then, I'll be leaving Poughkeepsie Well then, farewell to my home Oh the talk is all turning to bushels and bales But my heart is yearning for the wind in the sails Let the farmer sow here, I can reap from the sea Where the swell of the ocean is pulling at me Well then, I'll be leaving Poughkeepsie Well then, farewell to my home Well then, I'll be leaving Poughkeepsie Well then, farewell to my home credits from Where the Heron Waits, released January 1, 2009 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 articles were originally published between 1877 and 1911 in the newspapers listed below. Thanks to volunteer researcher George A. Thompson for finding, cataloging and transcribing this article. The language, spelling and grammar of each article reflects the time period when it was written. February 3, 1877 Rockland County Journal (Nyack, NY)Trotting on the Ice. A horse trot of considerable interest took place on the bay, in front of our village, on Thursday afternoon of this week. A large crowd of persons were in attendance, and had it been more widely known that the trot was to take place on that day, the number would have been still greater, for our village can boast of some of the liveliest horse-flesh in Rockland county. A trot had been agreed upon by the respective owners of "Col. Campbell" and "Judge Robertson," which was to take place on the road. But the road not being in proper order for trotting, it was decided to use the ice upon the river, which was of a sufficient thickness to be safe and good. Some of the Haverstraw sportsmen, who think their trotters are A No. 1, had been invited to join in the race, but they for some reason unknown failed to put in an appearance, and the race went on without them. At four o'clock the following horses were entered, although rather informally, for the trot: "Col. Campbell," owned by J. P. Taylor; A. Cornelison's "Judge Robertson," Ferdon horse, from Closter, D. B. Amos's "Prince," Capt. J. P. Smith's sorrel mare, and Sisson's horse, from Closter. The horses were all in prime order for trotting, and the interest exhibited by their owners was just warm enough to urge them on to a full test of the merits of their animals. A spirit of generous rivalry always makes a contest of any kind the more interesting. After three spirited heats the race came to a close, "Col. Campbell" bearing away the laurels of the race, he winning all three heats. — "Judge Robertson" came in second, Ferdon horse, third, "Prince," fourth, and Smith's sorrel mare and Sissou's horse about neck and neck. January 14, 1887 - Chatham Republican (Chatham, NY) Catskill sportsmen are now crazy for trotting on the ice. A mile track in the form of a horse-shoe has been laid out, and next Tuesday they will begin a three days’ meeting with $1,000 in premiums. January 22, 1904 - Kingston (NY) Daily Freeman - TROTTING ON THE ICE A trot on the ice for $50 a side took place on the Wallkill Wednesday afternoon between a horse owned by Sol. Thorn and one owned by John Miller. The race was won by Thorn's horse, which was driven by Elting Harp. There was a trot on the ice on Saturday between a horse owned by H. Ellis of Clintondale, and one owned by John Miller. The latter is a much better horse than his appearance indicated. The race was won by Miller. -- New Paltz Independent. February 19, 1909 - Ramapo Valley Gazette (Monroe, NY) - Trotting on the Ice. A large crowd went to Cromwell Lake on Friday, to witness the trotting on the ice. The weather was just what was wanted, and the condition of the ice exceedingly favorable. Fast time was made, but just how fast the horses went could not be told, as the course was not measured. The ice was very smooth and considerable difficulty was found in turning to make the start, and getting away. William Leonard with Ramona, captured the three heats in succession, thereby winning the race. Belle Direct, owned by George Hull, and driven by Frank Rogers, was second, and Black Mahogany, owned and driven by George Fitzgerald, third. January 27, 1911 - Ramapo Valley Gazette (Monroe, NY) The weather now appears favorable for the trotting on the ice of Cromwell Lake, to be held Saturday, if possible. A purse of $100 has been offered, and several of the local sports will participate. It is expected that Pierre Lorillard of Tuxedo, will also have a starter. 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 is a verbatim transcription of an article featuring stories by Captain William O. Benson (1911-1986). Beginning in 1971, Benson, a retired tugboat captain, reminisced about his 40 years on the Hudson River in a regular column for the Kingston (NY) Freeman’s Sunday Tempo magazine. Captain Benson's articles were compiled and transcribed by HRMM Contributing Scholar Carl Mayer. This article was originally published December 24, 1972. Of all the holidays, Christmas is the one that seems to be most closely related to thoughts of home and hearth. If it is at all possible to do so, almost everyone would like to spend the holiday at home. Boatmen are no exception. Many, many years ago, navigation on the Hudson River would virtually cease when the river would freeze over, generally in mid or late December. Then, since most of the boats had wooden hulls and the ice would cause damage to the wooden hulls, the river steamboats and tugboats would lay up until the river ice went out in March. Most of the boatmen would be layed off. Some who had saved part of their summer earnings looked forward to this period at home, while many others would gain winter employment harvesting the annual crop of ice at the many ice houses along the upper Hudson. As time went on, the steamboat companies began to feel the increasing competition from the motor trucks using the new roads being built along the Hudson's shores. In order to keep their vital freight business, some of the steamboat lines tried to run all winter. One of these in the late 1920's was the old Central Hudson Line, running to Newburgh, Poughkeepsie and Kingston. Two in Operation During the winters of 1927-28 and 1928-29, the Central Hudson Line operated their steamers “Poughkeepsie” and “Newburgh” between Kingston and New York. Just before Christmas of those two winters, the crews — knowing they would have to work on Christmas — decorated their boats with Christmas trees. On each vessel a Christmas tree was installed on the bow, another on the flag staff in back of the pilot house, and a third one on the after mast. As they came in or left Rondout Creek during the Christmas season, how nice they looked! This was especially so at dusk when their red and green side lights and white lights around the cabins and decks would sparkle in the clear winter air. I particularly remember the old “Newburgh” on one occasion. It was at the twilight hour and a light snow was falling. She had on her after deck a sky light with colored glass over the passenger cabin. The lights from her cabin, through the colored glass of the sky light, showed up very bright through the falling snow. This, together with her port and starboard running lights, white deck lights and the snow settling on her Christmas trees, made for a near perfect Christmas card setting. Somehow, Rondout Creek never looked nicer. All that now belongs to the long, long ago. Her Last Trip During the same period, Christmas Day 1928, the tugboat “J. C. Hartt” of the Cornell Steamboat Company was bound north with a tow for Clinton Point through drift ice and a snow storm. It was her last trip of the season and after landing her tow, she was to proceed on to Rondout and lay up for the winter. On another Christmas several years later, I was talking to Barney McGooy, the pilot of the “Hartt” on the long ago Christmas day. He said that when they were opposite Buttermilk Falls, south of Highland Falls, they sat down to eat their Christmas dinner. Barney said to me, “What do you suppose we had for Christmas dinner?” I answered, “Turkey." “No,” he said, “we had stew!” Wanted Regular Dinner Barney said to the cook, “It’s bad enough we have to work on Christmas. I think the least you could have done would be to have a regular Christmas dinner.” The cook, however, said nothing. The captain also said nothing. Both the captain and the cook were getting on in years and had been together for many long seasons on the Catskill Evening Line steamers “Walter Brett,” “City of Catskill," “Kaaterskill” and “Onteora." Because of their long association together and having known each other since childhood, I suppose the captain said to himself, “Let it slide, it's Christmas.” Today, this is all changed. There are no more steamboats. The tugboats all have steel hulls and high powered diesel engines. Because of the demand for fuel oil and gasoline and since construction projects no longer cease due to cold weather, the tugs run all winter long pushing the oil and cement barges through the ice. The one unchanging factor is the boatman’s desire to be home for Christmas. Most companies recognize this and rarely are boats in operation on the Holy Days. AuthorCaptain William Odell Benson was a life-long resident of Sleightsburgh, N.Y., where he was born on March 17, 1911, the son of the late Albert and Ida Olson Benson. He served as captain of Callanan Company tugs including Peter Callanan, and Callanan No. 1 and was an early member of the Hudson River Maritime Museum. He retained, and shared, lifelong memories of incidents and anecdotes along the Hudson River. 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 article is from the Rockland County Journal (Nyack, N. Y.), April 13, 1867. Thank you to Contributing Scholar 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. CHRYSTENAH. A few days since we paid a visit to this magnificent piece of river architecture, and were more than pleased with what we saw during the examination. This floating palace, owned by the Messrs. Smiths', is a creation of Nyack; her hull and lower works having been built by William Dickie, a practical ship and boat builder, who knows when work is done as it should be. Her length over all is two hundred and ten feet, beam thirty feet. Having been moored at her dock, foot of Harrison street, New York, all winter, she was recently brought to Nyack where she has been thoroughly overhauled and has had affixed to her machinery the steam jet, instead of the old style blower that has been the means of destroying so many noble boats and valuable lives; adding at the same time increased speed to the boat. On entering upon the main deck the first object that strikes the attention is the magnificent stairway constructed of rosewood. black walnut and mahogany, ornamented on each side by a statuette of Don Cesar and Don Juan, moulded in the finest style of the art. At the top of the first landing is the portrait of a venerable lady, Messrs. Smiths' mother, now in her eighty-third year, from whom the boat derives its name. Passing up to the next landing we come to the upper deck saloon where we find such taste and elegance combined as to form the exception to these so-called articles of the day. The saloon is one hundred and twenty feet long, and is fitted up and furnished with every appliance imaginable for modern comfort and convenience. Guilded cornices, designs in painting rivaling nature's best, stained glass lights, silk damask curtains, velvet carpets and lounges, antique furniture, mirrors of huge dimensions in which the vanity of the vain can find ample gratification, and marble covered heaters used as tables, go towards making up what we deem a beau-ideal of a steamboat. The ladies' cabin beneath and occupying the after part of the main deck, is a cosy place where repose may be found away from the throng of the saloon — The dining appartment is amply large and is elegantly fitted up for the accommodation of all who may desire to patronize it. Messrs. Cobanks & Theall N. Y. are the builders of the engine, and such is the cleanliness and order of the engine room that a lady might venture in in silks without fear of contamination. Taken as a whole, we believe the Chrystenah to be in every respect, one of |the finest boats on the Hudson. On last Monday morning she commenced her regular trips for the season, since which time she has been patronized to the entire satisfaction of her owners. 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 articles were originally published on the dates listed below. Thanks to volunteer researcher George A. Thompson for finding, cataloging and transcribing this article. The language, spelling and grammar of the articles reflects the time period when they were written. December 20, 1856 - Rockland County Journal (Nyack, NY) COMPOSITIONS. SNOW. Snow comes next after frost, and the children are all delighted to see the snow. Before snow comes I get tired of seeing the dead grass and the leaves, and am glad to have them covered up. It is pleasant to watch the snow-flakes as they fail. They do not make any noise in falling. It often snows all night without our knowledge. Then it is a great surprise in the morning to see everything white with snow. The trees and the roofs of buildings look very white with snow. It is very agreeable to hear the sleigh-bells jingle. The boys make snow forts, and pelt each other with snow balls; and the deeper the snow the better they like it. How strange it is that such a cold thing as snow could keep anything warm. It keeps the earth warmer during winter than what it would be without it. A great many plants would die in winter if it were not for a good blanket of snow. Piermont, Dec, 1856 M. J. C — Dis. 2. February 9, 1878 - Rockland County Journal (Nyack, NY) An old fellow from the country on a pair of "bobs" visited the village on Monday, and just as he got opposite Waldron's store he was pelted. front and rear, with snow balls. The old chap took in the situation at a glance, and began firing back with eggs (ancient ones, saved up for that purpose. Before he got through with that crowd, they looked as if they had just been battling with yellow fever or jaundice. A few are not in condition to appear on the street yet. December 11, 1903 - Putnam County Courier (Carmel, NY) Snow balls have been flying thick and last, and nobody has been inconvenienced but those who have been pelted. January 27, 1928 - Scarsdale (NY) Inquirer Snow Man Contest, Weather Permitting A contest for the best snow man made by the boys and girls of Scarsdale will be staged by the Scarsdale Supply Company, when and if there is enough snow to make snow men. Four prizes have been offered from the stock of snow and ice sports articles. The contestants are to be divided into age groups for the awards. The contest is to be judged by Tony Sarg, Clare Briggs, and Rube Goldberg and selections are to be made from photographs. The date set for final receipt of photographs is February 18. SNOW CONTEST PRIZES Winners of the Scarsdale Supply Company's unique Snow Man Contest received their awards this week. Tony Sarg, Clare Briggs and Rube Goldberg were the judges. Because an inconsiderate weather man forced the contest to linger so late in the season, the Supply Company offered a choice of prizes — either the winter sporting goods originally promised, or its equivalent in spring sporting goods and games. Following is the list of winners: Senior group, ten years old or over. First Prize: Choice of six-foot toboggan or baseball glove and baseball; Paul Chase, 12 Burgess road. Scarsdale. Second Prize: Choice of pair of skis or baseball glove; William Burton, 15 Carman avenue, Scarsdale. Although only two prizes were offered in this group the contest was so close that it was decided to award a third prize, a choice of half a dozen tennis balls or the equivalent in games; Helen Rollins and Constance Lee, 18 Rodney terrace, Scarsdale. Junior group, under ten years old. First Prize: Choice of skates with shoes, or scooter; John Nute, 241 Madison street. Scarsdale. Second Prize: Choice of Flexible Flyer sled or croquet set, "Alan" and "Jean," 16 Burges road. Scarsdale. In cases where no age was given, or where a "Junior" had admittedly or obviously been "helped" with his snow man, the pictures were classed in the Senior Group. 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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