​The steamboats CONNECTICUT and CHANCELLOR LIVINGSTON will take people to see the launch of the OHIO; the ferry master of the Williamsburgh ferry says that a good view may be had from Williamsburgh

Caution. -- The launch to-morrow will necessarily attract a number of persons, and it is more than possible, that many boat will be on the water. We trust that it will be recollected that the ship by its great size, will create much agitation and swell in the water, sufficient to fill small boats; those therefore, who are for aquatic excursions, will be warned thereby. Boys and children will also be looked after. and let there be no pressing or hurry to cross the ferries; accidents too frequently occur by an overweening anxiety to get a good view or an early sight of the object. The best position is from Corlaers Hook.
National Advocate, May 29, 1820, N-Y D Advertiser, May 30, 1820,

THE LAUNCH. FIRST BRIGADE N. Y. S. ARTILLERY. BRIGADE ORDERS.

A NATIONAL SALUTE will be fired on Tuesday, (this day), the 30th instant, at Corlaers Hook, in honor of the U. S. 74 gun ship, by a battalion from the 9th Regiment. 
. .
Ammunition will be provided on applying to the Brigade Quarter Master
***
THE LAUNCH. PERSONS who wish to see the launch of the Line of Battle Ship from the Navy Yard, are advised to be at the ferries to cross early in the morning, as the crowd will probably be immense, and many persons prevented from getting there in time. The steam ferry-boat will take passengers to see the Launch, at half past ten.

FOR THE LAUNCH, THE sloop RANDOLPH will leave the end of the Pier at East Rutgers-street, or at Rutgers-slip, this morning at 9 o'clock, cross over and anchor as near the Ship to be launched as is proper. As the Randolph is large and commodious, she can accommodate 50 or 60 persons more than have engaged. *** Price 25 cents.

LAUNCH, THE Steam-Boat FRANKLIN, Captain Macey, will start from Pike-slip . . . and take her station at a convenient distance, with safety, to afford the passengers a good view of the Launch. . . . Tickets of admission, 50 cents each. . . .

LAUNCH, THE sloop HOPE, a vessel of 70 tons, (with good accommodations). . . . Passage 25 cts. Refreshments to be had on board.

THE LAUNCH, THE sloop FANNY. . . . [25¢]

THE LAUNCH. AN elegant STAGE, erected at Lawrence and Sneedens Ship Yard, Corlaers Hook, east end of Water-street, completely fitted with seats for the accommodation of gentlemen and ladies. . . . The prospect is superior to any in the city. Admittance from 12½ to 25 cents.

THE LAUNCH, THE most eligible place for a sight of the Launch of the New Ship of the Line, . . . will be on the Bluff Point, a little south of the Williamsburgh Ferry, Long-Island. This Bluff being high, and commanding so elegant a view of the Navy-Yard, Wallabout, Corlaers Hook, and the surrounding harbor, that there is no place equally inviting. Besides, it will not be attended with that bustle and possible accident that may occur at those places likely to be more thronged. ***

THE LAUNCH, THE elegant Steamboat OLIVE BRANCH. . . . Fare 50 cents each. Refreshments may be had on board. After the Launch she will sail round the Islands,
and touch at the Quarantine Ground. ***

THE LAUNCH, THE elegant fast sailing sloop SYREN. . . . "the moderate price of 25 cents each" The SYREN will, if the wind should breeze, take a sail after the Launch, if the passengers wish, as far as the Quarantine Ground, and also round the Harbor. John Hunt, Corner of Corlaers Hook has made arrangements to accommodate a large number of Ladies and Gentlemen with seats at his residence at Corlaers-Hook, directly opposite the Navy Yard, which will afford a beautiful prospect of the Launch. . . . Admittance 12½ cents each -- children half price.

THE new and swift Steam-Boat MANHATTAN, is plying continually from the foot of Walnut-street to Little-street, Brooklyn, within a few yards of the Eastern Gate of the Navy Yard. ***
also the Steam-Boat CONNECTICUT and the Steamboat CHANCELLOR LIVINGSTON, each 50¢
New-York Gazette & General Advertiser, May 30, 1820.

Launch. -- At 15 minutes past 11 o'clock, this forenoon, the beautiful line of battle ship OHIO, built under the superintendence of Mr. Eckford, at the navy-yard, left her cradle and majestically glided into her destined element, amidst the firing of cannon and acclamations of thousands of spectators, which crowded the surrounding hills and house-tops in the neighborhood. The day was fine, and all the steam-boats, and indeed almost every other kind of water craft, were put in requisition to convey parties of ladies and gentlemen to the spot, to witness her descent. . . . Wallabout Bay and the East River were literally covered with boats, many having on board elegant bands of music. . . . salutes were fired from the navy yard, from a detachment at Corlaers Hook, from the WASHINGTON 74 and from the HORNET; the latter vessel being decorated, in a most tasteful manner, with the flags of all nations, and her yards manned with hardy American tars. *** The concourse of people which lined the margin of the East River, from the country and from the city, it is calculated, amounted to upwards of twenty-five thousand. *** New-York Evening Post, May 30, 1820, 

Editor's Note: The following text is a verbatim transcription of an article written by George W. Murdock, for the Kingston (NY) Daily Freeman newspaper in the 1930s. Murdock, a veteran marine engineer, wrote a regular column. Articles transcribed by HRMM volunteer Adam Kaplan. ​

For the past 35 summers the steamboat “Hendrick Hudson” has been a familiar on the Hudson river, and even now she awaits the coming of spring when she will sail again under the banner of the Hudson River Dayline.
               
March 31, 1906, marked the launching of the steel hull of the “Hendrick Hudson” at the yard of Thomas S. Marvel & Company at Newburgh, and at that time she was the largest marine craft ever constructed above New York city. Quite a celebration attended the launching of the new vessel, including a special run of the company’s “New York” from her winter berth.
               
W. & A. Fletcher & Company of Hoboken constructed the engine of the “Hendrick Hudson,” and on August 19, 1906, the new vessel made her first trip to Albany. She had cost more than a million dollars and could do better than 25 miles per hour. Her principal dimensions were: Gross tonnage, 2847; net tonnage, 1,598; length of hull, 379 feet, one inch (overall, 390 feet); breadth, 45 feet, one inch (over guards, 82 feet); depth, 13 feet, four inches; extreme draft nine feet, four inches. Her engine was an incline compound with three cylinders and three cranks, having a stroke of seven feet. The high pressure cylinder has a diameter of 45 inches, and the two lower pressure cylinders, 70 inches; horsepower is 6,200; boilers are the Scotch type, two being double-ended and four single-ended, with a working pressure of 170 pounds of steam; wheels are the feathering type, with 12 buckets to each of the two.
               
The appearance of the “Hendrick Hudson” created a stir in river steamboat circles. She was furnished in regal splendor and licensed to carry 5,500 people- the largest licensed passenger capacity in the world; and she continued to hold this honor until 1913 when the still larger “Washington Irving” made her debut. Under the more stringent inspection laws of today, she is permitted to take aboard 5,252 passengers.
               
Immediately upon her appearance, the “Hendrick Hudson” was placed on the Albany-New York route in line with the “New York” and later with the “Robert Fulton,” “Washington Irving,” and “Alexander Hamilton.” In 1933 she was placed on the New York-Poughkeepsie run, making a round trip daily out of New York, and since then she has continued in this service with the exception of occasional trips to Albany and the annual excursion in late August from Kingston and other river cities to Albany.
               
The “Hendrick Hudson” has compiled an extremely fine record with only one accident of any import being recorded in her history. In September 1930, on Labor Day, she had the through run from Albany down river, and that night she left New York to deadhead back to the Capital city in order to come down again the following day with the large crowd of returning vacationists. The night was somewhat clouded by fog, and at Van Wie’s Point, five miles short of her destination, she ran aground out of the west side of the channel. She was fortunately undamaged, was hauled off by tugs the following day, and returned to New York under her own power.
               
Death has recently claimed three of the principal officers of the “Hendrick Hudson”- Captain Alonzo Sickles, First Pilot Harry Kellermann, and Chief Engineer William Van Wie. During the season of 1940 Captain Frank Brown was in command of the vessel, Theodore Conklin was purser, Elmont Nelson and John Garavan  were assistant engineers, Alexander Hickey and Clarence Plank were pilots, and Thomas Kraljik and John Antoncic were mates.
               
At the present time the “Hendrick Hudson” is in winter quarters at Pier 81, North River, awaiting the coming of spring and another year of work upon the mighty river for whose explorer she is named.

​Long-Island Star, April 6, 1814
NEW FERRY BOATS. On Sunday last the public were gratified by the performance of a new invented Ferry Boat, on the New-Ferry between this village and New-York. This boat was invented by Moses Rogers, Esq. of New-York. It is in some respects similar to the Paulus Hook ferry-boats, and calculated to receive waggons in the same commodious way; but the water-wheel in the center is moved by eight horses. It crossed the river twelve times during the day, in from 8 to 18 minutes each, and averaging 200 passengers each time. It makes good was against wind and tides and promises to be an important acquisition. Another boat to go by horses is now building for that ferry; and a Steam-Boat . . . is nearly ready for the ferry between Brooklyn and Beekman Slip. 

Columbian, May 18, 1814
Brooklyn Steam Ferry-Boat. "The Nassau", The new steam-boat . . . , which commenced running from Beekman-slip to the lower ferry at Brooklyn a few days ago, carried in one of her first trips, 549 (another counted 550) passengers, one waggon and pair of horses, two horses and chairs, and one single horse. She has made a trip in four minutes, and generally takes from four to eight; and has crossed the river (in width about three quarters of a mile) 40 times in one day. The convenience and utility of this line of boats to the inhabitants of Long-Island and this city, may be easily conceived. The boat impelled by horses from the New-slip to the upper Brooklyn ferry, carried at one time 545 passengers, besides some carriages and horses. And a horse-boat is to run soon from Grand-street dock to Williamsburgh. These astonishing improvements in domestic navigation are without equal in the known world. . . .

N-Y Evening Post, June 8, 1814
COMMUNICATION. On Saturday morning was launched, at the ship yard of Mr. Charles Browne, an elegant double boat, intended to ply as a ferry boat, from Corlaer's Hook to Williamsburgh, Long Island -- Bateau allant par Chevaux. This beautiful boat is called the Williamsburgh, and is to be propelled by horse-power. . . . She is by far the most spacious [such boat] . . . -- presenting to view an extensive deck of 80 feet by 42 feet wide. . . . ***

N-Y Evening Post, August 4, 1814
Team Boat Williamsburgh. -- Trial was made yesterday of the TEAM Boat Williamsburgh, intended to ply as a ferry boat between Corlaers Hook and Williamsburgh on the opposite shore of Long Island. This boat certainly far exceeds any other propelled by horse power. *** She proceeded with only eight horses from Williamsburgh against a strong ebb tide up the East River opposite the New Alms House, from thence to Delancey Slip, and from thence she proceeded down the River, passed the Navy Yard, Long Island and Brooklyn against a very rapid flood tide to the admiration of a numerous assemblage of spectators on the wharves. Thus in a few years we have witnessed the wonderful improvement from sails to steam, and from steam to animal power, which is calculated in a great measure to supercede the necessity and expense of steam, particularly for these short ferries.

 oulson's American D. Advertiser (Philadelphia, Pa.), November 11, 1811 
Newburgh, (N. Y.)  ROBBERY.
On Saturday afternoon last, a short time before Capt. Griswold sailed from New-York for this village, nine thousand six hundred dollars, in bills, was given him directed to the Bank of Newburgh, and by him put into his trunk in his state room; as soon as the vessel was got under way, the captain discovered the money had been stolen. Proper enquiries were immediately made of the passengers on board the sloop, from which it appeared that no cause of suspicion attached to them. It is supposed the money was taken previous to the vessels leaving the dock in New-York.

Evening Post March 4, 1812
Yesterday took place, at the Sessions, the trial of Charles Willard and William Sherwood, on suspicion of having robbed Edward [sic] Griswold of $9000, money entrusted to his care to be deposited in the Newburgh Bank. After a patient hearing of all the circumstances, the jury brought in a verdict of not guilty; and the accused were acquitted.

FOR THE EVENING POST.
Sessions -- The people vs. Charles Willard and Wm. Sherwood -- Indicted.
*** The important trial of C. Willard and William Sherwood, who were indicted the last term on suspicion of having robbed Capt. Edward [sic] Griswold of the sum of $9 or 10,000 entrusted to his care by the Directors of the Mechanic Bank in this City to be deposited in the Bank of Newburgh. *** Mr. Fisk on this occasion shewed more than ordinary talents, his solid mind was apparently set to the keenest edge to come at justice in the conviction of the said Sherwood and Willard, for nothing short of conviction would be justice, for so it seemed he had determined in his own mind. -- Permit me to digress: for this seems the proper place for remark. what value can be placed upon the invaluable privilege of trial by jury? *** Associated with me in the defence was Martin S. Wilkins, Esq. . . . . The Jury took their seats between ten and eleven in the morning, and retired to consider the case about the same hour at night. After 20 or 30 minutes absence, they returned, a verdict of acquittal. I owe it to Mr. Griswold, as a candid man to state, that his character was well supported as an honest man, though an interested witness in the cause, as were the characters of the accused, (with the exception) that they could not be witnesses. The money is lost, and the jury say on their oaths that the accused did not take it -- common has been the injury, and common be the redress.

From a prejudice existing against Messrs. Sherwood and Willard, while in confinement, it became necessary in my opinion as their Counsel and ally, on whom the business devolved to prepare the cause for trial, to request the public to suspend their opinion as to the guilt or innocence of the accused, until after their trial. . . . I admitted my clients were accused of a robbery of great magnitude, and I owed it to these gentlemen in
particular, who were respectable merchants, and to the public in general, to give this uninterested narrative, that after a full hearing by the court and jury, who merit the highest praise for their great patience and impartiality to declare that Messrs. Sherwood and Willard were acquitted of the charge alledged against them. For certain reasons I forbear making further comments on the trial at present.
WM. KETELTAS, Counsel first engaged. N. B. Published at the request of the late accused.

Evening Post, March 7, 1812
ADVERTISEMENT. HAVING volunteered in behalf of the president and directors of the back at Newburgh . . . , to assist the company to discover the felon or felons who robbed captain Edmund Griswold [sic], of the sum of $10,000, entrusted to his care, to be deposited in said bank, who made oath he had been robbed of the paper said to contain such sum; nothing would afford me greater pleasure than to detect the felon or felons, and recover said sum for said company, for which I offer a reward of one hundred dollars for the felon or felons to be placed in the hands of justice, and one hundred and fifty dollars to the discoverer of the said sum said to be stolen. *** If my clients Charles Willard and William Sherwood are guilty, they have abused the honesty of my heart, and escaped the discernment of the mind's eye, both of the jury and advocate, and the perseverance of the prosecuting counsel for the people, but the guilty, be they who they may be, cannot escape the all-seeing eye of the searcher of hearts, who was appealed to by both parties under oath, with whom, in the course of his divine providence I leave to punish the perjured, be they whom they may. -- "Let justice be done if the heavens fall." WM. KETELTAS.
Columbian, March 11, 1812

N-Y Evening Post, May 21, 1812
TO THE PUBLIC. [a card signed by the directors of the Bank of Newburgh acquitting Capt. Griswold of the "uncharitable" and "entirely unfounded" insinuation that he had been the thief who had stolen the bank's money last November]

N-Y Evening Post, July 31, 1817
Thief detected. -- Several years ago, a packet containing ten thousand dollars in bills and post notes of the Bank of Newburgh, and belonging to the band, was put on board captain Griswold's sloop, to be sent up the north river, and was stolen a few minutes after it was received. The bank made great exertions to detect the villain who had taken the money, but without success, till within a few days past. The cashier lately received a letter from Montreal, informing him that several post-notes of the Bank of Newburgh, to the amount of about twenty-five hundred dollars, indorsed by Griggs Knap, had been offered there under such circumstances as excited suspicion: the notes were described and the person who offered them. This information, together with the fact of the absence from Newburgh for several weeks of the person described, fixed the suspicion upon Briggs Belknap, who was mate of the sloop at the time of the theft. -- He was apprehended, and a package containing $200 of the very bills that were stolen, and which appeared to have lain untouched in the drawer since the time they were missing, were found in his desk: Upon examination, he was ordered to be committed to the jail at Goshen, where he is lodged for trial. He them made a full confession of his guilt, and acknowledged that he had been to Montreal, and offered the post-notes there, but being suspected, had said he destroyed them. His property, we understand, is sufficient to make good the amount, with interest.

It may be recollected, that suspicions were abroad at the time involving many innocent persons. Two men by the names of Sherwood and Willard were actually indicted for the theft, tried, and with difficulty acquitted; the jury declaring they believed them guilty. but could not feel justified in bringing a verdict to that effect on mere circumstantial testimony.

N-Y Herald, October 4, 1817
At a court of Oyer and Terminer, held in the county of Orange, last week, before his honor Judge Spencer, came on several trials for felony. Briggs Belknap, whose case was some time since stated in the papers, was the first. It may be remembered that this is the man that stole a large quantity of money put on board of a vessel of which he was mate, for the purpose of being sent to a Newburgh bank. After the most satisfactory evidence of his guilt, the jury brought him in not guilty; because it was more than six years since the theft was committed, and the statute limits the time of commencing a prosecution to three years and one day, but within which time it was impossible to commence this, for it was not found out till after that time had expired that he was the thief. And so the jury said he was not guilty.

From the Evening Post.
As an act of justice towards capt. Griswold, we republish the following from the Newburgh Gazette, which came to hand this morning.

N-Y D Advertiser, October 4, 1817
TO THE PUBLIC.
Whereas unfounded and unjust imputations have gone abroad, prejudicial to the
character of capt. Edmund [sic] Griswold and that of his family, relative to a sum of
money feloniously taken from on board of his sloop, at New York, in the month of
November, 1811, and belonging to the back of Newburgh; I, the undersigned, repenting
of the crime, and of the injury I have done capt. Griswold, do hereby declare, that I did
take the money from his possession, without his knowledge or consent, and that any
suspicions or imputations against his character or any of his family in relation thereto,
are entirely malicious, idle, and without the least foundation. Dated Newburgh, state of
New-York, Sept. 19, 1817. BRIGGS BELKNAP. Signed and acknowledged to have been done voluntarily in the presence of Leonard Maison.

Political Barometer (Poughkeepsie, New York), February 28, 1810
The EDWARD, John Foster, Jun. Master, WILL sail from the Landing of GEORGE B. EVERTSON, &Co. for the accommodation of Ladies and Gentlemen travelling on business and pleasure. As the Edward is designed entirely for the convenience of passengers, the proprietors hope that the extra accommodations will please every person that takes passage on board. Her births are furnished with sacking bottoms, new beds and bedding, and the owners pledge themselves that there shall be nothing wanting on their part to accommodate the public. Passengers will be set on shore or taken on board, if requested, at any place between Poughkeepsie and New-York.

The EDWARD will leave Poughkeepsie on Tuesday the 27th inst. at 4 o'clock P. M. and New-York, at Coentie's Slip, on Friday the 2d day of March, at 4 o'clock P. M. and continue to leave each place every Tuesday and Friday throughout the season. -- Passage 3 dollars -- children half price. Every person engaging a birth and not occupying the same, must expect to pay the usual price.

The subscriber acknowledges the favors of the public since the commencement of the Edward for passengers only, and begs leave to solicit a continuance the ensuing season. JOHN FOSTER, Jun.

New-York Evening Post, April 11, 1812, COMMUNICATION.
A passenger who lately came down from Albany in the Paragon [writes about] the superior accommodations of this extraordinary vessel. With more room than any steam boat on the river, being of the same length of keel with the frigate President, and considerably wider than the Car of Neptune, it may be added that in speed she excels all competitors. It is not too much to say that she unites in herself, convenience, neatness, elegance and dispatch beyond what has been yet seen in this country.


George Temple.  The American Tourist’s Pocket Companion; or, A Guide to the
Springs, and Trip to the Lakes.  New York, 1812.
The different steam-boats afford the easiest, most certain, and expeditious manner; they have, however, their inconveniences, as they leave Newyork of an evening, the opportunity is lost of viewing the romantic scenery of the highlands, the steam boats passing them during the night.  By proceeding in these vessels, little of the country is seen, the glance is transient, and as correct an idea of it might be formed by peeping into a raree-show, which exhibits the same views.  The crown and bustle on board of a steam-boat, is also disagreeable to the valitudinarian, the sedate, and all those who entertain an aversion to be jostled about like cattle in a pen.  The gay, and those in the hey-day of youthful spirits, may, however, find them agreeable, and have ample scope to indulge their exuberance of mirth.

Stages also pass alternately every day from Newyork to Albany, on each side of the river.
       
When a numerous, or a family party, are about proceeding on this tour, they will generally find it to their advantage to agree with the captain of one of the Albany sloops, for the exclusive right of his cabin, and by laying in a small supply for their voyage, will find themselves infinitely more at home, in every respect, than on board of a steam-boat.  They must, however, be possessed of patience to bear the occasional bad luck of contrary winds and calms.  However, to a party of pleasure, not pressed for time, and having no urgent cause for expedition, a day or two longer, passed on the water, especially in agreeable weather, and sailing on a fine river, the banks or which are constantly regaling the eye with a variety of interesting prospects, is no material objection, more especially if the party are happy among themselves, and carry with them books and other resources against tedium.
       
When the tourists form a duo, and are equally desirous of leisurely admiring the romantic beauties of nature, and a few days is of no consequence to them, I would advise the following manner of pursuing this tour.
       
To ferry over the Hudson to Hoboken, and proceed in the stage to Patterson; view the falls of the Passaic; proceed by a chance conveyance to Goshen; thence to the celebrated spot of West-Point, and the romantic scenery of the highlands; proceed to the agreeable village of Newburgh; thence by the steam-boat to Hudson, and wait there for the succeeding steam-boat to proceed to Albany.  Here a day may be passed in viewing the city, and visiting the mineral springs of Harrogate, or the opposite shore of Hudson river.  

. . . as a monitor, I would be careless of my duty, if I did not avail of the present opportunity . . . to caution in the strongest manner, the young, unwary, and unexperienced, against joining strangers on board of steam-boats, packets, and at boarding -houses, at cards, the smallest inconvenience, is their being involved in disputes, which are at all times disagreeable.  And sharpers are always prowling about, to take advantage of the heedless -- besides those, who are professionally sharpers, there are others who, unmindful of their situation in life, make a practice to avail of their dexterity, and boast of defraying their travelling expenses by this polite science -- of all such beware.
       
Where there is such a number confined together in a small space, as there is usually found on board of steam-boats, it is natural that some little intimacies should be formed and groups or little parties assemble, drawn together by some small similarity of taste and relish for conversation; influenced by these circumstances, we formed part of a circle composed of about a dozen ladies and gentlemen, and retiring to a corner of the deck after enjoying much cheerful and agreeable conversation, it growing rather languid, a song from the ladies was proposed; diffidence however, prevented the accomplishment of our wish, and one of the gentlemen favoured us with the appropriate song of the "Heaving of the lead," in a masterly stile.  The person whose turn it next was to regale us, declaring that nature had not favored him with any vocal powers, substituted an amusing anecdote; after which a compromise was arranged with the fair ones, by which they were prevailed on to  sing alternately with those gentlemen who could, and that those who could not, would relate a real story.  The moon rose clear, the night was charming, and the hour for dowsing the lights, and establishing tranquility in the cabins being ten o'clock, we preferred prolonging our agreeable recreation until a late hour, to descending to stew out the night in the regions below. 

Bob Williams, a Negro deckhand on the Hudson River Day Line steamer "Robert Fulton", put himself on the roll of heroes on Wednesday, September 13, when he was cheered by eighteen hundred passengers on that boat who witnessed his thrilling rescue of two students from Maryknoll Seminary, Ossining, who were clinging to a capsized canoe in the Hudson off from Ossining.

The students, Christian Fuss and Harold Dunn, had been canoeing, and when they started to change seats in the boat, the canoe shot from under them and they were precipitated into the water. They were in the water an hour and a half, when the "Robert Fulton" passed at full speed. the big steamer was a half mile beyond the struggling men before Captain Magee could stop and reverse engines.

In the meantime, Williams, with two other deckhands, had lowered the stern lifeboat and in the teeth of a strong tide Williams swiftly rowed back to the men. When the two students were pulled into the lifeboat, the eighteen hundred passengers made the highlands on both sides of the river echo with their cheers.

Dunn and Fuss were attended by a physician for ninety minutes before they were put ashore at Yonkers. Dunn paid a tribute to his rescuer by declaring that "I never thought a boat could be launched and rowed such a distance in such a short time. That man Williams is a wonderful oarsman."

​Hudson, September 26, 1809
On Saturday three steam boats came up the Hudson together, the old North River Steam Boat, and the new Car of Neptune belonging to Messrs. Livingston and Fulton, of Clermont, and the Rariton, owned by Mr. J. R. Livingston.  The old boat continued her course as usual, the new boat (Car of Neptune, capt. Roorbach) goes to Albany, to start from there on Saturday next, and the Rariton returned to New-York.
National Intelligencer (Washington, D. C.), October 4, 1809.
 
The Steam-boat Car of Neptune arrived yesterday from Albany, in 26 hours, with 70 passengers.  She made her passage up in 34 hours.  She left here on Wednesday afternoon, at 5 o'clock, and was back again on Sunday morning at 11, having been absent less than four days --  the shortest trip, we expect, ever made to Albany and back.
Columbian, March 26, 1810,
 
The Steam Boat Car of Neptune arrived yesterday in 26 hours from Albany with between 60 and 70 passengers.
New-York Evening Post, April 16, 1810,

December 7, 1809 The Evening Post (NY) Steam Boats Defeated and Stages Revived. Winter Establishment.
Passengers take notice. The New York and Albany Mail Stage will commence running on Sunday, 10th December, on the east side of Hudson river, every day, to start on Sundays, Tuesdays, Thursdays and Saturdays, at 10 o'clock, and on Mondays, Wednesdays and Fridays, at 12 o'clock, and arrive in Albany in 37 hours.

The proprietors have furnished themselves with excellent horses,  carriages and careful drivers. N.B. 14 pounds of baggage allowed too each passenger, and one hundred lb to pay the same as a passenger, all goods and baggage at the risk of the owners.
REYNOLDS, HUNT & Co. For seats in the above Stage, apply to John Puffer, No. 5 Courtlandt street.

The largest steamboat ever built for service on the Hudson River was the “Berkshire” of the Hudson River Night Line, built to run in overnight passenger and freight service between Albany and New York.  Because of her imposing size, most boatmen referred to her as the “Mighty Berkshire” rather than by her mountainous name alone. 

The “Berkshire” was some 440 feet long overall, making her 13 feet longer than her one time running mate, the “C.W. Morse,” and nearly 26 feet longer than the “Washington Irving.” the largest steamer of the Hudson River Day Line.  The late Francis “Dick” Chapman of New Baltimore, her last captain, was later a pilot with me on the the Cornell tugboat “Lion” and related to me a number of incidents about the big Night Liner. 

One night back in July 1935, the “Berkshire” was preceding down river on her regular run from Albany to New York.  As they were passing Saugerties at about 11 p.m. the steam steering gear broke.  The men in the pilot house immediately shifted to the big hand steering wheels. 

How Wheels Worked
The steam gear had a small pilot wheel at the front of the pilot house which the pilot could turn with ease with one hand.  This small pilot wheel was in turn connected to an auxiliary steam engine which actually turned the rudder.  The hand steering wheels, on the other hand, were huge affairs located in the middle of the pilot house to be used in times of emergency.  They were connected directly the the rudder and when in use were turned by brute strength. 

The engineers, unfortunately were unable to make repairs to the steam steering gear, the usual means of steering the steamer, and the pilots took her all the rest of the way to New York steering her by the hand gears.  It took four men to constantly man the two big hand steering wheels and, except on straight courses, they had to run dead slow in order to get the rudder over. 

The sharp turns in the river at Magazine Point, West Point and Anthony's Nose were particularly troublesome.  In order to make the sharp turns, the “Berkshire” had to be backed a couple of times to get the rudder over so the turns could be made.  When she finally got to New York they had to get tugboats to put the “Berkshire” in her slip.  There the repairs were made to the steam steering gear and she was able to leave on her regular up trip as usual. 

The “Berkshire” also had a close call on her very last trip down river from Albany.  The year 1937 was the “Berkshire’s” last season in service and her final sailing from Albany for New York was made on the night of Labor Day.

Hazy Weather
All the way down the river the weather was hazy.  When the “Berkshire” was off Esopus Island, fog set in thick.  At Crum Elbow they could hear a bell being run [sic] rapidly at minute intervals, meaning something was anchored ahead.  On the “Berkshire” they were running slow on time courses and sounding her whistle. 

Suddenly, through the fog, the pilot house crew of the “Berkshire” dimly saw two white lights high in the air dead ahead, which they realized was a large anchored ship.

They passed the ship so close the guards of the “Berkshire” rubbed along the ship's side.  Since it was ebb tide and because of his position, Captain Chapman was afraid to back down because he thought his steamer might back across the bow of the anchored ship.  So what could have been a terrible accident, turned out all right for the mighty “Berkshire” on her last trip down the Hudson under her own power. 

The “Berkshire’s” career on the Hudson River from the time she entered service in 1913 until her final season of 1937, in general, was a placid one and relatively uneventful.  Her beginning and ending, however, were a little unusual. 

Launched in 1907
The huge steamboat was launched on September 21, 1907 from the yard of the New York Shipbuilding Co. at Camden, N.J. with the name “Princeton” painted on her bows.  Launched  in the midst of the panic of 1907, funds apparently were not available for her completion.  With engine and boilers installed but with no superstructure, the uncompleted vessel was layed up and not completed until six years later.  When finally completed, her launching name of ‘‘Princeton” had been changed to “Berkshire.”

The “Berkshire” arrived at Albany on her first trip on the morning of May 23, 1913.  The very next day, the “Washington Irving,” the new flagship of the Hudson River Day Line, arrived at Albany on her inaugural trip.  Thus by a turn of fate, the largest night boat ever built for service on the Hudson River and the largest day boat ever built for service on the Hudson both made their first trips to Albany within hours of each other.  It was a big weekend for big steamboats at Albany. 
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After the ‘‘Berkshire’s” final trip in 1937, she was layed up at Athens.  With the coming of World War II, the big steamer was acquired by the federal government and at the end of January 1941 was towed by the Coast Guard through the ice to New York harbor.  In June, she was towed to Bermuda where she was used as a floating barracks for construction workers engaged in the building of U.S. World War II bases on the island.  After the war was over, the “Berkshire” was towed back from Bermuda to Philadelphia where she was finally broken up.

The Delaware & Hudson Canal furnished much employment for residents of the Village of Rondout. Extending 108 miles from Honesdale, Pa., to Eddyville this was the main artery for the shipping of coal from the mines of Pennsylvania to tidewater at the Hudson River.
On this waterway hundreds of horse-drawn barges, averaging 130 tons capacity were engaged in the commerce. At the peak of its usefulness it was estimated that about two million tons of coal were carried yearly on these barges. The cargos were either unloaded upon the Island Dock where immense piles of coal were stored to be shipped later to customers along the river, or the boats themselves were towed to the destination and unloaded direct. The first shipment of coal arrived in Rondout from Honesdale, Pa., Dec. 5, 1828. The fleet consisted of 11 barges each carrying only 10 tons of coal. The last boat to make the trip before the abandonment of the canal was No.1 107 which arrived in Rondout Nov. 5, 1898. The captains of these vessels after arrival in Rondout found it necessary to purchase supplies of food and other necessities for the return trip. This trade was a great factor in building business in the area. The stabling of horses and mules used for motive power on the canal, during the unloading period, was an important aid to the village business. During the winter months many of these animals were put out to be boarded for the winter while others were used in the harvesting of natural ice on the Hudson River and the Rondout Creek.

Cement
Another industry which contributed greatly to the prosperity of Rondout especially the part known as Ponckhockie, was the Newark Lime & Cement Company. This company had opened quarries in that region but the rock was shipped to Newark to be processed. I 1850 a plant was established here and immense kilns erected, and mills, cooperages and storehouses built where the rock was burned, ground, barreled and stored ready for shipment. The company maintained boats for the transportation of the finished product. Cement also was loaded and shipped in sloops and in two, three and four masted sailing vessels some carrying as many as 2,500 barrels of cement each weighing 320 pounds.
With a general store where employees traded, a community soon built up around the cement plant and individual homes were constructed besides some houses erected by the company for key members of their working force. This industry furnished employment to as many as 500 men at the peak of its prosperity.
With the coming of Portland Cement the demand for Rosendale Cement as it was called, fell off and gradually the business declined until it was finally abandoned in 1901. Monuments of the company's vigor still remain in Ponckhockie where the concrete buildings erected by them such as the store, barn and the Ponckhockie Chapel, now a Congregational Church, are to be seen. This church was erected in 1870 by the company as a Sunday school for the children of that section of the city. The ruins of the old kiln still stand almost like forts reminding of a bygone age.

Boatbuilding
As the village grew and various products were being shipped to all parts of the country the need for boats increased. For that reason the boatbuilding was built up to supply the demand. Soon it was to become one of the main industries with yards dotting the creek front from Wilbur to Ponckhockie. At the peak of its prosperity this business furnished employment to as many as 1,000 men. To supply the vessels for the increasing water transportation here were built canal boats, barges, tugs and other boats of various kinds. During World Wars 1 and 2 the Hiltebrant Company of South Rondout and the Island Dock Shipbuilding Company were the principal builders of government vessels.
The heavy demand for boats of different kinds stimulated the formation of many companies in this field. The most notable of these builders who maintained yards were Conrad Hiltebrant, Dwyer Bros., John D. Schoonmaker, Jacob Rice, Feeney Company, Baisden, Donovan, D & H Canal Company and the Cornell Steamboat Company. With the quicker transportation furnished by the railroads this industry has declined until now there are but a few yards in operation. On these yards few wooden boats are being built, the trend being toward steel barges.

Bluestone
The bluestone industry employed hundreds of men on yards along the creek at Wilbur and Ponckhockie. The stone quarried in nearby towns was hauled to Rondout and there processed and prepared for shipment to market. This stone was used extensively in building in New York City, for window sills and such trimmings'. Also for sidewalks and curbing. Among those who for years maintained yards here were the Booth and Sweeney families.

Hewitt Boice and later the Hudson River Bluestone Company had their yard at Ponckhockie where many men were employed in cutting, sawing and otherwise finishing the stone. This company maintained their own barges which were loaded at the waterfront and then towed to New York and other destinations. With the development of concrete in building and paving the use of bluestone gradually declined. New York City took many of the quarries for the Ashokan Reservoir and this dried up the source in many cases. This industry has practically disappeared in recent years.

Brick
Brick making added much to the prosperity of Rondout. Most of the yards were situated along the river front at Kingston Point and Steep Rocks. These yards were controlled by companies composed of members of the Cordts, Hutton, Terry, Staples and Dwyer families. They employed many men and still do so, although the methods of brickmaking have changed. Where the work was done by hand in the past, now the automatic drying and burning of brick has cut down the working force. These companies also maintain their own barges which required many men to operate.

Ice Harvesting
Harvesting of natural ice during the winter and the shipping of the same in the summer was a business which brought much money into the hands of workers. These ice houses stretched along the river and creek and were manned in a great measure by residents of Rondout. It was estimated that at its most prosperous period approximately $50,000 was paid out for ice harvesting in this area in a single season.
Most of this money found its way into the business channels of Rondout and this formed a most important part of the economy of this village during the winter months when water transportation was at a standstill, both on the canal and on the river. The coming of manufactured ice and electrical refrigeration put an end to this business.

Towing
With all the manufacturing enterprises going at full head the shipping of their products naturally assumed great proportions. To facilitate this shipping the Cornell Steamboat Company was organized in 1837 by Thomas Cornell and later continued by his son-in-law Samuel D. Coykendall and members of the latter's family.
Immense tows of barges carrying brick, bluestone, cement, coal, ice and all sorts of merchandise left the Rondout Creek daily for New York and Albany and other points along the river. It was estimated that at one time there were at least 70 boats engaged in the towing business by the company alone. About 500 men were necessary to man these boats each spring as the season opened. Famous among the old side-wheeler towboats were the Norwich, Austin, Oswego, McDonald. The tugboats included the Cordts, Hart, Washburn, Cornell, Perseverance and many other smaller vessels used for smaller tows and as helpers to the larger tugs.

This company maintained its own machine, boiler, carpenter and paint shops where all repairs were made. These shops have not been active for some time and only recently were sold to the Miron Lumber Company. It is expected that a woodworking plant will be established there. At the peak of the towing business about 250 men were employed in these shops, a valuable addition to the economic life of the community.

Cigar Factories
An industry which from a humble beginning grew to be one of our most important sources of employment for women was the cigar making business. In 1887 Powell, Smith & Co. with George J. Smith the leading figure in the local plant started at Broadway and Pine Grove Avenue and developed a reliable year-round industry. Later the American Cigar Company secured control of the plant.
At its most prosperous period about 1,500 persons were engaged at this one factory with an enormous payroll. Besides the larger factory there was the Van Slyke & Horton and Fitzpatrick & Draper plant employing many workers. These with similar individual shops made cigar making business one of the strongest assets in the business field. However, due to change of the smoking habits of the people these factories have in a great measure disappeared from the life of our city.

Shirt factories
Many shirt factories were established in the section near the West Shore Railroad which furnished employment for both men and women. Some of these still are actively engaged in this line and are an important part of the business life of the central portion of town. In addition to the shirt factories many small dress and other factories have been established both in the central section and in the lower portion of Rondout.

Electrol Plant
The plant now occupied by the Electrol Corporation has furnished employment for many men down through the years. Originally called the Peckham plant here was made at different times trolley car trucks, automobiles and machinery. During the time the Electrol Company has been located there they have maintained large working forces, at times working round-the-clock. This concern still is actively engaged in defense work.

Dr. Kennedy's Remedy
A business which provided considerable employment and brought fame to Rondout was the manufacturing, sale and shipment of Dr. David Kennedy's Favorite Remedy. This patent medicine was prepared at a plant on Ferry Street, the rear overlooking the Rondout Creek. From this point the product was shipped to all parts of the country. The founder, Dr. Kennedy, was a former mayor of Kingston. After the death of founder the business was continued by a company.

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