Today's featured artifact is a unique one. The museum has several of these tin foghorns in its collection, but this is one of the only ones with a name attached! This dark green tin foghorn belonged to the William S. Earl, often abbreviated to Wm. S. Earl, a Cornell Steamboat Company tugboat in operation on the Rondout from 1884 until 1947. Built in 1859 in Philadelphia, PA, she was seriously damaged by fire on three separate occasions - on December 1, 1881 in Greenbush, NY; on December 13, 1903 at Rondout, and on May 30, 1936 also at Rondout. Each time she was rebuilt and continued to operate. One of the oldest propeller tugs in the Cornell fleet, she was beaten in age only by the Terror, an aptly named tugboat built in 1854, purchased by Cornell in 1892, and condemned by steamboat inspectors as unsafe in 1910. 

The Wm. S. Earl was finally abandoned July 20, 1949 and scuttled in Port Ewen, NY at 90 years old. Her long life and frequent rehabilitation was attributed Edward Coykendall (grandson of Thomas Cornell), who considered the Wm. S. Earl a favorite. 

The foghorn itself appears designed to be blown by the mouth and the sound likely would not have traveled very far, but it would have been enough to notify other boats of the Wm. S. Earl​'s presence in a fog. Essentially, foghorns like this helped prevent boats from hitting each other! 

The Smithsonian National Museum of American History also has several tin foghorns, including this one, which was used on fishing dories off the Grand Banks in the 1880s.

To learn more about the history of fog signals, check out this detailed article from the United States Lighthouse Society. 

​If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!​

Editor’s Note: The following text is a verbatim transcription of an article featuring stories by Captain William O. Benson (1911-1986). Beginning in 1971, Benson, a retired tugboat captain, reminisced about his 40 years on the Hudson River in a regular column for the Kingston (NY) Freeman’s Sunday Tempo magazine. Captain Benson's articles were compiled and transcribed by HRMM volunteers Carl and Joan Mayer. See more of Captain Benson’s articles here. This article was originally published May 11, 1975.

Sooner or later almost every boatman finds himself involved in the intricacies of maritime law, the courts and the questioning of lawyers.  Generally the reason is a fog caused grounding, a collision, or some leaky old scow or barge that should have been retired from service many years earlier. 

Before the days of radar and years ago when New York harbor was much more crowded than it is today, it seemed the boatman’s days in court were more frequent.  Court appearances could be unnerving to a boatman since this was not his bag of tricks.  In some instances, however, a boatman could hold his own.  Two instances come to mind. 

One such instance took place around 1921 and involved a deckhand on one of the tugboats of the Cornell Steamboat Company.  The man was then about 40 years of age and had been a deckhand all his working life, at that time not having advanced to a pilot or captain.  He was testifying in a lawsuit involving a collision between two tugs, each towing some scows. 

The deckhand was on the witness stand being questioned by the lawyer for the opposition.  The lawyer was about the same age as the deckhand and during the questioning, apparently was not getting the answers he desired.  It would appear the lawyer then decided to try another tack and attempted to discredit the competency of the witness.  The lawyer started by asking the deckhand how long he had worked on tugboats, his age, all in a rather derogatory manner. 

Finally, the lawyer said, “You have been working on boats for over 20 years and you are still a deckhand?”  The decky answered, “Yes Sir,” to which the lawyer shook his head and sort of snickered. 

With that, the deckhand turned to the judge and said, “Your Honor, could I please ask this man a question?”  The judge, perhaps being a student of human nature, replied.  “You may.”

The deckhand then turned and said, “Mr. Lawyer, how long have you been practicing law?”  The lawyer sort of threw out his chest and replied, “Since I was 23 years of age.” With that, the deckhand turned his palm upward towards the judge, and said, “Then why aren’t you on the bench like this man?” 
​
They say the judge just put his head down on his arms on his desk and shook with laughter — as did the whole courtroom.  It may or may not have had anything to do with the deckhand's questions, but it is said the case was thrown out of court.

The other instance could be called “The Case of the Wrong Log Book.” As I guess everyone is aware, every vessel keeps a log book of events as they happen, weather changes, etc.  It is kept in the pilot house by the pilot on watch. 

On this occasion, many years ago, the Cornell Steamboat Company owned a tugboat named the “Eli B. Conine." She was involved in a collision in New York harbor with, I believe, a Delaware and Lackawanna Railroad tugboat towing a car float.  There was quite a bit of damage to the port stern, railing and cabin of the “Conine."

As time went on, the case came up on the court calendar.  The lawyer for the railroad was a very highly dressed, very dignified person to look at.  One would think from his looks he should be on the Supreme Court. 
​
The “Conine's" pilot, who had been on watch at the time of the accident was on the witness stand.  All the regular questions were asked by the railroad’s lawyer.  As the questioning went on, the lawyer was getting a little impatient with the pilot and his answers, as it seemed the pilot just could not recall, he forgot, etc. 

Finally, the lawyer literally grabbed one of two log books that had been impounded by the court, and said, “Is this your tug’s log book?”  The pilot answered, “Yes Sir." Said the lawyer, “Is this your writing?”  Answered the pilot, “Yes Sir." Queried the lawyer, “Did you make a report in your log book about this collision?”  to which the pilot again replied, "Yes Sir."

By this time the lawyer was raising his voice very high and, in an almost shrill command, ordered, "Well then show it to me.” The pilot started to leaf through the log book of a couple of hundred pages, taking his time, almost as if he were reading each entry and savoring his written word.  The lawyer continued to fidget and grow ever more impatient and, in apparent exasperation, turned to the judge and said, "There, he can't even find it himself.”

The judge, frowning on the pilot, said, "Are you not supposed to keep all events involving your tugboat recorded in your log?’’ The pilot said, "Yes, Your Honor, we do." “But," the judge said, “it seems this collision was not recorded.  Why is that?" 

The pilot, keeping his face as sober as the judge’s and knowing he was getting the best of the railroad lawyer, replied, "Your Honor, this is the wrong log book.’’ The court, for a moment at least, was in disarray. 
​
It seems the collision took place just as one log book had been filled and a new one was being started.  The events surrounding the collision were entered in the new book.  Both log books had been brought into court, but the lawyer, in his exasperated state, had picked the wrong one to pin down the wily pilot.

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 more of Murdock's articles, see the "Steamboat Biographies" category

Most of the steamboats built during the period before the Civil War were originally passenger vessels, and it was only in the later years of their service that they were rebuilt for towing purposes. Not so with the steamboat “Pittston”- she was one of the few sidewheel vessels built purposely for towing on the Hudson river, and she was in use for 57 years, hauling heavily laden barges on the river.

The wooden hull of the “Pittston” was built at New York in 1852. She was 108 feet long, breadth of beam 20 feet, depth of hold six feet, and her gross tonnage was rated at 74 with net tonnage at 58. The Allaire Iron Works of New York built her vertical beam engine which had a cylinder diameter of 32 inches with an eight foot stroke.

​The “Pittston” was constructed for the Pennsylvania Coal Company and was considered one of the finest vessels of her type to appear on the Hudson river. During this period the offices and yards of the Pennsylvania Coal Company were located at Port Ewen and the towboat “Pittston” was placed in service towing canal boats off the Delaware and Hudson Canal from Eddyville to Port Ewen. She was under the command of Captain Thomas Murry with James Mollin as chief engineer, and she continued on this route for a period of 13 years.

In 1865 the Pennsylvania Coal Company moved its headquarters to Newburgh and the towboat “Pittston” was purchased by Thomas Cornell of Rondout. For the following five years the “Pittston” towed out of Rondout along the river to various ports, and in 1871 she was placed in regular service between Rondout and the city of Hudson. A year later, 1872, found the “Pittston” in service on the route between Rondout and Newburgh, towing in line with the towboats “Frank Carter,” “Ceres” and later the “Isaac M. North” of the Cornell Line. The crew of the “Pittston” during the years of the Newburgh run are listed as captain, William Roberts; pilots, Wash Saulpaugh and Joel Rightmyer; chief engineer, James Purdy.

In the year 1875 the “Pittston” was withdrawn from the Newburgh route and placed in service between Rondout and Eddyville on the Rondout creek, taking the place of the steamboat “Maurice Wurtz” which had been towing on this route since 1857. The “Pittston” was used for towing the canal barges of the Delaware and Hudson Coal Company from tidewater at Eddyville to Rondout and she was under the command of Captain George E. Dubois, with Alonzo Woolsey as chief engineer.

​The “grand old days of the Delaware and Hudson Canal” came to a close in 1898 when the canal was abandoned, and the towboat Pittston” was then used around the Rondout harbor and as a helper for tows on the river. In September 1909 the “Pittston” was found to be in an advanced state of wear, and she was sold and broken up after 57 years of continuous service as a towboat.

The Pittston is one of many wrecked and abandoned boats in and around the Rondout Creek. To learn more about shipwrecks and other vessels, take one of our new Shipwreck Tours aboard our 100% solar-powered tour boat Solaris! 

​If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!​

Editor’s Note: The following text is a verbatim transcription of an article featuring stories by Captain William O. Benson (1911-1986). Beginning in 1971, Benson, a retired tugboat captain, reminisced about his 40 years on the Hudson River in a regular column for the Kingston (NY) Freeman’s Sunday Tempo magazine. Captain Benson's articles were compiled and transcribed by HRMM volunteers Carl and Joan Mayer. See more of Captain Benson’s articles here. This article was originally published March 19, 1973.

To a boatman, particularly a steamboatman, there was always something special about getting ready to go into commission in the spring of each year.
​
In the days of long ago, all steamboats and most tugboats would be layed up for the winter season as the river froze over in December.  In spring, when the days got longer and the ice broke up, the boats would get ready to go back into operation.  Then, it was a new season — you knew spring had really arrived.
 
On a tugboat, the crew would report aboard in the early morning.  All the new lines, supplies for the galley, mattresses, blankets and sheets and other supplies for the new season were brought aboard.  The cook would be rushing around getting the galley ready and cooking the first meal, which usually had to be prepared quickly.  Generally, he would go over to Planthaber’s on the Strand in Rondout and order his supplies for the first few days.  When these came down to the dock, they always looked as if they would last a month.

​Coaling Up
 
Then the tug would go down to the coal pocket and coal up.  The smell of dryed [sic] new paint in the fireroom and on top of the boilers, the soft hiss of the steam, and the pleasant aroma of the soft coal smoke made one so hungry, he could eat almost anything that was put before him.
 
Outside, the freshly painted cabins and coamings, the big shiny black smokestack with its yellow base, the glistening nameboards, and the new pennant on the jackstaff gently waving in the clean spring air suddenly made everything right with the world. 
 
Then when the tug started away from the dock for the first time, to feel and hear her softly throbbing engine, and the gentle wake of the water around her bow and stern were all sounds a boatman never forgets.
 
Down off Port Ewen, the tug would generally blow a series of salutes on the whistle.  It seemed there was always someone in the crew from Port Ewen.  Often you could see someone on shore or from the upper window of a house waving back with a towel or maybe even a bed sheet.  How clear and pleasant the whistle would sound in the early spring evening.  It was great to be back in commission!

That First Meal
​
And the first big meal— generally steak.  The table would be set with a fresh red and white checked table cloth and the cook would be wearing a big white apron—probably the cleanest it would be all year! The meal never tasted better.
 
And then to go to sleep on the first night in a comfortable bunk with nice, clean fresh sheets and blankets in a newly painted cabin was indeed pleasant.  Of course, after a hard day of getting lines and equipment all aboard, I am sure one could have slept soundly on a bed of hard rock!
 
It was much the same on the steamboats.  All the clean white paint, the fire and boat drills, old friendships renewed among returning crew members, the freshness of it all.  Somehow on that first day she went into commission — for that one day at least — if you were a deckhand you would completely forget all the white paint you would have to scrub, all the brass you would have to polish, all the decks you would have to wash down, all the lines at all the landings you would have to handle, and the thousands of deck chairs you would have to fold up and stow before the new season would come to its end in the fall.

​If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!​

Editor’s note: This article contains racial slurs quoted as part of period newspaper articles and advertisements.

In the summer of 1881, the Kingston Daily Freeman ran a series of articles about what became known as “glee clubs,” made up of Black or “colored” crewmembers of the steamboats Mary Powell and Thomas Cornell.

The prevalence of singing aboard steamboats on the Mississippi is well-documented. Sea musician Dr. Charles Ipcar documented some of this history in “Steamboat and Roustabout Songs.” Roustabouts, also known as stevedores, were regular or short-term dock workers who primarily moved cargoes and fuel on and off steamboats. In the American South, these laborers were primarily Black, and coordinated loading by singing, keeping the freight moving to a rhythm – much like sailboat crews would coordinate hauling lines by singing sea shanties. When these songs were doubly coordinated with specific dance moves, they were known as “coonjine.”[1]

It is unclear whether or not Hudson River steamboats also had crews of roustabouts or stevedores who sang at their work. Most of the bigger steamboats were designed for passenger use, so the only cargoes were fuel and food for the trip, and passenger’s luggage. One newspaper article from 1890 indicates that Southern Black longshoremen did come north for work in New York Harbor, particularly after white longshoremen were organizing unions and strikes.[2] That same article also indicated that at least one “Mississippi roustabout” was leading a group in singing roustabout songs. But while it’s not clear that steamboat crew on the Hudson River sang regularly, references to Southern roustabouts and their songs did occur frequently in New York.
​
Roustabout songs were often among those included in minstrel shows - often performed by white musicians in blackface enacting racist caricatures of the Black Americans they purported to emulate. The popularity of minstrel shows and music date back to the 1830s, but during Reconstruction (1865-1877), many Black Americans saw career opportunities in taking control of the narrative and performing their own minstrel shows. Minstrel shows were among the most popular form of entertainment in 19th Century America. Many romanticized plantation life and depicted enslaved people as simple and happy with their enslavement. These depictions just as popular, if not more so, in the North than the South. Below are two examples from New York newspapers.

​The headline “Mississippi Roustabouts” is a racist account of visiting the Mississippi, published in the Buffalo Evening News, September 15, 1904. The second is an advertisement for the Glens Falls Opera House advertising the show “The Romance of Coon Hollow,” a popular show that opened on Broadway in 1894. Songs or scenes listed in the advertisement include "The Great Steamboat Race" and "The Jolly Singing and Dancing Darkeys." These are just two examples of how racial caricatures of Southern and Black life had entered the mainstream popular culture in New York in the late 19th and early 20th centuries.

It is against this complicated backdrop that we encounter the “glee clubs” of the steamboats Mary Powell and Thomas Cornell.

Initially referred to as “colored singers” (the “glee club” title came later), our story begins on July 29, 1881, with a short article in the Kingston Daily Freeman called “Musical Talent on the Cornell” :

“The steamer Cornell’s colored boys are fast coming into prominence as good singers, and it is believed that in a short time they will organize themselves into a vocal club. Wednesday night when the famous vocalist Mrs. Osborn favored the Cornell people with some selections from her repertoire, the boys started plantation songs and Mrs. Osborn, as well as several gentlemen on the steamer who are good judges of music, stated that the singing was excellent. If they organize they will give the Mary Powell singers a challenge to prove which of the two clubs is better.”[3]

Four days later, the Freeman followed up with “A Challenge” :
​
“The Mary Powell Colored Singers Challenge the Singers on the Cornell.

“Last Friday evening the Freeman published an item commending the singing of the colored deckhands [dockhands?], cooks, etc. on the Thomas Cornell, and also said there was a prospect that they would organize themselves into a vocal club and then compete with the famous Mary Powell singers as to which is the better club. The Powell boys saw the article in the Freeman and are ready for the fray. They desire us to challenge the Cornell’s singers for a prize of $50, the contest to come off at any time the Cornell vocalists may select within the next two weeks; the place, judges and other arrangements to be mutually agreed upon. Several of the Powell crew have belonged to professional troupes, and they feel confident of outsinging their formidable rivals. One or two of them will stake $5 apiece on the contest. It is thought a good idea in the event of a match ensuing that some large hall be hired and that a small admission fee be charged, which will somewhat defray expenses. No doubt a large audience would witness the match. Come, Cornell boys, accept this challenge and show your prowess. You will have to work hard, though, for the Powell singers are very good.”[4]

It is unclear whether or not these groups were simply recreational clubs for employees of their respective steamboats, or if the groups performed while on the job. The Mary Powell did have a reputation for musical entertainments, but according to surviving concert handbills, these were usually orchestral performances of classical music. In addition, one photo of the Mary Powell orchestra survives, and this incarnation at least, from 1901, is all white.

Eight days after the Freeman suggested a formal singing contest, the Kingston reading public got just that. “Cornell-Powell Singers,” published on August 10, 1881, reads:

“A Prize Singing Match for $50 a Side to Come Off Within a Short Time.

“About three weeks ago the colored singers on the Thomas Cornell were lauded by the Freeman for their excellent vocal accomplishments and at the same time we proposed the starting of a singing match between them and the famous Mary Powell singers. The Powell boys saw our article and authorized us to challenge the Cornell singers for a prize singing match, which we did and as a culmination of arrangements toward such an end a committee from the Cornell waited upon the Powell men yesterday morning to accept the challenge. Accordingly some time within the next three weeks Kingston will witness a first-class prize singing match in either Sampson Opera House or Music Hall for a prize of $50. Each club is to select and sing its own songs. Both clubs are now organized for business under the title of the “Cornell Glee Club” and the “Mary Powell Glee Club.” Constant practicing from now until the match comes off will be in order on these two steamers and passengers will have a rare treat.”[5]

By renaming themselves as “Glee Clubs,” the steamboat employees were staking territory as professional singing groups. Originally created in 18th century England, glee clubs were small groups of men singing popular songs acapella, often with close harmony. Started on college campuses in the Northeast, glee clubs soon spread across the country, but remained primarily the domain of white men. By the end of the 19th century, many of these groups were regularly singing minstrel music and “Negro spirituals,” often in blackface.[6]

The two groups of steamboat employees may have simply decided that being a “glee club” was more descriptive than “colored singers,” or more respectable, or might raise more interest among the general public.

The last sentence of the above article is also an interesting one, implying that the groups planned to practice, if not perform, while at their work aboard their respective steamboats. The reference of the songs being “a rare treat” indicates that singing while working aboard was not a common occurrence.

By August 12, the date was set. The Daily Freeman reported that the match would take place on August 20, 1881. Tickets were “thirty-five cents for general admission, and reserved seat tickets will be sold at fifty cents.”[7] The Poughkeepsie Daily Eagle advertised the same.[8]

Two days after the concert took place, the Poughkeepsie Daily Eagle published a full account of the event, “Singing for a Prize: Mary Powell vs. Thomas Cornell” :

“We extract from the Rondout Courier’s account of the singing match at Music Hall, Kingston, Saturday evening, so interesting report of the contest between the colored employees of the Thomas Cornell and Mary Powell.
 
“Music Hall was a scene of most intense interest on the occasion. Our colored friends seemed to [own?] the whole town, and the great hall, although too large for the audience, as too small for them – Prof. [Jack?] Miner was Judge.
 
“As the Powell was late and the Cornell early, the Cornell Club was first on the stage. The stateroom [eight?] of the Cornell came upon the stage with determination written upon every brow. They are darker and sturdier than their competitors, looking more like plantation hands, as befits a freight boat [editor's note - the Thomas Cornell was a passenger boat, not a freight boat]. They had more depth of hold and breadth of beam, and there was more solidity about them. Their bass was very bass indeed, Mr. Lew Vandermark scraping the very [lowest?] of his lower notes, and the leader, Aug. Fitzgerald, kept steadily the main channel of his tubes. The marked [characteristics?] of the two clubs were brought out very distinctly when the Cornell Club, at the hint of George F. [?] sang, “Mary had a little lamb,” which had been previously rendered by the Powell boys. In this the “baaing” of the lamb is given, with variations.
 
“The Powell boys are of lighter build and complexion than their competitors. They sing out their notes with a sort of twirl, as if one had ordered 'broiled blue fish' or 'Spanish mackerel,' with Saratoga potatoes, while the Cornell boys came up with the mere solid beefsteak and boiled murphies of a 'stateroomer supper.'
 
“The members of the clubs were as follows:

"Cornell Glee Club – Aug. Fitzgerald, leader; L. Schemerhorn, Eugene Harris, [Dav.?] Johnston, George Dewitt, Lew Vandemark, Chas. Van [Gaasbeck?], Dennis Johnston, Miss [Lizzie?] Hartly, pianist.

"Powell Glee Club – I. P. Washington, leader; J. C. Washington, James Poindexter, Wm. McPherson, B. G. Smith, Robert Martin, Harry Coulter, Prof. John [Mougan?]. The latter also acted as pianist.
 
“The audience was a fair one. It thoroughly enjoyed itself, an after the crews got fairly warmed up it got considerably excited, and stamped and shouted and clapped in the wildest manner, winding up in a round of cheers.
 
“The Cornell Club mainly confined itself to pious tunes; “Swing Low, Sweet Chariot,” “Prepare Me Lord,” and the like, filling the programme, while the Powell boys had lighter pieces and evinced a strong preference for [fancy?] [selections?]. The Cornell crew sang “Sweet Ailleen” very prettily, and did better with the songs than the hymns.
 
“The audience was well pleased with “Swing Low, Sweet Chariot” and “Oh Them Union Brothers,” in which the Cornell crew caught the wild melody nicely. The Powell followed with “Hark, Baby, Hark,” sang very prettily indeed, and “Row the Boats,” in which the sweep of the melody is very sweet. The Cornellites came up smiling with their religious tunes, of which “Pray all along the Road” was the most noticeable. Then came one of the gems of the evening, “Night Shades,” by the Powell boys, which the audience was highly pleased with and “Old Oaken Bucket,” which they sang nicely. For an encore they dipped into the religious vein, which seemed to stir up the Cornellites, who retorted with “Mary had a Little Lamb,” with which the Powellites had previously brought down the house. The version was a little different, but both took with the house. The audience at this point applauded the Cornellites very heavily, which caused the Powellites to bring out their best and “Mary Gone with a Coon” was given.
 
“The programme was finally closed with the Powell boys singing “Good Night” when Geo. F. [Kjerstad? Kjersted?] brought forward Prof. Miner. He made a few remarks in which he said he had tried to perform his duty as Judge honestly, and then disclosed that the victory rested with the Mary Powell club, when there was great applause, and the audience died slowly out.”[9]
 
Here we finally get some details! We have names of the participants, for one, and details of the concert itself, including the songs.
 
Sadly, we also have a complicated blend of admiration and racism. Of the Cornell singers, the author writes, “They are darker and sturdier than their competitors, looking more like plantation hands, as befits a freight boat.” (Note that the Thomas Cornell was a passenger vessel build specifically to rival the Mary Powell, not a freight boat.) Whereas, “The Powell boys are of lighter build and complexion than their competitors. They sing out their notes with a sort of twirl, as if one had ordered ‘broiled blue fish’ or ‘Spanish mackerel,’ with Saratoga potatoes [potato chips], while the Cornell boys came up with the mere solid beefsteak and boiled murphies [potatoes] of a ‘stateroomer supper.’”
 
Here, the author conflates appearance with singing talent, implying that the more slender and lighter complexioned “Powell boys” sang with more delicacy and finesse than the darker complexioned “Cornell boys.” One wonders if the Mary Powell crew were specifically selected for employment due to their lighter skin tone, or if it was simply coincidental. Shades of blackness and whiteness were very important in the racial hierarchy of the United States, with lighter skinned people often receiving better or preferential treatment when compared with darker skinned people. The persistent use of the term “boy” to refer to Black adult men is also a racist microaggression, designed to imply inferiority when compared to white men.
 
Ultimately, the Mary Powell crew were declared winners, a result backed up by a single line in the New Paltz Times on August 24, 1881. Although many of the songs listed are unfamiliar to modern audiences, “Swing Low, Sweet Chariot” has persisted, as has “Mary Had a Little Lamb,” which was interestingly performed by both groups.
 
Preliminary search results for the members of the two glee clubs both before and after the concert resulted in few hits, although by 1903, a Lew Vandemark was part of a group called “Smith’s Colored Troubedours,” which gave a performance before the cakewalk at “Charley Conkling’s Masquerade” in Middletown, NY.[10] 

If you would like to assist us by researching these men (and one woman!), their names are as follows.
 
Thomas Cornell Glee Club members:

• Aug. Fitzgerald, leader;
• L. Schemerhorn,
• Eugene Harris,
• [Dav.?, probably David] Johnston,
• George Dewitt,
• Lew Vandemark,
• Chas. Van [Gaasbeck?],
• Dennis Johnston,
• Miss [Lizzie?] Hartly, pianist.

​Mary Powell Glee Club members:

• P. Washington, leader;
• J. C. Washington,
• James Poindexter,
• Wm. [William] McPherson,
• B. G. Smith,
• Robert Martin,
• Harry Coulter,
• Prof. John [Mougan?]. The latter also acted as pianist.

​I have found no further reference to either glee club, nor similar groups connected to Hudson River steamboats, but I hope that by sharing these stories we can discover more information about the club members and their work. 

If anyone would like to see original images of the newspapers, or has leads on any of the people listed above, other references to the glee clubs, or to other singing clubs associated with steamboats, please contact us at research@hrmm.org. 

On a tugboat, the one member of the crew that seems to have more than its share of "characters" is the cook.  Cooks come in all shapes, sizes and degrees of ability.  When they are good, they’re worth their weight in gold.  When they are not, about the only thing you can say is they cook food. 

One time when I was pilot of the tugboat Lion of the Cornell Steamboat Company, we had a cook who was what is known among boatmen as a “sea lawyer.’’ He was the world’s greatest expert on any subject.  He was forever holding forth on one topic or another and always in an exceptionally loud voice. 

My room on the Lion at that time was just ahead of the galley with a very thin partition between.  If anyone spoke in a loud voice in the galley it would seem it was right in the same room with you. 

One morning the cook was arguing with someone about something and, as usual, at the top of his voice.  It was about 8 a.m. and I had been in my bunk for less than an hour, as I had been up from midnight until 6 a.m. steering my watch.  I told him to pipe down.  But the next morning it was the same thing.  This time I didn’t say anything, but thought there must be some way to muffle this man’s voice. 

A morning or two later we had a tow on the upper river and about 2 a.m. I blew to the deckhand to come up in the pilot house to steer while I had a cup of coffee.  After I had the coffee, I went to the cook’s room and, disguising my voice, called him.  The cook in a sleepy voice said, “O.K. O.K.” Apparently, as I thought would be the case, he never bothered to look at the clock. 

I went back up to the pilot house and kept the deckhand engaged in conversation there.  About 45 minutes later, the deckhand said, "I smell bacon frying." I said, “So do I." When the deckhand went into the galley, there was the cook making oatmeal, french toast, coffee and frying bacon. 

The deckhand said, ‘‘What in the devil are you doing up? Its only 3 a.m."  The cook replied, “You called me didn’t you?”  Then, for the first time looking at the clock, he said, "I know, that so and so Benson did that because I woke him up the past couple of mornings.” 

After that, if anyone talked loud in the galley, the cook would practically whisper, “Talk low.  Benson will blame me for waking him up and then he’ll get me up about 2 or 3 a.m. again.”
​ 
At least, for several weeks afterward, I was able to get my sleep undisturbed.  In all honesty, I have to also admit that the pleasant aroma of frying bacon and brewing coffee wafting up through the open windows of the pilot house in the stillness of the early morning wasn’t bad either.

​Back in the 1920's, the Cornell Steamboat Company owned a tugboat that went by the flowery name of Primrose. For two long months at the time of which I write, the crew had been working and working hard without a day off.
 
Tired of the continuous running, the men were beginning to complain among themselves. Some tugs that seemed to have "pull" with the dispatcher were getting a Sunday lay up, but not the Primrose. So the crew lodged a formal complaint with the office.
 
 The dispatcher seemed sympathetic. "Well," he said, "Sunday night I think the work will be caught up and you'll probably lay in to Monday night."
 
Couldn't Be Spared
But when Sunday came, he said they couldn't spare the tug and she'd have to work. The orders at that time were coming from Cornell's New York office at the old 53rd Street pier on the Hudson River.
 
The crew didn't argue; just took the orders and picked up a loaded coal barge at the D. L. and W. R. R. coal trestle and took it to Staten Island. Once arrived, the captain had an idea.
 
"Let's go to Newark," he said. "I know the channel and we can take a couple of days off. Let them find the tug themselves."
 
So away they sailed to Newark, N.J. — taking Sunday night off. Business was so busy that weekend at Cornell, the office didn't even notice that the Primrose hadn't called in for orders yet — and here it was Monday afternoon.
 
Police Scoured Harbor
When the office finally awoke to the fact it had a missing tugboat, it had everybody at Cornell looking for her. Police boats scoured the harbor, and Cornell's own people looked high and low for the missing Primrose - but nobody could find her.
 
Along about Tuesday afternoon, someone from Newark called the New York custom house. "There's a nice looking tugboat that's been tied up at our dock since Sunday night," he said, "and nobody s on her. She's all painted up, nice and clean, red with yellow panels, black stack, yellow umbrella, and white trim. Her name's Primrose and she's out of Rondout. Everything seems to be in order, but no steam on her and nobody aboard."
 
The custom house put in a call to the Cornell office to ask if their tug Primrose was over at Newark. Cornell admitted she was the subject of a search; surmised as how the crew must have stolen her since the office had given no orders to go to Newark.
 
Cornell's superintendent of operations, Robert Oliver, along with Terry Minor and Mr. Broad from the company's office, eventually arrived in Newark to find the tug all tied up shipshape, fires pulled, kitchen tidied up, but no crew.
 
Home to Kingston
Thundered Oliver: "I'll fire the whole clew from top to bottom!" Observed Broad: "How are you going to fire the crew when they ain't even here? That gang quit Sunday night and they're probably up in Kingston right now."
 
And that's where they were, all right. After their night off on Sunday, they figured they might just as well go on home the following morning, since they hadn't been home for two months.
 
They also figured Cornell would give them all another job anyway. They figured right but not completely. Eventually, Cornell hired all of them back again -- but never again was that same crew to be together on the same boat. The men were always kept separated on different tugboats.

Captain William O. Benson recalls the plight of a sleepy steamboat passenger who got off at the wrong stop.
 
In the long ago days of Hudson River steam-boating, almost every city and larger village along the river had their own steamboat line to New York. Each line would have at least two boats to maintain daily service— one boat going down, one back the next day.
 
The steamers of the lines north of Newburgh were known as night boats because they usually departed in the late afternoon or early evening and arrived at their destination in the early morning. All would carry freight on their main decks, with the deck above reserved for staterooms that offered sleeping accommodations for passengers.
 
Generally, travelling on the night boats was an extremely pleasant way to make a journey for or from New York. The river was always attractive in the evening and travellers could count on a good night's sleep— except when the steamer ran into fog and the pilots would have to blow their boat's whistle or if a passenger had a stateroom right next to the paddle wheels.
 
Saugerties was one of those towns that had its own steamboat service. The name of the company was the Saugerties and New York Steamboat Company, and it was operated mostly by home town men. During its last twenty years or so of service it was promoted and known to the travelling public as The Saugerties Evening Line.' At the time of this particular incident, shortly after World War I, they had two small, smart sidewheelers named "Ulster" and "Ida".
 
The incident took place on the "Ulster," and on this particular trip she left Pier 43, North River, in New York at her regular time. She had freight for all her landings, which in those days were Hyde Park, Rhinecliff, Barrytown, Ulster Landing and Tivoli, before ending her journey at Saugerties.
 
"Ulster" made very good time until she reached Crum Elbow, just south of Hyde Park. Then the fog set in. At the time, she was overtaking the Catskill Line freighter "Storm King". Of course, the fog signals had to be sounded from both steamers.
 
A Cornell tow was also on its way down the river, blowing one long and two short whistle signals indicating they had a tow underway. And as a matter of courtesy, the helper tug back on the tow, was also blowing its whistle because it was a good 500 feet back from the towing tug.
 
A racket of steam whistles reverberated across Hyde Park. If Franklin D. Roosevelt was at home— or the Vanderbilts or the great naturalist John Burroughs, they certainly woke up. For on top of all the other whistles, the big night boats out of Albany and Troy came along, sounding their way through the fog.
 
Some of the passengers on the "Ulster" were up complaining about all the noise. Others just stayed in their staterooms and put up with it. Then, a short while after things got reasonably quiet again, came the landing at Rhinecliff with the organized confusion of unloading freight. The hand freight trucks clattered on and off the gang plank, and the mate shouted at the freight handlers to get the freight off so they could get out on time.
 
After leaving Rhinecliff all was serene for a few moments, except for the periodic blowing of the fog signal. But off Astor's tunnel, they met a canal tow which was siting crossways in the channel and this caused more whistle blowing. Once clear of the tow, the "Ulster " landed at Barrytown. The freight trucks started up again, and an argument between two freight handlers, halted by the authoritarian voice of the mate, added to the din. (More on page 17)
 
The ”Ulster” then headed across the river to Ulster Landing. It was the custom on night boats for a hallman to knock on the door of the stateroom of a passengers getting off at a patircular landing about ten minutes before docking and announce the arrival. Sometimes, a passenger would have to listen pretty closely, for some hallmen were like some of the conductors on the old West Shore Railroad – they had an odd way of pronouncing the names of some of the stations or landings.
 
In any event, a hallman knocked on the door of the stateroom of one Ulster Landing passenger and called out “Ulster Landing, Ulster Landing”. A lady passenger bound for Saugerties and in a stateroom or two away also heard the knocking and the announcement “Ulster Landing”. After all the whistle blowing at Hyde Park, Rhinecliff, and Barrytown, she in all probability had been sleeping fitfully and in her half awake state may have thought “Ulster Landing” meant that the “Ulster” was docking and that it was time to get off. In any case, she got up, got dressed and when the steamer ghosted through the fog into the dock at Ulster Landing, she was at the gangway. As soon as the gang plank was put out, she walked ashore.
 
There was very little freight for Ulster Landing, so the gang plank was taken in and in a few minutes, the “Ulster” was on her way to Tivoli. The lady found herself virtually alone on a river dock before dawn. And it sure wasn’t Saugerties.
 
The only light on the lonely dock was a kerosene lantern, and the only other person around was the dockmaster who was an elderly man who was very hard of hearing. The sight of this well dressed lady alone in the freight shed made him so nervous that she had a hard time getting him to understand her plight. But the message finally got through, and the dockmaster got her a chair to sit in until daylight, then found a friend with a horse and wagon to take her on to Saugerties.
 
I often wondered if she ever made the steamboat trip to Saugerties again.
 
I, too, once made an overnight trip on the “Ulster” – by then renamed the “Robert A. Snyder”. It was in August of 1928, and I was a deckhand on the steamer “Albany” of the Hudson River Day Line.
 
I’d been home for a day and thought I’d go back to New York on the “Snyder” with my friends Richard Heffernan, who was her captain, and Harry Grough, her pilot. I got aboard her at Rhinecliff at 8 p.m. It must have been late in the month, for I remember it was already dark when we pulled away from the dock. Quite a few passengers were aboard.
 
I got the key to my stateroom and then went up to the pilot house to visit with my friends, Dick and Harry.
 
We talked for a while as the “Snyder” paddled her way down the Hudson, then, as we passed Poughkeepsie, I went down to my stateroom, which turned out to be on the port side just forward of the paddle wheel. All night long I could hear the old wheels pounding in the water below me. Once I got used to it, it was a very rhythmic and soothing sound. Every once in a while, though, the buckets on the wheels would pick up some sort of debris floating in the river, which would clatter and spin around in the wheel batteries.
 
Down around Clinton Point, I could hear the whistle of the “Snyder” blow one long and two short. On looking out the stateroom window, I could see the steamer “Ida” on her way up the river to Saugerties. Then again off Roseton I heard a whistle, which I recognized right away. It was the “Benjamin B. Odell” of the old Central Hudson Line headed north for Rondout. She sure looked great with all her electric lights shining in the dark and reflecting on the water.
 
After the passing “Odell”, I went to sleep and didn’t wake up until we landed at Pier 43, North River. The I said goodbye to Captain Heffernan and Pilot Grough, and took the old Ninth Avenue El Line up to 42nd Street and back to work again on the “Albany” at the Day Line pier at the foot of the street.

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 volunteers Carl and Joan Mayer. See more of Captain Benson’s articles here. This article was originally published December 16, 1973.

​In today’s jet age of airplane travel, and human nature being what it is, some people seem to take a perverse delight in recounting incidents where their flight — because of adverse weather conditions — was diverted to an airport other than that of their original destination, or now of delays encountered because of the energy crisis.  In the simpler age of steamboat travel, there were also on occasion unforeseen delays.
​ 
In that long ago era before the advent of the automobile and the airplane, virtually every trip of more than a few miles was made either by railroad or, if the destination was adjacent to navigable water, by steamboat.  Travel by steamboat was generally leisurely and delightful.  However, you always didn’t get to where you were going when you expected to. 

One such incident was related to me years ago by Captain Ed Van Woert of the Cornell tugboat “G. C. Adams.” In December 1913, Captain Van Woert had to go to New York to testify in a lawsuit being held there pertaining to damage to a schooner that occurred while being landed at Hudson some months before.  He thought he would take his wife along for the trip.

On this particular day, Captain Ed left the ‘‘Adams” at Athens and went home to get ready.  That evening, he and his wife boarded the steamer “Onteora” of the Catskill Evening Line at Athens, expecting to be in New York the following morning. 

After going aboard the “Onteora” and getting their stateroom, they had a leisurely supper in the steamer’s dining room. 

After eating, Captain Ed said to his wife, “I guess I'll go up in the pilot house awhile and talk to my friend the pilot.”’ At this point, the “Onty” was approaching the landing at Cheviot and a snow storm had set in. 

On leaving Cheviot, the "Onteora" headed for County Island to get over in the main channel.  The snow storm had increased in intensity and visibility had decreased almost to zero.  The pilot held her on the west course a little bit too long and she went hard aground just north of County Island, with her bow in about five feet of water and her stern in deep water.  They backed and backed, but she wouldn’t come off.

The tide was falling and at daybreak the next morning the "Onteora" was still hard aground.  Captain Van Woert and his wife got off in a small boat and after being rowed to shore, walked through two feet of snow to the nearest railroad station to catch a train for New York.  The “Onteora” got herself off on the next high tide and was back on her run — although nearly 12 hours late — none the worse for her mishap.

Another incident that took place about the same period, although this time during the summer, was related to me by my old friend George W. Murdock, an old time Hudson River steamboat engineer who died at his home in Ponckhockie in 1940, well into his eighties. 

On a Saturday summer’s afternoon, Mr. Murdock boarded the “William F. Romer” at her New York pier for the run to Kingston.  At that time, the “Romer" of the New York to Rondout night line regularly would leave New York on Saturday in the early afternoon and arrive at Rondout in the early evening.  Mr. Murdock’s brother-in-law, Joel Rightmyer of Ponckhockie, was the “Romer's" pilot.  On this particular trip, the “Romer” was bucking a strong ebb tide from the time she left her New York pier.

The wind, like it so often does during the summer, was blowing straight up river out of the south.  Worse yet, what breeze there was was blowing at about the same velocity as the “Romer’s" speed through the water, so that while underway the “Romer’s” flags hung limp on their poles.  Underway, it was hot, humid, virtually airless and, because of the strong ebb tide, the steamer was running later and later with each passing hour. 

Past the Palisades and up through Tappan Zee and Haverstraw Bay, the “Romer” plodded her way up river.  It wasn’t much of a day for steamboating.  Finally, the "Romer" reached the Hudson Highlands and as she approached the landing at West Point, Mr. Murdock noticed a West Shore passenger train chuffing away from Highland Falls.  He decided to leave the steamer and catch the train for the rest of his trip to Rondout,

As he was leaving the steamboat, Mr. Murdock said to his brother-in-law, “Joel, I don’t think you'll get to Kingston by nightfall." Replied Pilot Rightmyer, “Well, George, if we don’t get there today, we’ll get there tomorrow.”

Mr. Murdock boarded the train at West Point, thinking he’d get home well ahead of the steamer.  However, as luck would have it, there was a freight train stuck on the West Park hill where the tracks make their incline from the river and head inland.  His train, on the same track as the freight, stood on the tracks for what seemed like an eternity in the hot summer air. 

Finally another locomotive was sent down from Kingston and got the freight train ahead moving.  Eventually, Mr. Murdock got to Kingston and took the trolley car for Rondout.  As he was walking up Abruyn Street to his home in Ponckhockie, he glanced over his shoulder — just in time to see the top deck of the “William F. Romer” gliding past on her way in Rondout Creek to her berth on Ferry Street!
​
During the 1950’s the Cunard Line had a great slogan — “Getting there is half the fun.”  Generally it was.  Sometimes, though, as it is in all forms of travel, the fraction was wrong.

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

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

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

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

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

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

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

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

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

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

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

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

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

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