Most boatmen are notoriously sentimental. A fine example of their feelings for an old veteran of the river was the last trip of the Cornell tugboat “Osceola."

The "Osceola" finished her travels and work on the Hudson River on a Sunday afternoon during the latter part of October 1929. At the time I happened to be down along the shore at Sleightsburgh.

On that Sunday afternoon of mid-autumn, the "Osceola" came down river with a large tow, the tugboat "George W. Pratt” helping her. When opposite the Rondout Lighthouse, the big tug "Edwin H. Mead” of the Cornell Steamboat Company came up river, running light, and took over the tow from the “Osceola." As soon as the towing cables were shifted to the "Mead, the “Mead” blew three very long whistles of farewell. The “Osceola" then turned and headed for Rondout Creek, answering the "Mead’s" salute with her own whistle.

Answering Whistles
The steamboat "Poughkeepsie" of the old Central Hudson Line at the time was coming out of the Rondout Creek on her run to New York. The "Poughkeepsie" also blew three long whistles which the "Oscy” answered.

Finally, the "Osceola’s” old running mate and helper for many years, the "George W. Pratt," blew three very long blasts on her whistle saying good-bye, knowing the “Osceola" was to sail the river no more.

As the “Osceola"’ was going between the dikes on either side of the creek, she answered the “Pratt’s" last salute. I can still see in my mind’s eye the white steam from her whistle as it trailed around her big black smokestack in the clear autumn air. It was the last time that old familiar whistle was to echo along the banks of the Hudson.

The "Osceola” tied up at the Cornell shops at Rondout and the fires in her boiler were let die. The "Oscy’s" hull was worn out, but her engine and boiler were still considered to be in good shape. The Cornell Steamboat Company had acquired a sound hull from another company and it was Cornell’s original intention to take the "Osceola’s'’ engine, boiler and deck houses from her original hull and install them in the newer one. During 1930, the work progressed to a point where the transfer of engine, boiler and upper works was almost completed. Then the Great Depression set in and the project was never finished.

Stranded on Beach
The "Osceola’s” original hull, as soon as the engine, boiler and topside gear were removed, was towed to Port Ewen where it was stranded in 1930 on the beach outside of where the Hidden Harbor Yacht Club is now located. The uncompleted newer hull, after work was stopped in the fall of 1930 or early 1931, was shifted to Sleightsburgh where it weathered away for almost 20 years. Finally, in the late 1940’s it, too, was towed to Port Ewen and sunk off the shore, almost right next to the "Oscy’s” first hull.

The "Osceola" was a big tug and very similar to the Cornell tugboat "Pocahontas." Both had been built during the same year, 1884, at the same shipyard at Newburgh.

Both were used in the same type of service and after World War I the two tugboats pretty much handled Cornell's business on the upper river. One would leave Albany one night, and the other the following night with Cornell’s daily tows for down river. The tows would meet the daily up tows from New York in the vicinity of Poughkeepsie where the meeting tugboats would exchange tows. As a result, the "Osceola" and "Pochahontas” [sic] in their latter years were to be seen almost always on the northern half of the Hudson — and their whistles heard on the foggy nights of spring and autumn. In the "Osceola’s” last trip to her home port of Rondout, Howard Palmatier was captain, Dan McDonald her pilot and Victor Matt chief engineer. 

                                                       Poughkeepsie
The tale of the steamboat “Poughkeepsie” is the story of a vessel that is still in service- although today the name “Westchester” has replaced “Poughkeepsie" and she is no longer a familiar figure on the Hudson river.

The steel hull of the “Poughkeepsie” was built by the Tampa Foundry and Machine Company at Tampa, Florida, in 1916. Her hull was 206 feet 8 inches long, with an overall length of 215 feet; breadth of beam 47 feet; depth of hold 14 feet 2 inches; gross tonnage 1,366; net tonnage 948. She carried a triple expansion engine with cylinder diameters of 18 1/2, 28, and 46 inches, with a stroke of 30 inches.
           
The “Poughkeepsie” was built for the Central Hudson Steamboat Company of Newburgh, and was the largest steel steamboat built south of Virginia yards up to that time. She was launched on September 25, 1916, and was delivered to the Central Hudson Company at New York in April 1917. The hull of the “Poughkeepsie” was of extra heavy steel construction with reinforced frame below the water line for the purpose of battling river ice during the winter months. The first deck was used exclusively for freight, the second deck containing staterooms which would accommodate 32 passengers, aft of the pilot house. The new steamboat represented an investment of a quarter of a million dollars at the time she joined the fleet consisting of the “Benjamin B. Odell,” “Homer Ramsdell,” and “Newburgh.”
           
The first route of the “Poughkeepsie,” under the banner of the Central Hudson Steamboat Company, was between Rondout and New York, running in line with the “Benjamin B. Odell.” She was under the command of Captain Amos Cooper, with William Ross, pilot, and Howard Caniff, chief engineer. During the period in her career she became very popular with the traveling public, especially as an excursion vessel during the summer months.
           
In May 1929 the Hudson River Night Line and the Hudson River Dayline jointly purchased the Central Hudson Company’s steamboats, and then the “Poughkeepsie” and the “Benjamin B. Odell” were placed on the night line between New York and Albany. These two steamboats made their last trip on the night line late in November 1936, and were then withdrawn from service.
​

Measurements were taken of the “Poughkeepsie" for the purpose of conversion into an excursion vessel, and on January 13, 1937 she was transferred to the Meseck Steamboat Company who immediately solicited bids for her conversion. On February 4, John A. Meseck, president of the new owners of the “Poughkeepsie,” announced that the Tietjan and Lang yards had been awarded the contract for the re-construction at a cost of $169,780.
           
The name “Westchester” replaced “Poughkeepsie”, and the re-vamped vessel made a trial trip on May 15, 1937 with a thousand guests aboard. On Memorial Day, 1937, the “Westchester” entered regular service between Jersey City, New York, and Rye Beach.
           
Today the “Westchester” is considered to be the finest equipped excursion vessel in New York harbor, with a licensed carrying-capacity of 2,000. She still carries the deep, booming whistle which echoed from the Highlands of the Hudson when she sailed on the river under the name “Poughkeepsie,” but she rarely plows the waters of the Hudson. Occasionally she appears on a moonlight excursion on the Hudson river, but her regular service keeps her in and around New York harbor, and the steamboat “Poughkeepsie” no longer exists in the pages of Hudson river history.

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 October 14, 1972.

For a period of over 70 years prior to 1928, there was a steamboat service between Newburgh and Albany. At its peak there was a steamboat in each direction, carrying freight and passengers on a daily basis. The steamers would make landings at almost every city, village and hamlet along the banks of the upper river. 

During the latter part of the 19th century and the first part of the 20th century, the steamboats “Jacob H. Tremper” and “M. Martin” were the two steamboats providing the service. At the end of the 1918 season, the “Martin” had outlived her usefulness and for the next ten years the “Tremper’” carried on alone, going up one day and returning the next. 

As the 1920’s wore on, business on the line continued to dwindle.  The “Tremper” stopped carrying passengers and in her final years was used to carry freight only. After over 40 years of service, the “Tremper" really showed her age. Her guards hung low above the water and eel grass would hang from her paddle boxes. 

One morning in the late summer of her final season, the steamer “Trojan” of the Hudson River Night Line was landing at Albany just as the “Jacob H. Tremper” paddled by one her down river trip. Three lady passengers were out on the upper deck watching her go by. 

As Captain George Warner of the “Trojan” came down from the bridge, one of the lady passengers said to him, “My goodness Captain, what old boat is that?”

The Captain replied, “Why my good ladies, did you ever hear of the ‘Half Moon’?”

"Yes,” said the lady, “Henry Hudson discovered this river with the ‘Half Moon’.”

“Well,” the Captain said, “That is the other half of the ‘Half Moon’.”

During the mid-1920’s when I was a teenage boy growing up in Sleightsburgh, it used to be quite a sight to see the old “Jacob H. Tremper” coming in Rondout Creek about 10:30 a.m. on her up trip and then about 3 or 4 p.m. the next day on her down trip. Her guards would nearly be dragging in the water, her forward deck would be loaded with freight, and water would be pouring out of the lattice work on her wheel houses. 

When it would be flood tide, she would come very close to Sleight’s dock at Sleightsburgh so as to turn and put her port bow to the dock, under the stern of the “Benjamin B. Odell” or “Homer Ramsdell,” at Rondout. At that time, Sleight’s store was still in operation adjacent to the old chain ferry slip. When the “Tremper” would pass close to the dock, some of the Sleightsburgh boys would get overripe tomatoes or rotten eggs from Sleight’s store and see how many letters in the name on her paddle box they could hit. Although I am somewhat reluctant to admit it now, I was one of them. 

How the mate would shake his fist and swear at us!  Since the “Tremper” no longer carried passengers, her deck crew no longer bothered to scrub the white work. The splotches from the eggs and tomatoes would be on all summer and fall.  She sure did look like a “Half Moon.”

As a boy, it never occurred to me the “Tremper” was nearing the end of her career.  In the eyes of a barefoot youth, time stood still and somehow it seemed summer would last forever. Then, it seemed impossible that in but a few short years the “Jacob H. Tremper” would no longer be coming in Rondout Creek, black soft coal smoke trailing from her tall, black smokestack, a white plume of steam rising skyward from her whistle as she blew off the Cornell coal pocket for the deckhands to get ready to handle her lines.  ​

                                                           No. 27- M. Martin
           
Built in 1863 at Jersey City for the Catskill and Albany day route, the 191 foot “M. Martin” was considered at that time one of the most handsome boats of her type ever to appear on the Hudson river. And the “M. Martin” has a historic background second to none of the vessels ever to ply the Hudson.
              
Because she was constructed in 1863, shortly after the Civil War broke out, the “M. Martin” was pressed into service under General Grant, and during the latter part of the war she was used as General Grant’s dispatch boat on Chesapeake Bay, carrying troops and messages across the bay and river. The “M. Martin” was known as the “greyhound” of the fleet of inland steamers that served the federal government during the war, and after the fall of Richmond, President Abraham Lincoln and General Grant made a visit to the Confederate Capital aboard the “M. Martin.”
              
At the close of the war the “M. Martin” was brought north and purchased by Romer & Tremper of Rondout who placed her in service on the Newburgh and Albany route, running in line with the “Eagle.” These two boats ran together until August 2, 1884, when the “Eagle” was destroyed by fire and the “Jacob H. Tremper” was built to take her place.
              
In 1899, the “Martin” was sold to the Central Hudson Steamboat Company of Newburgh, and served that company many years. She was an exceptionally fine performing vessel in the ice and was thus one of the first out in the spring and the last boat in at the close of navigation in the fall.
              
On Thursday, June 16, 1910, laden with freight and about 20 passengers, the “M. Martin,” southbound from Albany to Newburgh, caught fire and was beached near Esopus Island on the east shore of the Hudson, where all passengers were taken off in small boats. Captain George Hadley first noticed smoke curling from the pilot’s cabin in increasing volume, so he beached the vessel, saw that the passengers were safely taken off, and then got the “Martin’s” firefighting apparatus working playing streams of water on the flames. It was a matter or about 10 minutes for the water to quench the flames, and with only a scorched pilot house to record her experience, the “M. Martin” proceeded on to Newburgh.
              
After repairs had been made, the “M. Martin” resumed service, running until the fall of 1918, when she was laid up. Then in the summer of 1920, the work of junking the “M. Martin” began. Everything of value was removed from a vessel that had once conveyed a President of the United States, and the hull was purchased by Patrick Doherty to use for dock purposes at Eavesport, a small landing near Malden on the Hudson.

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. See more of Murdock's articles in "Steamboat Biographies". 

                                                         No. 100- Homer Ramsdell
Although she left the waters of the Hudson- the river where she was launched- nine years ago, the memory of the steamer “Homer Ramsdell” is still a vivid picture to many of the present generation, and the vessel which once plowed the waters of the Hudson river, is still in service although the name “Homer Ramsdell” no longer appears on her bow.

The steel hull of the “Homer Ramsdell” was built by the T.S. Marvel & Company at Newburgh in 1887, and her engine was the product of William Wright, also of Newburgh. Her dimensions are listed: Length of hull, 225 feet, 8 inches, breadth of hull 32 feet, 6 inches (over guards, 37 feet, 6 inches), depth of hold 11 feet, 9 inches; engine compound fore and aft, diameter of cylinders, high pressure 28 inches, low pressure 52 inches by 36 inch stroke. She had two steel boilers of the lobster-back type which were constructed by W. & A. Fletcher Company at Hoboken, New Jersey. Her gross tonnage was 1181, and her net tonnage 822.

The “Homer Ramsdell” was built for the night line between Newburgh and New York, and was launched on February 24, 1887. She was owned by the Homer Ramsdell Transportation Company of Newburgh, and was a large, speedy, first class propellor steamboat of the most modern design. Her speed was rated at 16 miles per hour and she cost $115,000 when she was completed.

Two fast trips recorded in the history of the “Homer Ramsdell,” one on August 21, 1887, and the other on July 28, 1889, (from New York to Newburgh), give a good indication of the speed of the steamboat, when she completed the trip in three hours and nine minutes, and three hours and seven minutes respectively.

One year before the launching of the “Homer Ramsdell,” the Homer Ramsdell Transportation Company had the propeller steamboat “Newburgh” built at Philadelphia. The “Newburgh” was launched at the Quaker city on April 1, 1886, and the steamer “Homer Ramsdell” was constructed as a consort for the “Newburgh” on the New York line. These two vessels plied this route until 1899 when a new company was formed. This new company, the Central Hudson Steamboat Company, was formed out of the former Poughkeepsie Transportation Company and the Romer & Tremper Line of Rondout.

On Sunday evening, May 21, 1911, after 24 years of service on the Hudson river, the steamer “Homer Ramsdell” burned to the water’s edge at her wharf at Newburgh. Michael Boyle, a deckhand, was drowned when he jumped overboard to escape the flames. The fire was caused by the explosion of a lamp, and four of the crew were on board when the fire started. Three escaped to the dock while Boyle remained behind in an endeavor to start the pumps. The deckhand, believing his escape to the dock to be cut off by the fire, leaped overboard and was drowned. The owners of the “Homer Ramsdell” estimated their loss to be $250,000.

The hull of the burned steamboat was rebuilt- part of the wood for the joiner works coming from the steamboat “Central Hudson.” (formerly the “James W. Baldwin”), which had been abandoned. The rebuilt “Homer Ramsdell” made her first trip on December 2, 1911, and continued in the service of the Central Hudson Steamboat Company until May 1929 when the Hudson River Night Line and the Hudson River Dayline jointly purchased the assets of the Central Hudson Steamboat Company at a receiver’s sale. Five steamboats were included in the transaction. These were the “Jacob H. Tremper,” “Homer Ramsdell,” “Newburgh,” “Benjamin B. Odell,” and the “Poughkeepsie.” The “Jacob H. Tremper” was of little use and was broken up at Newburgh in 1929, but the other four vessels were placed in service on the Hudson river.
              
On November 28, 1929, the Nantasket Beach excursion fleet was burned. The destroyed vessels (all sidewheelers) included the “Old Colony,” “Mary Chilton,” “Rose Standish,” “Betty Alden,” and “Nantasket,” and this event marked what is probably the end of the “Homer Ramsdell’s” service on the Hudson river. In the spring of 1930 the “Homer Ramsdell” and the “Newburgh” were sold to the Nantasket Steamboat Company and were converted into excursion steamboats. May 1, 1930, saw the name “Homer Ramsdell” disappear from the bow of the former Hudson river vessel and the name “Alleston” take its place. The “Newburgh" was renamed the “Nantasket” on the same date, and the two vessels were taken east to run from Boston to Nantasket Beach where they are still in service.

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. See more of Murdock's articles in "Steamboat Biographies". See more Sunday News here.

                                              No. 61- Benjamin B. Odell
The 264 foot steamer, “Benjamin B. Odell”, was built for the Central Hudson Steamboat Company for service on the Hudson River, and made her first trip on April 10, 1911. She was capable of making over 20 knots an hour and was one of the finest boats of her type on the Hudson river.

The main deck was set aside for freight, but there was a quarter deck passenger entrance with the purser’s office and auxiliary smoking room at one side. Broad stairs led from the deck to the main saloon above. In the extreme after end of the deckhouse was located the kitchen. The grand saloon of the “Odell” was made up of two decks, fore and aft, with galleries. On the fourth or hurricane deck was an observation room.

The “Benjamin B. Odell” had 63 staterooms and 126 berths. These staterooms were all outside rooms with two windows apiece and were furnished in very comfortable manner. The dining room was located on the third deck, extending the full width of the cabin and containing 20 tables seating 100 people.

The pilot house of the “Odell” was large and fully equipped, having both hand and steam steering wheels independent of one another. The captain’s room was directly aft of the pilot house with a door connecting, and built like that of an ocean liner.

Although originally built for night service between New York and Rondout, the “Odell” was capable of being used on day excursions and her license called for 2,533 passengers when she was carrying freight. Without cargo, her capacity was rated as 3,050 passengers.

The “Benjamin B. Odell” was commanded by F.L. Simpson, who was promoted from the “William F. Romer”, where he had been in charge for eight years.

On Friday, February 26, 1937, as the “Benjamin B. Odell” laid at the Rosoff dock at Marlborough where it had been tied up for the winter season, a mysterious fire completely destroyed the huge steamer. Today she still lies at the dock, a charred mass of twisted and tangled wreckage, a sad reminder of the once fine steamboat of the Hudson.