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.

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 volunteer Carl Mayer. See more of Captain Benson’s articles here.
This article was originally published March 12, 1972.

Once upon a time in the early 1900’s, a young boy about 16 years of age from up Athens way came down to Rondout to seek a job as a deckhand on one of the tugboats of the Cornell Steamboat Company.

He went to the Cornell office at 22 Ferry Street and spoke to Isaac M. North, who was then the company’s agent in charge of all tugs. North gave him a job as a deckhand on the big tugboat “John H. Cordts.”

After the new deckhand had been on the “Cordts” for about four or five days, the tow on which he was working was coming down the river past the lower Port Ewen ice house. Just north of this ice house was a small cluster of three homes. The deckhand was standing by the engine room talking to one of the old firemen. He said, “What do they call that over there?,” pointing at the houses. The fireman replied very seriously, “Why, they call that Grubville.”

They Passed It Again
A few days later, the deckhand was up in the pilot house talking to the captain, when the tow went by the same spot again. So he asked the captain, “Why do they call that place over there Grubville?”

The captain turned around, his face livid red, and said, “Son, I’ll tell you when we get in the creek.”

So when the “Cordts” tied up at the Cornell shops, the Captain handed the boy his time. In other words, he was fired.

Now there had been a time around the tugboats when the captain was given food or “grub” money, a certain amount per man per day on which to feed the crew. Some of the captains would pocket a small amount from each man’s food money.

A Shady System
For example, under that shady system, a captain in those days might be given $.65 a day for each crew member by the company. The captain would hire a cook on the condition he feed each many for $.55 or $.60 a day. Then the captain would keep the rest. Not all captains would do this and most did not. But there were others who would.

So when the fired deckhand went to the office to get his money, agent North said, “What’s the matter son, homesick?”

The boy replied, “I don’t know. No, I’m not homesick. The captain fired me because I asked him why they called those houses below Port Ewen Grubville.”

North tried to explain to the boy what had happened, knowing full well the boy was an innocent participant in the incident.

A Change of Heart
As it turned out, North also had a talk with the captain of the “Cordts.” After this talk, the captain told the boy he could come back aboard as deckhand again.

The boy, however, was stubborn and wisely went back to his home at Athens. A few days later, North offered the boy a job as deckhand on the tugboat “Harry.” The boy took the job, became a man and continued to work for the Cornell Steamboat Company for over 50 years.

History of the Delaware & Hudson Canal - Supplying coal to the 19th century industrial era.
 
From its opening in 1828 till its closing in 1899, the barges of the D&H canal carried anthracite coal from the mines of Northeastern Pennsylvania to the Hudson River at Kingston where it was transshipped to market in New York City.

William Wurts was the first to explore the anthracite coal fields of North East Pennsylvania. He believed anthracite, sometimes known as “hard coal” could be burnt for heating and fueling of steam boilers.   He brought samples back to Philadelphia for successful testing.  When restrictions were placed on the import of British coal and inspired by the success of the newly opened Erie Canal , Wurts wanted to build a canal of his own from Pennsylvania to New York, through the narrow valley between the Shawangunk Ridge and the Catskill Mountains ending at the Hudson River near Kingston.

William convinced his brothers Charles and Maurice to join him in creating the Delaware and Hudson Canal Company.  In 1823 they successfully obtained charters from the States of New York and Pennsylvania to establish the canal company.  Unlike the Champlain and Erie Canals the D&H company was to be privately financed. To attract investment, the brothers arranged for a demonstration of burning of anthracite in New York City in January of 1825. The reaction was enthusiastic, and the stock oversubscribed within hours raising 1.3 million dollars.

D&H canal construction started in May 1825 and was completed October 1828 with the labor of 2500 men.  The engineering challenges were significant as the canal had to climb 600 feet from the Hudson River at Rondout to reach the Delaware River and then proceed to Honesdale Pennsylvania. Overall 108 locks were required to travel the 108 miles. Fifteen miles of gravity railroad brought the coal over mountains, which were too steep for a canal, from the mines near Carbondale to be loaded on barges at Honesdale. The canal had to cross the Delaware River and did so using a slack water dam allowing barges to float across relatively still water of the Delaware.  In 1847 a suspension bridge aqueduct designed by the now famous engineer John A. Roebling, increased traffic capacity and reduced conflict with log rafters bringing timber down river.

The canal was quite successful and by 1832 carried 90,000 tons of coal and three million board-feet of lumber.   Also shipped down the canal was Rosendale cement, bluestone, and agricultural products.  With the canal’s success the communities along the canal grew into vibrant villages and towns. High Falls, Ellenville, Wurtsboro, and Port Jervis are present day reminders of the canal’s economic impact.

During the later part of the 19th century, the canal faced increasing competition from railroads which ultimately benefited from a more direct route across New Jersey and the ability to operate for much of the winter, while the canal boats were wintering over, iced in at Rondout and New York. The canal ceased operation in 1899.Unlike many other canals of the 19th century the D&H canal remained a profitable private operation for most of its existence.

Roy Justice is a singing historian known as a Time Travelling Minstrel. He presents programs on different aspects and topics of American History, combining music of the time period with the historical landscape within which the music was a part. ​https://royhjustice.com/home

THE D & H CANAL - LYRICS

Around and round the Wurtsboro Bend
The big boat chased the squeezer
Ed Lax’s  boat had passed them both
Slicker than the weasel

In eighteen hundred and seventy-eight the canal was hit by a freshet
The embankment broke and flooded the vly
The damage was terrific.

A load of cement went through the break
Houses and barns were uprooted
To try and save whatever they could
To the river the big boat scooted

There was a girl named Sarah Jane
And a youth named Samuel
They courted long and happily
On the D&H Canal

They loved each other tenderly
And the Rosendale folks all said
That before the boating season was o’er
These lovers would be wed. These lovers would be wed.
​
But they never did, for he succumbed to hard times.
And his lifeless body was buried six feet beneath the sod
Along the Twelve Mile level.

And e’re her lover was dead one week
She started keeping company
With a junk dealer that did live up back in Rondout.
Up back in Rondout.
From “Of Canals and Coal”. Roy Justice Time Travelling Minstrel. 2007. 

Welcome to Week 14 of the #HudsonRiverscapes Photo Contest! We asked members of the public to submit their best photos (no people) of the Hudson River and tributaries, and just look at all the beautiful shots they delivered. 
​
We are delighted to share with you these wonderful images of our beloved Hudson River. If you would like to submit your own photos to this contest, you can find out more about the rules - and prizes! - here. ​

                                                        No. 33- Adirondack
The last and largest of the wooden hull steamboats built for service on the Hudson river- that’s the distinction that belongs to the 420 foot “Adirondack”.
              
The “Adirondack” was built in 1896 by John Englis & Son at Greenpoint, for the People’s Line, of which John Englis was vice president. She was one of the most handsome and one of the best equipped vessels ever constructed for river navigation, and was a great improvement over the magnificent “Dean Richmond,” “Drew” and “St. John.” Her hull was built chiefly of wood, the frames were of oak, chestnut, and red cedar. She boasted five decks, the main, saloon, gallery, dome, and the hurricane, and she had 350 staterooms, including 24 parlors and four suites of parlors.
              
All rooms were furnished with iron and brass bedsteads, and there were also 286 berths in the cabins and 120 berths for the crew. The dining room was on the afterpart of the main deck with a seating capacity for 250 people. The main saloon was decorated in white, green and gold. An electric plant furnished power for 2,000 lights, plus a powerful searchlight mounted on the pilot house which would reveal objects over two miles away. The entire vessel cost well over a million dollars when completed.
              
The “Adirondack” was known as one of the Hudson river flyers. In May, 1899, she made a remarkable fast run- traveling from New York to Albany with 350 tons of freight and 400 passengers in six hours and 24 minutes actual running time.
              
The “Adirondack” ran in line with the “Dean Richmond” until the advent of the “C.W. Morse” in 1904. She then continued sailing the Hudson until 1913 when the “Berkshire” replaced her. The “Adirondack” was used as a spare boat until 1915, and then in the summer of 1917 she was commandeered by the federal government and taken to the Brooklyn Navy Yard for the purpose of housing recruits for the war.
              
​At the close of the World War the “Adirondack” was taken up the Hudson river to Athens and laid up. In December, 1925, she sank while laying at the dock and was then sold to a junkman and broken up.

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 volunteer Carl Mayer. See more of Captain Benson’s articles here. This article was originally published August 31, 1975.

The Hudson River Dayline — long a tradition of a quiet, but delightful way of viewing the many sites along the shores from New York City to Albany — is still traversing the picturesque river. 

The Dayline vessel, once a familiar visitor to the Kingston shores at Kingston Point, still affords residents and vacationers to our area of this delightful and relaxing mode of travel. 

Of course, now, you can’t board the vessel at Kingston Point or Albany.  You'll have to get down to New York City, get on board there for the 150-mile, 9-hour journey from Gotham up the Hudson to the vicinity of Poughkeepsie and then back to New York City.

Gone are the days of the “Peter Stuyvesant”, “Hendrick Hudson”, the “Alexander Hamilton” and other ships of the Dayline fleet. 

But the beauty of the voyage is still there providing some of the most remarkable riparian views in America during its ambling trip up the Hudson and back. 

And you can take advantage of these daily trips — now through mid-September — by boarding the "Dayliner” at Pier 81, West 41st Street, in the Big Apple.  

The first port of call on the way is Bear Mountain State Park where passengers can disembark, if they wish, for a four-hour stay.  The park has many recreational facilities plus the Bear Mountain Inn, which offers food and overnight accommodations. 

Another stop-over is West Point, site of the U.S. Military Academy.  Steeped in historical lore, "The Point” highlights include a military museum, the Cadet Chapel and Trophy Point, one of the best observation sites along the majestic Hudson.  For those who wish to view "The Point,” a sightseeing tour bus meets the “Dayliner.”

River passengers can pass up both stops, however, and stay aboard while the vessel journeys farther upriver to Poughkeepsie.  There is no stop at the Bridge City, however, and the Dayliner makes a U-turn and begins its homeward trip to Pier 81, stopping along the way to pick up downriver passengers at West Point and Bear Mountain. 

It you've never had the opportunity to sail the Hudson on the big liners of yesteryear, the lure of the river is still there and even though it means a trip down to New York City first, you'll be in for a wonderful treat for this lazy, but very satisfying way of viewing the Hudson.

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, which detail the context of each song and provide the lyrics. This booklet designed and the commentary written by William Gekle who also wrote the lyrics for: Fifty Sail, Moon in the Pear Tree, The Phoenix and the Rose, Old Ben and Sally B., and The Burning of Kingston.

"The Hudson River has been many things to many people. During the Revolutionary War, the Americans regarded it as their lifeline. To the British, it was not only an invasion route from Canada, but the dividing line that could cut the American colonies in two. In the summer of 1776, the British under General Burgoyne came down from Canada to seize the upper Hudson while a great British naval force entered New York harbor with the intention of seizing the lower Hudson.

Two small British frigates were sent up into the Hudson to test the strength of the American defenses. The 44-gun Phoenix, under Captain Hyde Parker, and the 20-gun Rose, under Captain James Wallace, along with three escort vessels forced their way through a tremendous bombardment from the American forts on the Manhattan and Jersey shores. They reached the Tappan Sea virtually unharmed and spent the entire summer terrorizing the towns and villages along the River as far north as Peekskill. The British made many attempts to land, seizing cattle and other previsions wherever they could. They were not always successful, as we hear in this ballad describing an attempted attack on Peekskill."  This booklet designed and the commentary written by William Gekle who also wrote the lyrics for: Fifty Sail, Moon in the Pear Tree, The Phoenix and the Rose, Old Ben and Sally B., and The Burning of Kingston.​ https://folkways-media.si.edu/liner_notes/folkways/FW05257.pdf
​

​"THE PHOENIX AND THE ROSE" LYRICS

Upon the lordly Hudson
On a pleasant summer's day,
His Majesty's ships Phoenix
and the Rose at Anchor lay.
They had spent the day in shooting up
The towns along the shore,
A sport the gunners much enjoyed
But the captains found a bore.

It was tea time on the Phoenix,
So the Captain rang his bell
And he asked the Captain's Steward
“Now then where's my tea, pray tell?”
The Steward was embarrassed
And he said, “Well, Sir, you see,
There's not a blinking thing aboard
To serve you with your tea.”

“Not a thing aboard the Phoenix
With her four-and-forty guns!

Not a thing aboard the Phoenix
In her gross two-hundred tons?
Not a blinking thing aboard the ship
To serve me with my tea?
What sort of nonsense, Steward,
Is this you're telling me!”

“It's been quite a busy day, Sir,
What with all the shelling.
And the raiding and the burning
And the general raise-helling.
What's more the natives are unhappy, Sir,
And we've aroused their ire,
And some have them , by God, Sir,
Have dared return our fire!”

The Steward then went on to say
That in view of all the shooting,
There'd been precious little time to spare
For foraging and looting.
Because of which, aboard the ship
Of some four-and-forty guns,
There was not a single thing to eat
But some carrots and stale buns.

“Now blast me eyes and damme too!”
Cried Captain Sir Hyde Parker,
“Bestir yourself and bestir the crew
Before it gets much darker!
Lower a boat or two or four
And pull for that damn rebellious shore
And capture and seize a well-stocked store
Or I'll give the lot of you what for!”

Meanwhile aboard the frigate Rose
There was scarcely a bite or nibble,
And Captain Wallace sent his boats ashore
With orders not to quibble,
But to take whatever they came upon,
Whatever was to their taste,
“Now hurry, me lads”, the Captain said,
“There's little time to waste!”

The crew of the gallant Phoenix now
Had stormed the Peekskill shore,
And joined by the crew of the gallant Rose
They marched on the Peekskill store.
Not a rebel at all did they meet in town,
Not a single shot was fired,
The Peekskill folk had taken their wives
And prudently retired.

Into the empty town they went,
As bold as they could be,
Into the vacant stores they stormed
In search of things for tea.
Alas, they found but empty shelves,
Not a single thing remained,
At which the sailors cursed the town
In language unrestrained.

Not a scrap of food in all the town,
Not a single bite to eat,
And the bugler scarcely had the strength
To sound the sad retreat.
Back to their ships they slowly rowed,
In anger and in sorrow,
For they had no tea on that summer's day
And they had none for tomorrow.
​
Upon the lordly Hudson,
On a pleasant summer's night,
The villagers of Peekskill
Beheld a pleasant sight.
The British ships had sailed away,
Hungry from head to toes,
And Peekskill won the battle
With the Phoenix and the Rose.

Welcome to Week 14 of the #HudsonRiverscapes Photo Contest! We asked members of the public to submit their best photos (no people) of the Hudson River and tributaries, and just look at all the beautiful shots they delivered. 
​
We are delighted to share with you these wonderful images of our beloved Hudson River. If you would like to submit your own photos to this contest, you can find out more about the rules - and prizes! - here. 

Editor's Note: These articles are from 1749 to 1817. ​See more Sunday News here.

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.

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 volunteer Carl  Mayer. See more of Captain Benson’s articles here. ​This article was originally published March 14, 1972.

Up until the time the Cornell Steamboat Company acquired the diesel tugboats “Lion’’ and “Jumbo” in 1924, all of their tugboats were steam propelled.  As steamers, all the tugs burned coal and taking on coal - or coaling up - was a regular event of day to day operations.
 
For many decades, Cornell maintained a coal pocket at the easterly end of its property on East Strand.  Coal would be transferred by conveyor from railroad cars on an adjacent siding into large bins in the coal pocket.  The coal pocket itself was located right next to the dock and the tugboats would berth at the coal pocket and take on coal from large shutes direct from the bins.
 
When I was a boy growing up along Rondout Creek, it was quite a sight watching the big Cornell tugs taking on coal at the coal pocket.  As the tug would come in the creek, she would tie up at the coal pocket and first take coal on the starboard side.  As the coal went aboard, the tug would lay over on her side and it seemed the large smokestacks would be only a few feet from the upper part of the coal pocket.  Then seeing the tugs turn around with their starboard guards and main deck rail part under water, one would think they were going to turn over on their sides and sink.
 
Always Wondered
 There I used to watch the “Pocahontas,” “Osceola,” “George W. Washburn,” “Edwin H. Mead,” “Perseverance” and the smaller helper tugs take on coal and wonder what kept them from rolling over.
 
Always I would watch, thinking in my young mind I was going to see something happen that no one had seen before.  But, they always got around, took coal on their port side, came back to an even keel, and went back out to the river.
 
As the years rolled on, the day came when I was to do the same thing with many of the same tugboats at the same coal pocket that the men of my youth had done.  Now, however, the steam tugs are all gone as is the coal pocket.
 
Once, in May 1935, one tug did sink at the coal pocket and as far as I can recall this is the only time it happened.  The small tug ‘‘Empire’’ was coaling up.  Her starboard guard caught on a broken spile [sic] under water which held her up.  The men in the engine room and the pilot house thought she could take a little more coal and put some more aboard.
 
Then, when they went to turn her around, she slipped off the spile and really lay over on her side.  They wound her around and when the port side hit the dock, she went over just enough more for the water to pour in her deck scuttles — and down she went.  In a few days a Merritt, Chapman and Scott derrick was brought up from New York and raised her.

Always A Hazard
 Since coal burns, fire was always a hazard to a coal pocket.  The Cornell Steamboat Company lost two of theirs by burning, the first time in 1907 and the second time in 1936.
 
The fire in 1907 — on November 3, a Sunday — totally destroyed the coal pocket, several hundred tons of coal, and almost destroyed the big tugboat “John H. Cordts.”  The “Cordts’’ was tied up at the dock adjacent to the coal pocket.  The fire broke out in the coal pocket and got a good start before it was discovered.
 
The fire spread rapidly and soon the forward part of the “Cordts” was also aflame.  The burning coal in the coal pocket made an incredibly hot fire.  Although the coal pocket and most of its contents were total losses, the Kingston Fire Department was able to save the “Cordts” — not however before the forward half of the tugboat had been burned away and the tug had been purposely sunk at the dock.  The “Cordts” was subsequently raised, rebuilt and continued in service for nearly another 20 years.
 
After the 1907 fire, Cornell built a new coal pocket at the same site, somewhat smaller in size.  Once during the mid 1920’s, the big tugboat “George W. Washburn” came into the Cornell shops and tied up at the coal pocket dock.  During the night a fire broke out on the tugboat and spread to the coal pocket.  Prompt action by the Kingston Fire Department, however saved both the “Washburn” and the coal pocket.
 
Thanksgiving Disaster
 Finally, at 2 a.m, on Thanksgiving morning 1936, this coal pocket again caught fire and this time the fire got such a start it was impossible to save it.  The fire which was a two alarmer, completely destroyed the coal pocket and about 50 tons of coal.
 
The 1936 fire marked the end of steamboat coal pockets on Rondout Creek.  By this time, the Cornell fleet was considerably reduced in size due to a decline in towing on the Hudson River and diesel tugboats were taking the place of steam tugs.  And so another era — the age of coal — came to a close along the banks of the Rondout.