Construction of Ice-Houses

Ice is a cheap luxury in this country, and the Ice House very justly begins to be reckoned one of the necessary buildings on every complete farming establishment. Indeed it is indispensable to the proper preservation of the products of the Dairy and the Garden, as well as of meats, pastry, & c. It would be a gain to many a family, in one year, of what one that would answer every purpose would cost. We recommend the matter, at once, to the attention of our readers.

The following excellent suggestions on Ice Houses are extracted from the "Horticulturist":
To build an ice house in sandy or gravelly soils, is one of the easiest things in the world. The drainage there is perfect, the dry porous soil is of itself a sufficiently good non-conductor. All that it is necessary to do, is to dig a pit, twelve feet square, and as many deep, line it with logs or joists faced with boards, cover it with a simple roof on a level with the ground, and fill it with ice. Such ice houses built with a trifling cost, and entirely answering the purpose of affording ample supply for a large family, are common in various parts of the country.

But it often happens that one's residence is upon a strong loamy or clayey soil, based upon clay or slate, or, at least, rocky in its substratum. Such a soil is retentive of moisture, and even though it be well drained, the common ice house just described will not preserve ice half through the summer in a locality of that kind. The clayey or rocky soil is always damp – it is always an excellent conductor, and the ice melts in it in spite of the usual precautions.
Something more than the common ice house is therefore needed in all such soils. "How shall it be built?" is the question which has frequently been put to us lately.

We desired Mr. Wyeth's hints for building an ice house for family use, both above ground and below ground.

In the beginning, we should remark that the great ice houses of our ice companies are usually built above ground; and Mr. Wyeth in his letter to us remarks, "we now never build or use an ice house underground; it never preserves ice as well as those built above ground, and costs much more. I, however, send you directions for the construction of both kinds, with slight sketches in explanation." The following are Mr. Wyeth's directions for building:

"1st. An Ice House above ground. An ice house above ground should be built upon the plan of having a double partition, with the hollow space between filled with some non-conducting substance.

In the first place, the frame of the sides should be formed of two ranges of upright joists, 6 x 4 inches; the lower ends of the joists should be put into the ground without sill, which is apt to let air pass through. These two ranges of joists should be about two feet and one-half apart at the bottom, and two feet at the top. At the top these joists should be morticed into the cross-beams, which are to support the upper floor. The joists in the two ranges should be placed each opposite another. They should then be lined or faced on one side with rough boarding, which need not be very tight. This boarding should be nailed to those edges of the joists nearest each other, so that one range of joists shall be outside the building, and the other inside the ice room or vault.

The space between these boardings or partitions should be filled with wet tan, or sawdust, whichever is cheapest or most easily obtained. The reason for using wet material for filling this space is, that during winter it freezes, and until it is again thawed, little or no ice will melt at the sides of the vault.

The bottom of the ice vault should be filled about a foot deep with small blocks of wood; these are levelled and covered with wood shavings, over which a strong plank floor should be laid to receive the ice.

Upon the beams above the vault, a pretty tight floor should also be laid, and this floor should be covered several inches deep with dry tan or sawdust. The roof of the ice house should have considerable pitch, and the space between the upper floor and the roof should be ventilated by a lattice window at each gable end, or something equivalent, to pass out the warm air which will accumulate beneath the roof. A door must be provided in the side of the vault to fill and discharge it; but it should always be closed up higher than the ice, and when not in use should be kept closed altogether.

2d. An Ice House below ground. This his only thoroughly made by building up the sides of the it with a good brick or stone wall, laid in mortar. Inside of this wall set joists, and build a light wooden partition against which to place the ice. A good floor should be laid over the vault as just described, and this should also be covered with dry tan or sawdust. In this floor the door must be cut to give access to the ice.

As regards the bottom of the vault, the floor, the lattice windows in the gables for ventilation, etc., the same remarks will apply that have just been given for the ice house above ground, with the addition that in one of the gables, in this case, must be the door for filling the house with ice.

If the ground where ice houses of either kind are built, is not porous enough to let the melted ice drain away, then there should be a waste pipe to carry it off, which should be slightly ben, so as always to retain enough water in it to prevent the passage of air upwards into the ice house."

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                                                                       "City of Troy"
               
The hull of the “City of Troy” was built of wood by John Englis and Son of Greenpoint, N.Y., in 1876, and was 280 feet long. Her engine was a vertical beam engine from the steamboat “Fire Cracker,” and was rebuilt by the Quintard Iron Works of New York.
               
The “City of Troy” was built for the Citizens’ Line of Troy to take the place of the “Sunnyside” which was lost the year previous, and she made her first trip under the command of Captain L.D. Deming on June 15, 1876, from New York to Troy. At that time the new craft was one of the finest and largest of the night boats plying the waters of the Hudson and she had accommodations for a large number of passengers as well as ample space for freight.
               
The running mate for the “City of Troy” during its first year in service was the “Thomas Powell.” In 1877 the new steamboat “Saratoga” was added to the Citizens’ Line and the two boats ran together on the same route for many years. The fastest trip ever made by the “City of Troy” occurred in the summer of 1897, when she completed the New York to Troy run in nine hours and six minutes.
               
The engine of the “City of Troy” has an amazing history. As was stated above, it was originally built for the steamboat “Fire Cracker,” constructed in 10861 for service in Chinese waters. The “Fire Cracker” traveled to China under her own power but was later wrecked on the China coast and her engine shipped back to New York. Thomas Cornell of Rondout purchased the engine and then in the winter of 1876 sold it to the Citizens’ Line.
               
Once again the flames ended the career of a river steamer. On April 5, 1907, the “City of Troy” left her pier at the foot of West 10th street at 6:15 p.m., heavily loaded with freight and passengers, bound for Troy. On the way up the Hudson she caught fire and burned up to the water’s edge alongside the private dock of Edwin Gould at Dobbs Ferry. Every one of the 90 passengers reached shore safely due to the coolness and bravery of Captain Charles H. Bruder and his crew, but the magnificent steamer was completely destroyed, with the exception of her boilers, which were later used on the “Saratoga.”

Recently sections of a mural featuring the steamboats "Clermont", "Mary Powell" and "Norwich" as well as a lighthouse and a tower for a ferry fog bell were found in the Hudson River Maritime Museum Archives.  The sections measure 30 feet when put together. If you know what building this mural came from, contact the museum at [email protected].

Way back in the 1890’s, the Cornell Steamboat Company had a big tugboat by the name of “John H. Cordts.” And at that time, the steamboats,  “New York” and “Albany” were the regular steamers of the Hudson River Day Line.
           
One summer afternoon, the “Cordts” came out of Rondout Creek to run light to Hudson and to relieve the “Norwich” of a large tow of canal boats. At the same time, the “New York” was leaving Rhinecliff on her way up river, crowded with passengers. The “Cordts” pulled slightly ahead of the “New York” and as the “New York” got up her speed, the “Cordts” dropped back and then hooked up so she lay off the port side aft of the “New York.” The suction from the “New York” dragged the “Cordts” right along with her all the way to Catskill, where the “New York” made a landing.

The “New York” and “Albany” were in that day and age very fast wide wheelers and ordinarily could outrun the “Cordts” like a rabbit would a turtle. However, when those side wheelers were in shallow water they would drag their stern down deep in the water and a bid suction wave would follow right along with them. Whatever lay off the after quarters on the Day Liners would go right along with them.

Disbelief from Distaffers
The “New York” and the “Albany” were advertised in the newspapers of the day as very speedy. Some ladies who were passengers on the “New York” that day wrote a letter to the Day Line saying they did not think the “New York” was so fast when a tugboat could stay right alongside her for so long a distance.

A. Van Santvoord, a president of the Day Line, wrote a letter to S.D. Coykendall, president of the Cornell Steamboat Company, requesting him to please ask his captains to stop trying to race with the Day Line steamers. Of course, Van Santvoord and Coykendall knew what the score was, but passengers on the “New York” wouldn’t understand about shoal water, suction, etc.

Coykendall called captain of the “Cordts”, Jim Monahan, on the carpet about the incident and told him not to do it again or he would be discharged. But the way it has been told to me, Jim Monahan was a very stubborn man. Sure enough, he tried it again and that was the last of Captain Monahan on the “John H. Cordts.”

After leaving Cornell, Captain Monahan was captain of the steam lighter “Uriah F. Washburn,” carrying cement and lime all along the Hudson River and Long Island Sound. After that, until his death, he was captain of the steamer “Newburgh” of the Central Hudson Line. All river men agreed he was always a very good captain or pilot tugboats, steamboats or whatever he happened to be on, the sleigh rides and dismissal notwithstanding. 

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Racing of Steamboats. – We are sorry to learn that the practice of putting certain steamboats to a competition of speed, on the North River, has been resumed this season.  This practice is in itself highly reprehensible, and in the present state of alarm, in consequence of the late fatal explosion on board the General Jackson, it is an act of disrespect to the passengers, and to those of a more timid make, particularly ladies, an act of absolute cruelty.  If the proprietors of the boats engaged in this practice were to give fair notice – if they were to advertise that on such a day there would be a trial of speed between certain boats – that people would not then be landed at Colwell's and West Point, and other usual landing places along the river – that the steam would not be let off at the few places where the boats stopped to leave or take in passengers; and that those only who were willing to risk their lives under such circumstances, were desired to become passengers, then all would be fair.  Those who liked to witness the sport, and were willing to run the hazard of being blown up, could then go on board; and those who preferred a safe and comfortable passage, could take some other boat.  Besides the alarm and terror of the passengers, there are other inconveniences.  A gentleman sets out with his family, on a trip of pleasure, to go to West Point.  In spite of his remonstrance, he is carried by West Point, and landed at Newburgh, amidst a mob of people, assembled at the wharf to witness the race between the boats.  Here he is obliged to stay in a grog shop for several hours, waiting for a boat to come along and take him down again to his place of destination.  In the meantime, his only amusement is to witness the tumultuous excitement which the strife between the boats has created among the people who are divided into regular factions on the subject; and who celebrate, as we are informed, the victory of a favorite boat, with discharges of rockets, and other fire-works. New-York Evening Post, June 27, 1831, p. 2, col. 1
​

Hyde Park, Sunday, Sept. 14. -- We left Albany at half-past six this morning, in the steamboat "Champlain."  There is a violent opposition between two lines of boats.  The fare to New York is fifty cents.  We were contending with the "Nimrod" all the way down, and for five or six miles before we reached Hyde Part landing, the boats were in contact, both pushing furiously at the top of their speed, and we and our trunks were pitched ashore like bundles of hay.  The people at the landing being all in favour of the opposition, except Dr. Hosack himself, nobody would take a line, and we might have drowned without an arm being reached to save .
            
September 16. -- We left Hyde Park and came on board the "Champion," an opposition boat, at half-past twelve o'clock.  The "Albany," passed the landing a few minutes in advance, but did not stop.  Our boat had three or four hundred passengers, and such a set of ragtag and bobtail I never saw on board a North-river steamboat -- the effect of the fifty-cent system.  If the people do not rise up in their might and put a stop to the racing and opposition, it will be better to return to the primitive mode of travelling in Albany sloops.  I would rather consume three or four days in the voyage, than be made to fly in fear and trembling, subject to every sort of discomfort, with my life at the mercy of a set of fellows whose only object is to drive their competitors off the river.  Philip Hone, The Diary of Philip Hone, 1828-1851, Bayard Tuckerman, ed., N. Y.: Dodd, Mead, 1889, vol. I, pp. 111-12, entries of September 14 & 16, 1834.  

One of the major industries along the upper Hudson River, prior to World War I, was the natural ice business. The ice, once it had reached a desired thickness of at least 12 inches, was cut, or harvested, and stored in huge double-walled wooden structures known as ice houses.
           
The invention and marketing of the home electric refrigerator quickly brought the industry to an end after World War I. Prior to this, almost every household would have had an ice box and used natural ice. Most of the ice for New York City came from the upper Hudson and was delivered to the market by special barges in long river tows.
           
Before World War I, the River would normally begin to freeze over by mid December, at which time all navigation on the River would cease. This was due to two factors. At that time, virtually all commercial vessels were made of wood and new ice would raise havoc with a wooden hull. Also, coal was the most common fuel used for heating and coal all virtually came into the area by railroad, eliminating the need to keep the river open in the winter.
           
During the warmer months of the year, a common sight in city residential areas was an ice wagon pulled by a horse delivering ice in quantities desired by the home owner.
           
In November, most of the horses owned by the ice companies would be taken to the steamboat piers and put on board the freight and passenger boats for transportation to the up-river ice houses. The steamers would stop at the ice house docks, and there a number of horses put ashore for later work on the ice, clearing snow, marking out the ice fields, pulling large pieces of ice through a cut channel to the ice house for storage, etc. The following spring, the process would be reversed and the horses returned to their summer employment of delivering the ice to the city dwellers.

Working on the ice was hard, back breaking, and cold wet work, the work day starting, during the harvest, at dawn and ending at dusk, six days a week. Most of the work, sawing the ice, pushing and pulling the ice cakes by long pike poles, and storing the ice inside the ice houses was pure manual labor. The pay was often but a $1.50 a day. It was not unusual at the peak of the ice harvest for the workers to strike for more money. The settlement would depend on how much ice was already in the ice house and the weather forecast- -since during a mild winter it was crucial to harvest the ice at the right point in time.
           
​The electric refrigerator and artificial ice making brought the natural ice industry to an abrupt end. The large ice houses gradually passed from the scene. Some were torn down, others burned to the ground in impressive fires and a very few survived until World War II for the growing of mushrooms.

                                                  TREMENDOUS SNOW STORM.
New York has just been visited by one of the most splendid snow storms that ever perhaps has taken place since the old colonial times, when sleighing continued on Manhattan Island for three or four months a year without intermission.  The quantity of snow now lying in our streets is beyond any thing that ever appeared in our time.  About four or five years ago, we had a tolerable snow storm, which afforded fine sleighing for six weeks in succession.  But the quantity then was only half what it is at present.

On Thursday night last, the wind at east by north, thermometer 32°, it began to rain with violence, blowing a heavy gale at the same time.  The rain and gale continued all day Friday, the wind shifting, [and] gradually changed to sleet, then small hail, and latterly large light flakes of snow.  On Saturday morning, wind N. E., thermometer 32°, the early risers found the whole city and surrounding country covered with six inches of light flaky snow, which the wind in its hasty journey would seize in its terrible hand, and scatter about in wreaths with perfect ease.  The shipping in the harbor became weather bound -- the packets and steam boats did not dare go to sea.
           
During the whole of Saturday, the snow storm continued.  At mid day, the weather was somewhat soft, but still the wind blew high and occasionally fierce -- The merry sleigh bells began to jingle through the streets.
           
In spite of the weather, Wall street was as crowded as ever, and the gallant brokers kept up their little groups all the morning on the side walk, in the midst of the unruly elements.  The walking was wet and disagreeable.
           
The Ruins, during the snow, presented a most remarkable and novel appearance.  It looked like the burning craters of so many miniature volcanoes on the snowy tops of the Andes or Himalaya mountains. -- Here and there the snow would lay piled up in heaps on the broken fragments of columns, walls, bricks, and other mutilated materials.  Other places were perfectly bare -- a steam, curling up like smoke, as if from half a dozen of steam boilers, was blowing off under the bricks.  On these spots the snow melted as soon as it fell, and was converted by the burning merchandize to little beautiful clouds of vapor.
                       
"The Ruins" -- There had been a disastrous fire in the city a few weeks earlier.
           
On Saturday night, the weather grew colder and colder -- the snow thicker and thicker.  Several snow balling rows broke out among the boys and the hackmen in Broadway.  A squad of young clerks met by arrangement in Broadway, at 9 o'clock, and made a dead set at the rascally hackmen.  At this period the snow was in an admirable condition for snow balling.  It was soft, spungy, abundant and not extremely cold.  From the opposite points the assailants made a severe fusillade upon the hackmen lying very quietly in their hacks near the Park.  They durst not leave the hacks for fear of their horses running away, and the young fellows pelted them without any mercy.  Every body relished the sport -- the very hack horses laughed outright -- shaking their very manes, and switching their tails in joy, as much as to say -- "don't spare the drivers, boys -- they don't spare the whip upon our backs."

Towards eleven o'clock at night, the intensity of the storm increased.  The thermometer gradually sank -- the barometer gradually rose.  Towards morning, however, the thermometer rose again to 32°, wind still violent, and blowing from the N. E.  The soft spungy flakes changed into hard, dry, round, clear, pearly white snow.  Still there was a softness about it which gave it the power of cohesion.  The trees now presented a splendid appearance.  Every branch was thoroughly enveloped with a garment  whiter than fine linen -- to such an extent that many gave way and broke entirely.  In the Park and College Green many trees were then stripped of their pendant branches by the weight of the superincumbent snow.  Round the Bowling Green, on the Battery, and in Wall street, the trees presented the same dismantled appearance.
           
Throughout yesterday morning the wind blew violently apparently from the north-west and across the North River slantingly.  The waves ran furiously against the western side of Castle Garden.  The whole country around looked white -- nothing dark but the surly, agitated, gloomy, disturbed waters.  Bedlow's Island, Governor's Island, Staten Island, looked like so many pearly icebergs rising out of the stormy billows.
           
The London and Liverpool packets, the Ontario and the Roscoe, sailed yesterday, and by this time they must be far on their journey, with a smacking breeze behind, and a boundless ocean ahead.
           
On the Battery, the snow was on a level nearly three feet deep.  On taking a turn there, we found the top of the wooden benches the only [indication of the] foot path.
           
The Rail Road cars which left Philadelphia on Saturday morning, at 7 o'clock, did not reach this city til yesterday at day light.  We learn that they struggled an hour in passing the Delaware at Camden.  The cars could not proceed faster than three or four miles a hour, so deep was the snow.  There was an unusual number of passengers, male and female, besides many small children.  Embarking on board the boat at South Amboy, they made a start for New York, but did not reach further than Perth Amboy, where, by the violence of the gale, the steam boat ran ashore.  Here the passengers remained all night, without food or fuel, or place to lay their heads.  The poor females were in terrible distress.  About three o'clock in the morning, the boat started again, and reached the city about half past five.  It was snowing violently all the time.
           
We learn the line will not resume their operations for some time.  We are therefore cut off from all communication with Philadelphia, except by the ordinary line over land.
           
In the city all the streets running east and west are almost, if not quite impassible, from the snow having been driven into them by the violence of the gale.  The shipping in the docks and at anchor in the stream, present an appearance truly beautiful, and it was well worth the walk to see them.  From the truck to the deck, each mast yard and shroud was covered with a coat of pure white pearly snow.  The dusky sails were covered with a "cloth of brilliant white."  The tarry shrouds were enveloped in a covering as unusual as it was beautiful, and the tout ensemble was strikingly splendid.

In the midst of this dreadful storm, should not a thought be given to the hapless seaman braving its terrors.  May not a tear of pity be dropped for the luckless vessels thrown upon our coast, where all the elements are combined to destroy them.  Many wrecks are strewn along the shore, whose crews, half famished and perishing with cold, are vainly striving to reach the land, in the hope of finding a shelter from the ruthless storm -- death stares them in the face which ever way they move -- if they proceed, how unlikely are they to find a house upon our desolate coast, and if they remain, the snow drift will be their burial place, the saint-like snow their shroud.
           
And how truly is it said, that "one half of this world know not how the other half lives."  How many hundreds of families are there in this city perishing for want of food and warmth.  Let the haughty rich, who are seated by their cheerful fires, think of the sufferings of those devoted wretches -- let them by contributing a few dollars from their heavy purses, alleviate the suffering of thousands, whose grateful prayer of thanks will afford a truer satisfaction and a purer pleasure that the lavish expenditure of thousands upon things, which, if they afford pleasure at all, it is as unreal and fleeting as the summer cloud.
           
Throughout the whole of yesterday it rained -- or snowed -- or sleeted -- or drifted.  Up to a late hour at night, the same weather continued.  In some of the streets the snow is seven feet high.  Last night it had not become extremely cold, but to-day it is expected to be clear, cold and severe -- just such a day as will afford an opportunity for the finest sleighing that we have had in forty years.  For nearly four days and four nights has the weather endured as we have represented it.  To-day, if it should be clear, the whole city will be out sleighing -- sleighs will rise in value, and every thing in the shape of a sleigh will be put in requisition. New York Herald, January 11, 1836, p. 2, cols. 1-2

The newest collection of Hudson River Maritime Museum material on the New York Heritage website is the Tracey Irving Brooks photograph collection. See all of the Hudson River Maritime Museum collections here:

Tracey Irving Brooks was a professional quality photographer based in the Capitol Region of New York State's Hudson River Valley. Born in 1888 Mr. Brooks photographed Hudson River steamboats during the first half of the 1900s. The collection covers an extensive variety of steamboats on the upper portion of the Hudson River.

The collection includes photographs, postcard images and glass plate negatives of steamboats, tugboats, and ferries from the Tracey I. Brooks collection. In addition, museum volunteers Carl and Joan Mayer have compiled a list of publications with background information about many of the boats.

Hudson River Maritime Museum is able to contribute to New York Heritage thanks to the work of the Southeastern Regional Library Council. New York Heritage enables the museum to share a sample of the thousands of Hudson River images in the museum's collection with viewers around the world.

About New York Heritage:
New York Heritage Digital Collections features a broad range of materials that present a glimpse into our state’s history and culture.  Over 350 libraries, museums, archives, and other cultural institutions make their collections available in our repository.  These primary source materials span the range of New York State’s history, from the colonial era to present.  Our stories are told through photographs, letters, diaries, directories, maps, books, and more.

New York Heritage is a collaborative project of eight of the nine Empire State Library Network library councils: Capital District Library Council, Central New York Library Resources Council, Long Island Library Resources Council, Northern New York Library Network, Rochester Regional Library Council, Southeastern New York Library Resources Council, South Central Regional Library Council, and Western New York Library Resources Council.

​Take a historical tour of New York State here.