When this ABC news special first aired in the 1980s, the few remaining Hudson River Lighthouses were in rough shape. Some, like the Saugerties lighthouse, were even in danger of collapsing. 

Thankfully, local governments and volunteer organizations stepped up to save them from total destruction. This video, hosted by ABC News reporter Roger Caras, features the Rondout Lighthouse and Hudson-Athens Lighthouse, with interviews with Elise Barry, who wrote the National Register nomination for all seven lighthouses, and Emily Brunner, daughter of Hudson-Athens keeper Emil Brunner. 

You can visit almost all the Hudson River Lighthouses today! For more information visit www.hudsonriverlighthouses.org. Tours of the Rondout and Esopus Meadows Lighthouses are available on our 100% solar-powered tour boat Solaris! Get tickets here. 

Do you have a favorite Hudson River lighthouse? Share in the comments!

In 1865, after four years of service to New York City, the steamboat Mary Powell decided to move to a new pier. Previously docking at the Jay Street pier, the influx of freight vessels loading and offloading from the same pier made it difficult and sometimes dangerous for passengers to get to and from the Mary Powell.
​
Nearly every street along the Manhattan waterfront throughout the 19th century used to end in a pier. As an island with no bridges until the completion in 1883 of the Brooklyn Bridge, water was the main method of transportation for people, animals, and freight, so these piers became incredibly important. As trains and automobiles overtook boats and ships as the primary mode of moving people and goods, the piers became less and less important. The map pictured below was created in 1867 and illustrates the importance of piers to the “business portion” of lower Manhattan. 

On April 1, 1865, The World (NYC) published this short article:
​
“In consequence of the immense freighting business which has accumulated at the Jay street pier, rendering it almost impassable and certainly unsafe for any one, especially ladies, to pass along the same on their way to or from steamers, Captain A. L. Anderson, of the steamer Mary Powell, has made arrangements to arrive and depart from the fine new pier No. 40 North River, foot of Debrosses street, built for the day line of Albany steamers Daniel Drew and C. Vibbard, where the nuisances and dangers are not tolerated.  Ladies can there step from carriages and passing railroad cars upon a substantial and smooth plank walk, without fear of injury to their persons or damage to their dresses.  A great reform is needed in the construction of our piers, by which passengers can be protected from the risks and annoyances they now encounter.”

The Jay Street pier was named after the street that connected Hudson Street and West Street and continued out toward Pier 32. All that is left of Jay Street today is a stretch of street one block long between Hudson and Greenwich Streets. Where Pier 32 once lay is today partially filled in and open water just to the north of Stuyvesant High School. The park area between West Street and the river as well as the land on which Stuyvesant High School now stands did not exist in the 1860s. It has been completely filled in, likely right on top of the old piers that once lined the Manhattan waterfront.

​Period newspapers lamented the state of the city piers in the 1860s. On April 13, 1865, the New-York Daily Tribune published “Our Piers, Reform Is Needed,” transcribed below:
​
“Something ought to be done by our city authorities in the way of affording better arrangements for the accommodation of the thousands of passengers who daily arrive in and leave the city by steam vessels.  Most of the piers and approaches thereto, are in a most filthy condition, while others are so incumbered by freight of every description, carts, wagons, &c., that it is oftentimes, almost unsafe for a man to steer his way among the vehicles, boxes, barrels, &c.; while ladies, in order to avoid being left behind, the ruin of their dresses, or personal injury are left the only alternative of hiring a carriage at exorbitant rates to convey them a few hundred yards.  It is contended by many Captains of steamers which ply to and from tis port, that in consideration of the high rates they pay for dock privileges, they ought to have better accommodations provided them.  This could be done by the construction of piers with flat coverings or roofs, upon which persons could pass to and from the steamers by means of stairs at convenient points.  The subject is at least certainly worthy the consideration of our City Fathers.  The annoyances are [sic; "and"] serious inconveniences to which passengers are subjected, have done much toward driving the People's Line, the Albany day line, and the Norwich and Worcester line of steamers up-town, and now it is understood that Capt. A. L. Anderson of the steamer Mary Powell has resolved to follow suit, and accordingly made arrangements for the season to land at and depart from pier No. 40 N. R., foot of Debrosses st., which has been planked by the leasees, and will be kept free from incumbrances of every kind, so that ladies, while on their way to or from the steamer need not feel any apprehension as regards their personal safety or ruin of their dresses.”

​The Desbrosses Street pier would remain Mary Powell’s Manhattan landing site for the rest of her career. In the 1900s, the Hudson River Day Line company headquarters also operated out of the Debrosses Street Pier for several decades. Today, the Desbrosses Street Pier is no more. 

​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!​

​The history of the “James B. Schuyler” is perhaps one of the most colorful of any of the old Hudson river steamboats, although the vessel was not too large, being only 195 feet long, but possessed of great speed for her size.

She was built in 1863 for service in New York waters, plying on several short routes out of New York harbor. In 1867-1868 she was in service on the Bridgeport-New York route running in line with the steamer “Bridgeport.”

Then in the winter of 1874, Commodore Hancox purchased the “James B. Schuyler” and this was the beginning of her career as one of the most colorful steamboats ever to ply the Hudson river. Commodore Hancox had been operating the steamboats “Connecticut” and “C. Vanderbilt” on a night line between New York and Troy for several years but had been forced off the route in the summer of 1872 by the Citizens Line of Troy.

In the spring of 1874 Commodore Hancox placed the “James B. Schuyler” in service, competing with the Troy and Albany lines- and then the fun began, lasting until at one time the fare between the metropolis and Troy and Albany was only ten cents. The “Sunnyside” of the Troy Line and the “Drew” of the People’s Line of Albany were the chief rivals of the “James B. Schuyler,” and the captains of the three vessels resorted to all kinds of schemes to give their boat the advantage in the race for the lion’s share of the business.

Several of the incidents recalled by Mr. Murdock relative to this keen competition are extremely amusing. Working on the ill-fated “Sunnyside,” along with William Fairbrother of Port Ewen, Mr. Murdock was an eyewitness to these various pranks which were written into the record of the “Schuyler.”

One of the favorite tricks of the skipper of the “James B. Schuyler” was to pull up along side of one of the opposition vessels such as the “Sunnyside” and then strike up the band aboard the “Schuyler.” The passengers aboard the other boat would crowd to one side of the vessel to better enjoy the music and this would cause the boat to list to one side, raising one paddle wheel out of the water and cause the vessel to lose speed and let the “James B. Schuyler” forge ahead to the next landing. On one such occasion the “Schuyler” was playing this trick on the “Sunnyside” when the “Dean Richmond” passed both vessels. The “Schuyler” immediately took out after the “Richmond,” caught up with her, and began the band playing all over again. The resourceful skipper of the “Dean Richmond” ordered the safety valves on his boat to be lifted, thus making a terrific racket and drowning out the band aboard the “Schuyler” so his passengers could not hear and therefore would not rush to one side of the steamboat.

Another incident told by Mr. Murdock records the happenings of a rainy night at Albany. The “Schuyler” docked at the Albany landing above the “Dean Richmond” and along the railroad tracks, waiting for passengers from the train. Clem Hancox, son of the owner of the “Schuyler,” went ashore with a red lantern under his coat, and when the train came along, he waved the danger signal, stopped the train, and while the train crew were investigating to find out why the engineer had stopped the train above the station, the train passengers, believing the station had been reached, left the train and flocked aboard the “Schuyler.” When the train finally arrived at its regular destination, there were no passengers left for the “Dean Richmond.”

Old Commodore Hancox at one time had decided that he would pay no wharfage at the Troy landing. so the train owners built a high board fence around the landing of the “James B. Schuyler.” When the steamboat pulled into the dock there was no place for the passengers to land. The Commodore’s men were immediately ordered ashore with axes and bars, and soon the high board fence was only a mass of splintered lumber floating away down the river. The police were called and the crew of the “Schuyler” was escorted to the city jail. Then it was that the Commodore decided to pay the usual wharfage.

The “James B. Schuyler” continued running as an opposition boat until the fall of 1875, and in the winter of that year the People’s Line and the Citizens’ Line united to buy off Commodore Hancox and bring an end to the destructive competition which was ruining the business of all three of the companies.

​The “James B. Schuyler” was used for excursions around New York Harbor during the summer of 1876 and was then stripped of her staterooms, her boilers placed in the hold, and she was converted into a regular excursion boat. Later she was used on the Fishing Banks run, continuing here until 1896, when on October 18, as she was laying at her wharf in New York, she caught fire and was totally destroyed. Her hull was sold and taken to Port Washington on Long Island, where it was broken up.

​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!​

The Fourth of July is the celebration of the Declaration of Independence, when thirteen colonies asserted their right to self-rule. Six years of war ensued, but in the end the new United States were victorious. Throughout the 19th century, Independence Day was celebrated as a unifying national holiday, even as the original thirteen states expanded to include all of the territory between two oceans. But like the war that followed the Declaration, the ensuing years were not without problems, problems which were often at odds with the freedoms espoused by the Declaration. Slavery, immigration, Indian Removal, and the struggle for women’s rights all marked the first 60-odd years of American history. On July 5, 1852, Frederick Douglass’ scathing speech, “What, to a slave, is the Fourth of July?” given in Rochester, NY, illustrated many of the divisions present in our new nation.

The steamboat Mary Powell, called “Queen of the Hudson” from her launching in 1861, held many Fourth of July excursions over the years, with a schedule sometimes as long as 6:00 a.m. to 11:00 p.m. But one of her first Independence Day excursions was held on July 4, 1863. Unlike excursions in later years which focused on the celebrations and fireworks at Kingston Point Park, this advertisement, published in the New York Observer on July 2, 1863, focused on a daytime sightseeing cruise around Staten Island and New York Harbor. Mary Powell departed New York City for Kingston at “3 ½ o’clock,” missing the fireworks held in New York City that evening.

It was the middle of the American Civil War, and, unbeknownst to most Americans, July 4, 1863 would become a major turning point of the war. On that day, Confederate General Robert E. Lee and the Army of Northern Virginia were resoundingly defeated at Gettysburg, Virginia. At the same time, General Ulysses S. Grant’s six month siege of Vicksburg, Mississippi was finally broken on July 4 with the surrender of the starving Confederates.

These two victories were celebrated throughout the Northern states. On July 6, 1863, the New York Herald reported, “The great and glorious victory won the eve of the Fourth of July by our heroic Army of the Potomac has, we verily believe, settled the fate of the rebellion.” But it was not to be. Determined to hold on until the Presidential election of 1864, in hopes that Lincoln would be defeated and non-abolitionist Northerners would capitulate, the Confederacy fought on. ​

In New York City, which was largely pro-slavery in stark contrast to abolitionist Western New York, the first weeks of July, 1863 brought the Draft Riots. A new mandatory conscription law had been passed making every male citizen between the ages of 20 and 35, and every unmarried man between the ages of 35 and 45 eligible for conscription. Black Americans were not considered citizens, and therefore were not eligible for the draft. In addition, wealthy men could buy their way out of the lottery, avoiding conscription with a fee that equaled a year’s wages for the average laborer.

After the first draft lottery on July 11, 1863, tensions over the draft exploded. On July 13, thousands of White men, mostly Irish immigrants, attacked first government buildings, and later Black residents, including setting fire to the Colored Orphans Asylum. White dockworkers, including the Longshoremen Association, attacked waterfront businesses that catered to Black workers, attempting to drive Blacks out of the workforce altogether. Symbols of Black economic success and White abolitionists or sympathizers were also attacked. Black men in particular were lynched or beaten to death throughout the city. The official death toll was 119 people, although some historians estimate it may have been as high as 1,200. It took the intervention of New York regiments of federal troops, fresh off the Battle of Gettysburg, to quell the riots.

In just four days, White rioters had destroyed millions of dollars of property and left some 3,000 Black residents homeless. Between 1860 and 1865, New York City lost a quarter of its Black population.

​1863 is also the year Captain Absalom Anderson added the “Goddess of Liberty” figurehead to the top of the Mary Powell’s pilot house. Representing Columbia, the personification of the United States, it’s difficult to say what she meant to Anderson. Did he have abolitionist sympathies? Was it a statement about maintaining the Union? We may never know. In 1864, the Mary Powell offered another July 4th excursion to New York City, and the Poughkeepsie Eagle News reported that her excursion around Staten Island was “the excursion of the day.”

In 1865, the assassination of President Lincoln just days after the end of the war with the surrender at Appomattox shocked the nation, but also derailed Lincoln’s efforts at Reconstruction. In 1865, the Mary Powell was sold to Thomas Cornell and although we can find no mention of a Fourth of July excursion that year, the advertisements resumed in 1866 and the trips seemed to continue throughout her career, with the last occurring in 1916. The Mary Powell’s last season of service was 1917, and her career, which had started with the Civil War in 1861, ended with the U.S. entrance into the First World War. Although the Mary Powell saw a period of incredible change in American life, one constant sadly remained. Like their grandfathers who had served the Union Army, Black troops returning from the First World War still faced discrimination and violence. And, like with the Draft Riots of 1863, White laborers still feared Black economic success. Summer, 1919 became “Red Summer” for its succession of race riots, including in New York City in July, 1919.   

​As it has since the beginning, the Fourth of July, American Independence Day has represented many different things to many different people. And, since the beginning, freedom has not always been accorded equally. But on this day we can look to the higher ideals and strive to form “a more perfect union,” one that truly affords everyone “life, liberty, and the pursuit of happiness.”

Bibliography & Further Reading:

• Mapping the Fourth of July: Exploring Independence Day In the Civil War Era – newspapers and primary sources compiled by Virginia Tech.
• “Torn on the Fourth of July,” by Winston Groom – overview of the Confederate defeats at Gettysburg and Vicksburg and their impacts.
• “The New York City Draft Riots of 1863” by Leslie M. Harris.
• “New York Draft Riots” by History.com editors
• “Blood in the Streets: The New York City Draft Riots” by William F. B. Vodrey, Cleveland Civil War Roundtable.
• A Nation's Story: "What to the Slave is the Fourth of July?" National Museum of African American History and Culture
• “Red Summer: The Race Riots of 1919” by the National WWI Museum and Memorial

This week's featured artifact is a recent acquisition! This large model of the Erie Railroad Barge No. 271 was donated by model maker John Marinovich, Jr. His grandparents and mother lived and worked aboard this barge for about five years after emigrating to the United States from Austria in 1912. 

The model has a number of very detailed aspects, including these living quarters at the stern of the barge. Mr. Marinovich even modeled his grandmother and mother along with window boxes, which he said were part of the original barge while the family lived aboard.

The model has a removable roof, some removable walls, and yes, it floats!

The Hudson River Maritime Museum was lucky to be able to receive so many historical details and photos in addition to the model itself. Mr. Marinovich graciously shared this newspaper article about his mother entitled, "Home on the Hudson," written by Ruth Woodward for Beachcomber, August 10, 1978. We reproduce the article below, interspersed with photographs provided by Mr. Marinovich:

​Beachcomber, August 10, 1978
 
HOME ON THE HUDSON
By Ruth Woodward
 
Marinovich means "son of a sailor" in the Croatian language. Mary Marinovich of Harvey Cedars acquired the name by marriage but she is a true daughter of a sailor. She spent her earliest years living on a Hudson River barge, with the deck as a play area and the whole panorama of the Hudson waterfront to stimulate her interest in faraway places. In the days before container ships, the Hudson River was dotted with barges, and Erie Barge 271 was the "old homestead" for Mary.
 
A barge on the Hudson was a busy and exciting place for a small child to live. Ships from all over the world docked at piers along the New York Harbor. Barges were dispatched to meet the ships and transport their cargoes to factories, refineries or railroad cars. Large sliding doors on the roof of a barge's freight house would be opened and part of the ship's cargo would be lowered into the barge. The longshoremen on the dock would board the barge to arrange the cargo which was usually bundled in large burlap bags.        
 
The bags would be stacked until the freight house was filled. With the barge loaded the captain signed for his cargo and learned its destination from the dock master. As soon as one barge was loaded it would be pushed to another part of the dock and the next barge moved into place to be loaded. Tugboats would then pull the barges to the piers where the cargoes were to be unloaded -- to Hoboken, Brooklyn, West New York.
 
As soon as a barge captain reported that his cargo had arrived a ramp would be raised from barge to dock, the longshoremen would come with their hand trucks and load up. For the young children on the barge it was fun to watch the men run up and down the ramp and dump their cargo on the dock. When the barge was unloaded the captain reported to the office on the dock, where there would be orders waiting, telling him where to pick up the next load.
 
Mary Marinovich's story has its beginning on the island of Losinj in the Adriatic Sea. This was in the province of Istria, part of pre-World War I Austria. The land on Losinj was too poor to make much of a living from farming, so it was an island of sailors. Like so many European men around the turn of the century, young Joseph Sokolich left his wife and small son in the old- country and came to America alone to try to make a better living for this family. He was a seaman and he wanted to be near water so he found a job on the Hudson, on an Erie Railroad barge. When he was ready to send for his wife and son, he applied for a barge with living quarters for a family. Men with families were given priority when applying for boats with two or three rooms for living quarters.

​​Living on a barge was a good way for a young family to get a start in the new country. Most families who rented apartments found it necessary to rent rooms to make ends meet, but the barge captain and his family had privacy and independence, as well as free rent. Coal for the stove and kerosene for lamps was provided by the Erie Railroad. Cargoes were usually things like rice, coffee, flour, sugar, spices, coconut - bags broke and the barge family was welcome to whatever spilled out. And you could barter with other captains when you docked for the evening. Those with refrigerated storage always  had fruit to trade. The Hudson was so clean in those days that you could take a rowboat and go under a dock to crab or fish. And if you happened to have a long haul down the center of the river, you could throw a line in and sit and fish while the tug was pulling you to the dock to unload. You might run out of fresh milk and eggs because there wasn't always an opportunity to leave your boat to get to a store. But there was always plenty of food and the family was sheltered and warm and cozy in the barge.
 
Mary was born in Hoboken because her mother new of a good midwife there. Mother and baby returned to the barge when Mary was ten days old. Later, when sister Tina was born. the midwife came on board the bare to deliver the baby. Whenever word got out that a pregnant woman was aboard a barge, the tugs would signal the news to each other with a signal to "Be Careful! Don't hit this barge hard." When a woman's time for delivery drew near, the dispatcher would see that the barge was sent to drydock for repairs or had some other excuse for staying docked in one place until the baby was safely delivered. To all of the immigrants it was a great source of pride to have a child born in America.

​​The Sokolich barge had a cabin with two large rooms, a kitchen and a bedroom. The bedroom had built-in bunks and the kitchen, dominated by the big, black stove, had built -in cupboards. The deck in front of the cabin could be used as porch or yard or outdoor sitting room and when the freight house was unloaded and empty, it was a room of many purposes. There was room here for Mary's other to set up the washtub and do the family wash. Water had to be brought on board only when the barge was docked in designated areas. The captain would be given a little extra time in order to take on water and this was usually a good time to get at the washing. The freight house was also a large playroom for the children. When it was empty, Captain Sokolich would put up gates so that the children could play there in safety. But Mary remembers sometimes playing in the freight house when it was loaded. "We'd jump all over the bags and play hide and seek. We didn't have any trees to bide behind, so we hid behind the bags instead."
 
And the freight house was the "company room." As soon as the barge docked for the night families looked around to see whether any friends were at the same dock. Each barge captain had a distinctive ornament or figurehead on his boat so that it could be easily recognized. There were German, Dutch, Belgian and Austrian families plying the river, all people who had made their living on the water in Europe. Friends would gather in one of the empty freight houses for the evening. There was always wood floating on the river so the men made benches and tables for the freight houses in their spare time. The tables and benches were brought out when company came and the men settled down to an evening of cards and the women to sew and chat. With the abundance of flour and sugar available on the barges there were always homemade cakes and breads and rolls to pass around. 

Mary remembers that one of the nicest things that could happen was to learn that a ship was expected to be two or three days late arriving in the harbor. Then the barge could stay in one place for a few days and there would be time for her mother to go shopping to buy shoes for the children and fabric to make them clothing. If they were in an area where they had friends living ashore they could fit in a rare visit.
 
The children first learned to read from the signs along the river. They spelled out "Lipton Tea, Coffee, Cocoa" as the sign flashed on and off as they approached Hoboken. Their geography lessons came when they passed ships of all nationalities docked in New York harbor. Mary remembers seeing Japanese ships with the crew sitting on the deck eating from a large communal pot.  Her mother would tell the children where the ship was from and what the men were eating. Most exciting would be to pass a German passenger ship with a brass band in the bow. The children could prance to the sound of the oom-pah-pah as long as they could hear the music.

When Mary's brother Joe reached school age, he first stayed in Hoboken at a boarding school run by the church, joining the barge only on weekends. But he was homesick for this family and as soon as he was able to travel by himself, he came back to the barge after school each day. Every afternoon Father would telephone from the dock, leaving a message at the school telling this son just where the barge would be docked for the night. And young Joe would travel by trolley to wherever his home happened to be. This was customary for the barge children. Even the tiny ones learned the trolley routes and traveled across the city to get home each night.
 
Even with the camaraderie of the other barge families on the river, it was a lonely life for the women. It was difficult for them to shop and it was difficult for them to get to church. The barge was the responsibility of the captain so some member of the family usually had to stay on board, though occasionally another bargeman could be asked to keep an eye on the boat for a short time. When barge people left their boats, they talked of "going up the street." But it was difficult for the women to get up the street because it meant walking through the dock areas and the railroad yards and it was not always safe. The captain had to be ready to move whenever orders came, but if a captain knew that there would be an hour's time before a tug's arrival, he would "go up the street" and bring back a bucket of milk. Mary still remembers what a treat this was as a change from condensed, canned milk.
 
To while away the time on the barge, Mrs. Sokolich learned to play dominoes and taught the children to ply. She carved picture frames from cigar boxes and she delighted in making paper flowers. "My mother's barge was the talk of the river because she loved flowers so much. Right in front of the cabin she had a big pot of ivy and she had window boxes for flowers.  And when she couldn't grow plants, she made them.  She would take a piece of straw from the broom and cover it with green crepe paper for the stem. Then she would cut and fold paper to make petals and turn them on a matchstick to create her own 'roses.' She worked had to make our cabin homelike.  She scrubbed the wood floor until it was white and her stove was always polished like a mirror."

Life for the barge families changed abruptly when the United States entered World War I. Instead of flour and sugar and spices the barges hauled barbed wire, machinery and ammunition. It was no longer safe for families to live on the boats and they move ashore to a house in West New York, New Jersey. All of New York harbor was declared a war zone, since it was used for troop embarkation and debarkation. Captain Sokolich and the other barge men had to show their credentials whenever they came on the piers and they had to leave the area as soon as they were off duty. Many people were suspicious of the German and Austrian men, even though they had become American citizens.
 
The Sokolich family never returned to the barge to live. "Once we were able to go to the store and buy a loaf of bread, we never wanted to go back," Mary says. "I can still remember how exciting it was when we moved to shore and turned on the faucet and got all the water we wanted. My mother never could get used to letting the water run!"
 
When the war ended, Mary's father found a job on a Lackawanna Railroad lighter. A lighter was an open boat with a small cabin in front. The freight area was open and the lighter carried heavy articles like tires, cars and steel pipes that could be exposed to the weather.
 
John Marinovich laughingly reminded his wife that when Captain Sokolich no longer had his family on board that he had "another woman" on his boat.  The Captain had a life-sized cardboard figure of a Moxie girl, advertising a popular soft drink. The Moxie girl was a pretty and had a winning smile and he took the head from the figure and attached it to the cabin window with springs. As the lighter plied the river, the men working on the docks would wave and grin and flirt with the girl who was smiling and nodding to them from the cabin window. Sailors on the Rhine had the Lorelei to tempt them, but the men on the Hudson had a Moxie girl!

The model of the Erie RR Barge No. 271 is now safely ensconced behind a plexiglas bonnet in the Charles Niles Model Shop exhibit in the Hudson River Maritime Museum. You can see it in person whenever you visit!

Editor's note: The following newspaper article, "Local Attractions on the Fourth" was originally published in the Kingston Daily Freeman on July 3, 1907. It was found and transcribed by Sarah Wassberg Johnson. Note the sarcasm of the introduction and the repetition of events at the end. Perhaps the newspaper editor needed to take up more space in the column?

​WHERE KINGSTON FOLKS MAY GO TO CELEBRATE THE HOLIDAY IF THEY DO NOT WANT TO SHOOT FIRECRACKERS UNDER THEIR OWN VINE AND FIG TREE

How to spend the Fourth of July is a problem that need not cause much worry to Kingstonians.

First of all they should stay at home and shoot off firecrackers. They should begin early in the morning, fire the crackers at regular and frequent intervals all day long, and continue the noise-making process until far into the evening. In case they are compelled to leave home for a few minutes or an hour or so, someone else should be kept on the job, so that noise may shoot forth continuously.

Noise, and plenty of it, will please the neighbors, and put them in a pleasant frame of mind. A good plan is to have a few accidents around the neighborhood, because this will make the day remembered, make business for the doctors, and furnish news for the newspapers. Cannon crackers, cannon and loose powder are best adapted for accident purposes, although Roman candles and sky rockets are also good. Everyone who wants to have an accident should be sure to lay in a supply of fire-stuffs. But above every other consideration should be a determination to make noise, for noise is a symbol of patriotism – on Fourth of July.

For people who wish to get up early in the morning, and that will be easy for the beginning of the day’s celebration will undoubtedly keep them awake, the Mary Powell excursion is recommended. The boat will make an excursion to New York city at a low rate and the boat will leave Rondout at 6 o’clock in the morning. Returning, the Mary Powell will leave Desbrosses street at 1:45 p.m.; Forty-second street at 2 p.m., reaching Kingston in time for the fireworks display at Kingston Point Park. After the fireworks display the Powell will make a special trip to Poughkeepsie and return, reaching Rondout at about 11:30 o’clock in the evening.

​Several baseball games will be played, and fans will have an opportunity of witnessing some good playing. The Mystics and the Wilburs will play two games at the Athletic Field, each game being for $50 a side. The first game will be called at ten o’clock in the morning and the second game at 3:30 o’clock in the afternoon. At ten o’clock in the morning the employes [sic] of the B. Loughran Company will play the employes [sic] of the Henry E. Wieber Company at Kingston Driving Park and a fast and snappy game is expected.

Saugerties will attract hundreds of visitors from all parts of Ulster county, for Saugerties is to have an old fashioned celebration. A parade of the firemen and patriotic and other societies will be held at 9:30 o’clock in the morning, to be followed at 11:15 o’clock by patriotic exercises on the lawn of the Reformed Church. The Declaration of Independence will be delivered by the Hon. Joseph A. Lawson of Albany, after which patriotic songs will be sung by the Saugerties Male Quartet. Gartland’s famous band of Albany has been engaged for the occasion and will also give concerts during the morning, afternoon, and evening. In the afternoon a baseball game will be played by Kingston and Saugerties teams and in the evening $1,000 worth of fireworks will be burned.

For those whose inclinations are for sports, races will be held at the New Paltz driving park, which scores from this city will attend.

The villages of Griffin’s Corners and Fleischmanns will have a celebration similar to that of Saugerties, but not on so large a scale. The trip up the Ulster & Delaware railroad to these villages will make a delightful day’s outing, which will be taken advantage of by many.

Newburgh and Poughkeepsie will probably draw some Kingstonians, although those cities have no attractions to offer aside from the fact that the Hudson river flows past them after it has passed Kingston.

Morphy will sing to beat the band at Kingston Point during the afternoon and evening, although the band will be augmented by three additional musicians, all of whom are soloists. The Point, by the way, will be the Mecca of thousands of people from Kingston city, Ulster county, and from all points along the river. Kingston Point Park is too well known to need any eulogy.