Editor's note: This excerpt is from Benjamin Silliman. Remarks Made on A Short Tour between Hartford and Quebec in the Autumn of 1819.  Second Edition.  New Haven, 1824. 
Thank you to Contributing Scholar George A. Thompson for finding and cataloging  the article. The language, spelling and grammar of the article reflects the time period when it was written.

 Albany contains from ten to twelve thousand inhabitants, and is the second city in the state (we might almost say empire) of New-York.  . . . it is one hundred and sixty miles from New-York, and one hundred sixty-four from Boston.  It rises, for the most part, rapidly from the river, and exhibits a very handsome appearance from the Greenbush side.  The greater part of the population, however, is on the flat ground, immediately contiguous to the river, where the Dutch, who founded the town, first commenced building, agreeably to their established habits in Holland.  Instances are innumerable, where people continue from habit, what was at first begun from necessity, and this seems to have been the fact in the present case.  The town extends about two miles north and south, on the river, and in the widest part, nearly one mile east and west.  It is perfectly compact -- closely built, and as far as it extends, has the appearance of a great city.  It has numerous streets, lanes and alleys, and in all of them, there is the same closeness of building, and the same city-like appearance.
               
The principal streets, and especially Market, State and Pearl streets, are spacious, and the houses in general, are handsome and commodious; many are large, and a few are splendid.  State-street is very wide, and rises rapidly from the river, up a considerably steep hill.  The Capitol stands at the head of it.  This is a large and handsome building of stone* furnished with good rooms for the government (p. 60) and courts of law; in the decorations and furniture of some of these apartments, there is a good degree of elegance, and even some splendor. There is also a State Library, just begun; it does not yet contain one thousand volumes, but they are well selected, and a fund of five hundred dollars per annum is provided for its increase, besides three thousand dollars granted by the legislature to commence the collection.
  
I could not but regret that the tessellated marble pavement or the vestibule, otherwise very handsome, was shamefully dirtied by tobacco spittle; such a thing would not be suffered in Europe.  It is, however, only a sample of the too general treatment of public buildings, and places in the United States, and constitutes no peculiar topic of reproach, in this instance; but it is particularly offensive in so fine a building.  
               
The view from the Balcony of the Capitol is rich and magnificent: the mountains of Vermont and of the Catskill are the most distant objects, and the banks of the river are very beautiful, on account of the fine verdure and cultivation, and of the numerous pretty eminences, which bound its meadows.
               
The Academy of Albany, situated on the Capitol Hill, is a noble building of Jersey free stone.  Although it has (as stated to me by Dr. B----) cost ninety thousand dollars, only the lower rooms are finished.  Schools are, however, maintained, in it; for nearly two hundred children, and it is prosperous, under the able direction of Dr. T. R. Beck, and several assistant teachers.
               
This Institution was erected at the expense of the city of Albany, and is honorable to its munificence, although a plainer building, which, when completely finished, would have cost much less  money, would probably have been equally useful, and might have left them, out of their ninety thousand dollars, a handsome fund, in addition to what they now possess.

Among the interesting things of Albany is the seat of the late General Schuyler, situated quite in the country, at the south side of the town.  It is memorable, principally, from its historical associations.  It was the seat of vast hospitality and the resort of the great men of the revolution.
 
The house of the late Gen. Schuyler, is spacious and in its appearance venerable; it has long since passed away from the family, and is now possessed by a furrier.
               
At the opposite, or northern extremity of Albany, and almost equally in the country, is situated the seat of the patroon, Gen. Stephen Van Rensselaer.  It is well known, that he possesses a vast patrimonial estate of forty miles square, lying in the vicinity of Albany which has descended, unbroken, from his early American ancestors.  Such a phenomenon, in a republican country, is very remarkable, and cannot fail, in spite of our early prejudices, and the strong bias of national feelings, to excite a degree of admiration, if not of veneration.  We are still more disposed to indulge there feelings, when we find the hereditary possession of such wealth, associated with distinguished excellence, in public and private life, with the most amiable and unassuming manners, and with a princely although discriminating liberality.
               
The house, (which was built by the father of the present patroon,) is a palace.  It stands on the flat ground, by the river, and looks down Market street, which here terminates abruptly.  The house has in the rear, nothing but green fields and beautiful rural scenes.  It is embowered in groves, and shrubbery and reminded me powerfully, of some of the fine villas in Holland, to which, both in situation and appearance, it bears a strong resemblance.

Albany is the great thoroughfare and resort of the vast western regions of the State; its streets are very bustling; it is said that two thousand wagons sometimes pass up and down State street in a day; it must hereafter become a great inland city.
               
It stands near the head of sloop navigation and of tide water: sloops of eighty tons come up to the town, besides the steam-boats of vastly greater tonnage, but of a moderate draught of water.

The situation of Albany is salubrious, and eminently happy, in relation to the surrounding country, which is populous and fertile.  No one can estimate the importance of the regions west, which, in their progressive increase, and aided by the stupendous canal,* now in progress, must pour a great part of their treasures through this channel.

*  Already united to the waters of the Hudson, and beginning to verify the remark in the text.  1824.

Albany was the seat of the great convention, held in 1754, for the purpose of bringing about a confederation of the Colonies, for their mutual defense and general benefit, and it has been signalized, by not a few other meetings, for momentous public purposes.
               
We passed a part of three days in Albany, and were not without strong inducements to protract our stay.  The public houses are excellent, affording every accommodation and comfort with that quiet and retirement, and that prompt civility, so commonly found in English Inns, and which, until within a few years, were so rare in those of America.  Polished and enlightened society, and the courtesies of hospitality held out still stronger attractions, but our allotments of time did not permit us to remain any longer, and we hastened to set our faces towards the British dominions.
 
BANKS OF THE HUDSON, ABOVE ALBANY.
 
We determined to go by Whitehall, as we wished to avail ourselves, of the rapid and comfortable conveyance, to the confines of Canada, now established on Lake Champlain.  Being unwilling however, to pass rapidly by, or entirely to avoid, all the interesting objects on the road, we adopted such an arrangement, as might permits us to take the banks of the Hudson and Lake George in our route.  Indeed, from Albany, upon the course proposed, every part of our way was to be over classical ground.  History sheds a deeper interest over no portion of the North American States.  He who venerates the virtues and the valour, and commiserates the suffering of our fathers, and he, who views, with gratitude and reverence, the deliverancies which heaven has wrought for this land, will tread with awe, on every foot of ground between Albany and the northern lakes.

We were obliged, on this occasion, to deny ourselves a visit to Schenectady, and its rising literary institution, and to the waters of Ballston and Saratoga.  Leaving them therefore to the left, we proceeded along the banks of the Hudson, principally on the western shore.
               
This is a charming ride.  The road is very good and absolutely without a hill; the river often placid and smooth, but sometimes disturbed by a rocky bottom, is almost continually in sight, and flows through beautiful meadows, which are commonly bounded, at small distances from the Hudson, by verdant hills, of moderate height, and gentle declivity. 
    
SINGULAR HORSE FERRY-BOAT.
 
The ferry-boat is of a most singular construction.*  A platform covers a wide flat boat.  Underneath the platform, there is a large horizontal wheel, which extends to the sides of the boat; and there the platform, or deck, is cut through, and removed, so as to afford sufficient room for two horses to stand on the flat surface of the wheel, one horse on each side, and parallel to the gunwale of the boat.  The horses are harnessed, in the usual manner for teams -- the whiffle trees being attached to stout iron bars, fixed horizontally, at a proper height, in the posts, which are a part of the permanent structure of the boat.  The horses look in opposite directions, one to the bow, and the other to the stern; their feet take hold of the channels, or grooves, cut in the wheels, in the direction of radii; they press forward, and, although they advance not, any more than a squirrel in a revolving cage, or than a spit dog at his work, their feet cause the horizontal wheel to revolve, in a direction opposite to that of their own apparent motion; this, by a connexion of cogs, moves two vertical wheels, one on each wing of the boat, and these, being constructed like the paddle wheels of steam-boats, produce the same effect, and propel the boat forward.  The horses are covered by a roof, furnished with curtains, to protect them in bad weather; and do not appear to labor harder than common draft horses, with a heavy load.

* They have now become common, and are worked by four horses where the boat is large.  1824.

The inventor of this boat, is Mr. LANGDON, of Whitehall and it claims the important advantages of simplicity, cheapness, and effect.  At first view, the labour appears like a hardship upon the horses, but probably this is an illusion, as it seems very immaterial to their comfort, whether they advance with their load, or cause the basis, on which they labour, to recede.
 
TROY, LANSINGBURGH, AND WATERFORD.
 
Troy, six miles north of Albany, is a beautiful city, handsomely built, and regularly laid out; its appearance is very neat; it stands principally on the flat ground, by the Hudson -- contains five thousand inhabitants, a court-house, jail, market-house, and two banks, a public library, a Lancasterian school, and five places of public worship.  It has an intelligent and polished population, and a large share of wealth.  A number of its gentlemen have discovered their attachment to science, by the institution of a Lyceum of Natural History, which, fostered by the activity, zeal, and intelligence of its members, and of its lecturer, Mr. Eaton, promises to be a public benefit, and to elevate the character of the place.
               
Near it, on the opposite side of the river, are extensive and beautiful barracks, belonging to the United States, with a large park of artillery.  Below the town, are fine mill seats, on which are already established, several important manufactures, for which kind of employments Troy appears very favorably situated.  Small sloops come up to this town, which, for size, and importance, is the third, and fourth, in the state.
               
We had to regret that the arrangements of our journey did not permit us to pass as much time in Troy, as, under other circumstances, would have been both useful and agreeable.
               
Lansinghburgh, through which we passed, three miles north of Troy, is inferior ot it in the number and quality of its buildings.  Its population is not far from two thousand.  It is a large and handsome settlement, situated, principally, on one street, and has an academy, a bank, and four places of public worship.  Sloops come up to this place, and it enjoys a considerable trade.
               
It was formerly more flourishing than at present. Troy has, for a good many years, gained the preeminence, and seems likely to retain it.
               
Waterford is a pretty village, of one thousand inhabitants, and stands on the western bank of the Hudson, at its confluence with the Mohawk, where a number of islands, producing the appearance of several mouths, give diversity to a very beautiful scene.  It is ten miles north of Albany.  From the Lansingburgh side, we crossed into it, over a commodious bridge.  The name of this place, was formerly Half-Moon point. 

FORT EDWARD.
At this Fort, we first observed the canal, which is destined to connect the head waters of Lake Champlain with those of the Hudson.  It is now on the point of being united with this river, and they are constructing the walls of the Canal of a very handsome hewn stone: it is obtained, as I am informed, near Fort Anne, and presents to the eye, aided by a magnifier, very minute plates and veins, which feebly effervesce with acids. . . ; is it a peculiar kind of sand stone?  It is of a dark hue, and is shaped into handsome blocks, by the tools of the workmen.  I was gratified to see such firm and massy walls constructed of this stone; indeed, in point of solidity and beauty, they would do honor to the modern wet docks of Great Britain.
               
It is intended to have a lock at this place, where there is a considerable descent into the Hudson.
               
There is a village at Fort Edward, bearing the same name, and I ought to have remarked that there are villages, at Stillwater, Saratoga and Fort Miller; but there is nothing particularly interesting in any of them.  

Immediately after leaving this battle ground, we arrived on the banks of the canal, which is to connect the Hudson with Lake Champlain.  Being almost constantly in sight of it, and very often as near it as possible, we were seriously incommoded by deep gullies, and heaps of miry clay, thrown out by the canal diggers, through which we were compelled to drag our way; and when we were not in the mud, we found a road excessively rough and uncomfortable, from the united effect of much rain and much travelling, with occasional hot sunshine, in a country whose basis is a stiff clay.  We rode almost constantly in sight of Wood Creek, as well as of the canal.

​After a very fatiguing journey from Fort Anne, several miles of which I walked, we arrived safely at Whitehall, at the head of Lake Champlain, a little before night.

WHITEHALL -- THE CANAL.
The canal terminates twenty-two miles from Fort Edward, at Whitehall, where they are now (p. 181) constructing a lock, with handsome massy hewn stone.  There is a considerable descent to the surface of Lake Champlain, and Wood Creek, whose mouth and that of the canal are side by side, here rushes down a considerable rapid with some grandeur.  This is the place formerly called the falls of Wood Creek, at Skeensborough.
               
As Wood Creek is really a river, navigable by larger boats than those which will probably pass on the canal, and as the canal and river from Fort Anne, a distance of about ten or eleven miles, are often close together, so that a stone might be thrown from the one to the other, a traveller naturally inquires why the larger natural canal should, with vast expense, be deserted for the smaller artificial one.  The answer will probably be founded upon the shortening of distance, by avoiding the numerous windings of the creek -- the obtaining of a better horse road for dragging the boats -- security from the effects of floods and drought, in altering the quantity of water -- and the securing of a more adequate supply of water for that part of the route between Fort Anne an the Hudson; in either case, there must be locks at Whitehall.*

The immense utility of this canal is already sufficiently obvious in the vast quantities of lumber and other commodities which now find their way into the Hudson. -- March, 1824.

WHITEHALL PORT.
This is a well-built, and apparently thriving little place, situated on both branches of the muddy Wood Creek, which, on its way to the Gulf of St. Lawrence, sluggishly flows through the village, till it makes its escape into Lake Champlain; it then tumbles down a steep declivity, over a bed of rocks, and foams, and roars, as if in exultation, at making its escape from its own Lethean channel.
               
Whitehall, anciently called Skeensborough, was famous in General Burgoyne's campaign.  Here he destroyed the little American flotilla, in July, 1777, and the baggage and stores of the American army; and here he had his head quarters for some time, while preparing to pass his army and heavy artillery over land to Fort Edward.
               
Whitehall is situated at the bottom of a narrow defile in the mountains, and has the bustle and crowded aspect of a port, without the quiet and cleanliness of a village.  Some of the houses are situated on elevations and declivities, and some in the bottom of the vale -- some are of wood, and others of brick, but I was gratified to see many of them handsomely constructed of stone -- of the fine gneiss rock which abounds here -- the two parts of the town are connected by a bridge over Wood Creek.  The population of this town is between two and three thousand, and the village contains a Presbyterian meeting-house, four ware-houses, ten stores, and more than a hundred dwelling-houses.
               
The fever and ague is now very prevalent here, and many sallow faces, and feeble frames, are to be see about the streets.
               
The country, both up Wood Creek, and down the lake contiguous to the town, looks as if it might nourish fever and ague, but the inhabitants deny that it is their inheritance, and profess to consider the visitation of this summer as fortuitous.  I am afraid that their canal, with its stagnant waters, will not help them to more health.  A thick fog prevailed here, most of the time that we were in the place, and rendered it uncomfortable to move out of doors till the middle of the forenoon, when it blew away.
               
This will probably become a considerable place, situated as it is, at the head of lake navigation, and at the point of communication, between the Hudson and Lake Champlain.  it derived some ephemeral importance, from the local navy maintained on the lake, in time of war; there is a small naval arsenal here, and at present there are a few naval officers and men at this station.

PASSAGE DOWN LAKE CHAMPLAIN.
The carriage and horses were received on board the steam-boat at Whitehall, and accommodation which we had not expected; and thus we avoided the inconvenience of having them go around by land, to Burlington, in Vermont, to wait our return from Canada.  The steam-boat lay in a wild glen, immediately under a high, precipitous, rocky hill, and not far from the roaring outlet of Wood Creek; we almost drop down upon the port, all on a sudden, and it strikes one like an interesting discovery, in a country, so wild, and so far inland, as to present, in other respects, no nautical images or realities. 
               
We left Whitehall between two and three o'clock in the afternoon, in the Congress, a neat and rapid boat, and the only one remaining on the lake, since the late awful catastrophe of the "Phoenix".   
               
The lake, for many miles, after it receives Wood Creek, is, in fact, nothing more, than a narrow sluggish river, passing, without apparent motion, among high, rocky, and even mountainous ridges, between whose feet and the lake, there is, generally, a considerable extent of low, wet marshy ground, of a most unpromising appearance, for any purpose, but to produce fever and ague, unless by and by, it should by dyking and ditching, be rescued, like Holland, from the dominion of the water, and converted to the purposes of agriculture.
               
The channel, through which we passed, is, for miles, so narrow, that the steam-boat could scarcely put about in it, and there seemed hardly room for the passage of the little sloops, which we frequently met going up to Whitehall.  At the very head of this natural canal, lie moored, to the bank, stem and stern, the flotillas of McDonough and Downie, now, by the catastrophe of battle, united into one.
               
When I passed this place in June 1821, these vessels were lying a little way down the lake, mere wrecks, sunken, neglected and in ruins -- scarcely seven years from the time of the fierce contention, by which they were lost and won.

​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.

All the description of the boat or vessel used as a ferry that we have is that it was a dude scow or barge of some kind, with sails and oars which ran most of the time on signals. It carried teams, cattle and passengers, and it was said that at times when the boat was crowded horses were tied behind and swam over. It is thought to have been the same kind of boat as the one then running at Troy. It must have been strongly built for it made trips in stormy weather but not during the season when ice was in the river. The sides could be let down and it was entered in this way. There is no tradition that there ever was an accident or loss of life by means of it.

To be sure there must have been started soon after this at different boats at various times of the old ones gave but, the description of all was about the same. Very little if any, shelter was provided and it was only temporary when it was. In heavy storms the vessel lay at its dock.

The landing on the east side must have been in the vicinity of Barnegat for the ferry carried quantities of lime and lime rock this side. This was one of the supports of the ferry. The lime business at Barnegat was commenced soon after the close of the Revolution and it is claimed lime was burned there during the war or even earlier as people used lime before that time all about here and the surrounding country. Soon after the war we had lime kilns on the west side and they must have burned lime at Barnegat as there has never been lime rock about here and the rock was brought here and burned.

I find in our ancient records in the laying out of road, as follows: "A Return of an Open Public Road as follows: We the Commissioners for the Town of Marlborough in the year 1790 in the Month of June. By a Petition from the Freeholders and Inhabitants of Said Town for a Publick Road or Highway from Latting Town to the Hudson River, have laid it out as follows: *** Said Road is to Extend four Rods Down the hill from the upper side of the Road as it now runs down to Lewis Lime Kiln, the Said Road to go Either Side of Said Elijah Lewis Dwelling house where ever it Shall be thought most Convenient for the good of the Publick Down to low Water Mark to Extend four Rods up and four Rods down the River from the Lime Kiln.

The Powells also had lime kilns and Quimby and presumably others. The stones for these kilns came from Barnegat. By the map of Dr. Benj. Elsey and Henry Livingston above referred to, there are designated twenty kilns at Barnegat. I cannot find that a company owned them and they were owned by in or else preaching was held in the schoolhouse. A Methodist exhorter from here held services there.

In an ancient Gazetteer of the state, I find as follows: "Marlborough, a small township in southeast corner of Ulster county, on the west shore of the Hudson opposite Barnegat."

There was maintained at one time an official company of militia. Men from here belonged to it, and a company from there served in the War of 1812. During navigation it was said there was hardly a time that one or more sloops were not there loading lime and at one period a line of sloops carried the lime rock from there to New Brunswick, New Jersey, to burn it here Tom Gill and his father burned lime at Barnegat. One kiln was near the house and a grist mill which has been recently torn down to make room for the new factory buildings. There is a tradition about the Gills. It is that when Gen. Vaughn went up the river and burned Kingston, a corporal and two of his men went ashore in a rowboat to burn the mill on the site of the present mill. Then the owner Van Kueren begged them to spare the mill, and said to the corporal whose name was Gill, that if he should not burn the mill he could come and marry his daughter after the war, at the same time pointing out an attractive girl. The mill was spared and the corporal afterward returned, married the girl and became the owner of the property. It is claimed to this day the corporal was the father of Tom Gill who will be remembered by very old people.

Barnegat at one time had stores, a schoolhouse, a church. There were two roads leading to Barnegat – one from a southerly direction and from an easterly or northeasterly direction, which were used years before any roads about there were regularly laid out. As a child I heard old men telling of having worked at these kilns and crossing on the ferry when they were young. They received one dollar a day which at that time was considered princely pay and such was work then sought for. Farm laborers were receiving fifty cents or less a day.
Lime carried by this ferry was used not only in the Town of Marlborough and Plattekill but in the Towns of Paltz, Shawangunk and now Gardiner. Numerous houses all over these towns are still standing that were built with Barnegat lime. The tradition is that the lime was considered a very superior quality but the rock was either worked out or a better article found elsewhere, as for many years no lime has been produced there.

The roads on both sides of the river were used as highways at least fifty years before they were laid out and recorded by the highway commissioners. There is a tradition about another ferry which I cannot reconcile.  It is that in 1777 when Gen. Vaughn's expedition went up the river, Samuel Hallock, the old Quaker minister, went out in a row boat to meet the fleet, and when taken on the flagship, said to Gen. Vaughn that he was a noncombatant, a Quaker and was opposed to the war and at the same time pointed out to the General his ferry boat along the shore, and asked that it should not be burned. Vaughn gave orders not to disturb the Quaker or his boat and the vessel was spared. But Mr. Hallock may have had the ferry as this was in 1777 and we have seen that Lattemore had the ferry in 1789. It is possible it may have been a boat used for some Landing afterwards, Sands Dock, and other purpose, but was spoken of as a ferry boat in the traditions. Mr. Hallock at this time owned Brushes and he most likely carried on business from there with a boat.

At the dock from which the ferry was operated, there was an ancient stone house, almost a fort as the walls were so thick and strong. It was used for a store, tavern, freight house, etc. It was being built in 1777 when Gen. Vaughn went up and was fired at. It was taken down when the West Shore Railroad took the land. There was quite a history and many traditions about the old house. There had previously been a house on the same site and other buildings were about there.

In March, 1849, the Milton ferry was established by Captain Sears. It ran just about the time the Powell dock at Milton ferry was established by Captain Sears. It ran from just above the Powell dock at Milton to the Gill dock. Sears ran the ferry for three years and then sold to Jacob Handley who conducted it until about 1862. The boat used for its motive power four mules, who turned a tread wheel. It ran regularly and was a great convenience to the entire neighborhood and for miles back in the country on river road. It also carried the mails.

At one time the Gills through whose land the road leading from the ferry and the railroad station to the post road, had attempted to close it by claiming it was a private road, but it was afterward arranged by them or the town authorities so that it was continued as a public road.
​
It would appear that the ancient Precinct of New Marlborough had means of crossing the Hudson river for fifty and perhaps sixty years before there was an established ferry at Poughkeepsie and people from there came this roundabout way across this ferry to get to New Paltz and the surrounding country in case they wished to cross with horses, cattle, etc. in fact, to carry on all necessary intercourse that could not be done with a rowboat or sloop.

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​The Milton Messenger – November 23, 1922
Local Historian Tells of Old Milton Ferry. Capt. C.M. Woolsey Gives Interesting Story of Ferry Dating Back Over 150 Years.

Having read that a ferry service is to be started between Milton and Rudeo, as told in Tuesday's, as told in Tuesday's "Freeman" Captain C. Meech Woolsey of Milton contributes the following history of previous similar enterprises in the same locality.

The early history of this ferry is tradition. About 1740 there was a ferry established across the Hudson river from a point on the west side a quarter of a mile or more south of what is the present steamboat landing at Milton, N.Y. to some point at or near what is the Gill place or known as Barnegat. What kind of vessel was then used cannot now be determined, but it was supposed to have been a row and sail boat of some kind. It was adequate to carry wagons, teams, cattle and produce.

The country which now comprises the towns of Marlborough and Plattekill and some lands on the south was early settled by English people many of whom had previously settled in what is now Westchester county and Long Island, and children of such settlers. After 1730 and up to Revolutionary times large numbers of settlers poured into this part of the country. They brought their families, teams, cattle and all their worldly goods with them. They crossed from the east to the west side of the river by means of this ferry. They also kept intercourse for many years with those they had left behind. This, I think, is the reason the ferry was established so early – a means of crossing was needed, so some rude vessel was provided that answered the purpose.

After this means of crossing was in operation, people naturally came here to use the ferry for miles up and down the river on either side. My great-great-grandfather Richard Woolsey was among these early settlers. He was born about 1697, came here when a young man and purchased an original patent of land granted by Queen Anne, of many hundred acres lying adjoining this ferry on the south, parts of which patent are now owned by me. He and his descendants left numerous traditions about this boat. It was used by Richard Woolsey up to the time of his death about 1777: and at that time lime was burned at Barnegat and brought over by this ferry.

Nicholas Hallock, the oldest man in the town until his death a few years ago, said he well remembered when a child, hearing his great uncle Edward Hallock and his grandfather Hull tell about this ferry, how it was built, the way it was entered and other facts. I can not find any charter for it or who was the first owner.

In our ancient town records of road districts for the year 1779, I find as follows: Nathanial Harker's District No. 3 Beginning at Major DuBois's north line runs to Zadock Lewis's house at the cross road leading to the ferry." And William Woolsey's District No. 5, beginning at Lattemore's ferry at the river, running south of Jeremiah Beagles in Latting Town" Benoni Lattemore owned the ferry at this time and had been the owner for some years previous. Afterward and sometimes prior to 1789 Elijah Lewis owned it. He had a dock and also at one time Theopolis Anthony owned it.

An ancient map dated 1797 made from the surveys and field book of Dr. Benj. Ely by Henry Livingston of Poughkeepsie for Stephen Nottingham, Supervisor of the Town of Marlborough. It is given as Powell's dock and ferry. Jacob and Thomas Powell who had a store and tavern at the old stone house south of Milton dock ran this ferry and also a line of sloops to New York City which carried wood, produce and other commodities for the farmers for a wide extent of country, and brought back supplies to the farmers. The Powells were here several years. Thomas Powell about 1800 moved to Newburgh, became very successful and acquired a large fortune. The steamers Thomas and Mary Powell were named for him and his wife. It has been claimed that his first money was made here by this ferry and his other enterprises.

At a later date Benjamin Townsend operated this ferry and carried on business. I can find no mention of it after about 1810, and presume it was then discontinued, as none of the old inhabitants of this neighborhood can remember the ferry, though they had heard of it from their parents and grandparents.

A ferry had been established at Poughkeepsie about 1800, and by 1810 the Barnegat lime business had commenced to decline and emigration from Westchester County and Island had ceased so much of the usefulness of the ferry had ceased by 1810.

People journeyed by means of this ferry from Massachusetts and Connecticut to New Jersey, Pennsylvania and the West.
​
During Revolutionary War Continental soldiers crossed here to and from the eastern states: currency and provisions for the army were also carried. Washington's troops crossed on many occasions on this ferry.

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Rockland County Messenger (Haverstraw, N. Y.), March 27, 1851
Steam Ferry Boat. The Minisceongo Ferry Company's Boat arrived here this week, from the East, where she was purchased. She is a pretty looking craft, and neatly fitted up, having a splendid saloon. She is to run from this village via Grassy Point, and from thence
across the river to met the Hudson River Railroad, which will be a great accommodation
to the travelling community.

About half past one Sunday afternoon, July 30, the Staten Island ferry boat Westfield was lying quietly in her slip at the foot of Whitehall Street, New York. Over four hundred souls were on board, lured by the delightful weather from their crowded homes to breathe the pure sea air and enjoy the grass and shade of the uncontaminated country. Everything was in readiness for the start. The captain was at his post, the engineer was on his way to the engine room, men were standing ready to unhook the chains, when suddenly there came a terrible crash, and in an instant the steamer was a wreck.

Those who witnessed the disaster say that first there was a dull crunching sound, somewhat like that made by the fall of a large building, followed immediately by the sharp hiss of escaping steam. The main deck was forced upward for a considerable distance; the beams and planks were torn into fragments. Many of them were thrown high into the air, and fell back in a confused mass into the hold. The pilot house, which was directly over the boiler, was hurled into the air to a great height, and falling back upon the hurricane deck was shattered to pieces. The pilot was in the house, and yet, strange to say, aside from a few severe scratches and contusions and a severe shock, escaped unhurt. He could scarcely believe that he was not mortally injured, as he crawled from the ruins and saw the havoc and desolation that had been made. The heavy smoke stack was also blown high in the air and fell into the general wreck. The escaping steam filled the boat, and many were scaled who would have otherwise escaped unhurt.

The part of the boiler which gave way was opposite the fire box, and toward the bow of the boat. Such was the force of the explosion that a piece of the upper half of the shell of the boiler, twenty feet in length and weighing two tons, was hurled forward a distance of twenty-five fee, and lodged in the bow. The fracture apparently started at a place where the boiler was patched to cover a defect.

A majority of the passengers were collected on the main deck, directly over the boiler. These were blown into the air to the height of thirty or forty feet, falling back into the wreck, or into the water. Happy were those who died instantly! Scores of men, women, and children who escaped the full force of the explosion were immediately enveloped in a scalding cloud of steam. The scene of the boat was harrowing. Groans and loud screams of agony came from the scalded, wounded, and dying. Parents were eagerly seeking their children, children for parents, friends for friends. Many in their panic leaped overboard, some were rescued by boats that surrounded the wreck, while others sank at once and were drowned.

The Police and Fire departments called upon for assistance, and at once furnished men and means to convey to the hospitals such sufferers who could be moved. A pitiable sight they presented when brought upon the docks. Many had the skin almost entirely scalded from the face, neck, and breasts. Others had lost portions of their hair, from the scalp literally being parboiled and peeled off. Others were covered with ghastly wounds, and all were begrimed with soot and dust. As fast as possible the sufferers were removed to the hospitals, where the utmost that surgical skill could do was done to relieve them. In spite of every attention, many died after their removal. The number of the victims has not been fully ascertained. It is thought that between forty and fifty were killed outright, and that the list of fatalities may be swelled to a hundred by deaths in the hospital.

The cause of the explosion has not been ascertained. Various surmises are afloat in regards to it. Only two months ago, the United States inspector of boilers inspected the Westfield and pronounced it safe. The engineer, a colored man, is said to be capable and trustworthy. He states that just before the explosion took place, he found the water in the boiler all right, and the steam gauge indicating a pressure of twenty-seven pounds. A fragment of the boiler picked upon the dock was pronounced by good judges to be unsound iron. It was taken to police headquarters to be produced before the coroner’s jury, when the questions of cause and responsibility will be fully inquired into.

Editor's Note: This booklet from the November 2, 1963 opening of the Newburgh-Beacon Bridge was recently donated to the Hudson River Maritime Museum.

"The Ferry:
The Newburgh-Beacon Ferry, which has been in operation on the Hudson River between the cities of Newburgh and Beacon, is the oldest in the United States, having been given its franchise from Queen Anne of England in 1743.

Alexander Colden, one of the first English trustees of the Palatine Parish of the Quassaick (the original name for Newburgh), petitioned the honorable George Clarke, Lieutenant-Governor of the Province, for letters patent enabling him to establish a ferry between Newburgh and Fishkill, the early name for the City of Beacon. This ferry was in operation until after the American Revolution when Queen Anne's Charger was considered null and void, and a new ferry was established between Newburgh and Fishkill.

At first sail and row boats were used for ferrying, and it is reported that, "The enterprise was conducted with considerable system." It is most interesting to scan the old records and note the following rates for humans and freight for passage on the boat:
A man – one shilling
Man and horse – two shillings
Calf or hogg – Six pence
Two-horse Wagon (empty) – Ten shillings
Two-horse Wagon (loaded) – Twelve shillings
Empty barrel – Four pence
Full barrel – One shilling
Four-horse Wagon (Empty) – Fourteen shillings
Four-horse Wagon (Loaded) – One Pound
Ton of Iron – Eight Shillings
Hogshead of Run – Five shillings

During the Revolutionary War, General George Washington had his headquarters in the Hasbrouck House in Newburgh and used the Continental Ferry for transporting men and supplies across the Hudson. Baron Friedrich von Steuben, the German aide to Washington who was quartered in the VerPlanck House in Fishkill, made regular trips across the Hudson on that ferry. After the defeat of the British at Saratoga in 1777, General Burgoyne led his army down the east bank of the Hudson, crossed the river on the ferry, marched through Newburgh, and headed for New Jersey.

Since the original Queen Anne Charter did not provide exclusive rights, it was not long before competition began to appear. Martin Wiltsie and Daniel Carpenter formed a new company which continued in operation until 1781 or 1782 when Peter Bogardus, John Anderson, and James Denton established a new ferry line. It is believed that the new company acquired the ferry rights of Colden. Sometime after the war, the charter privileges existing prior to that time were confirmed.

In 1802 the original Colden Charter was sold by his heirs to one Leonard Carpenter for the sum of $2500.00. Three years later the two ferry systems were combined. Sail and row boats were used until 1816, when a horse-driven boat, the Moses Rogers was launched. It was capable of carrying a load of "one coach and horses, a wagon and horse, seventeen chaises and horses, one additional horse, and fifty passengers." The Caravan was the first boat to be propelled by a when in the center. It was run in connection with the sail boat Mentor, and the horse-powered boat, The Dutchess. This last named boat was later converted to steam and renamed The Jack Downing.

In 1828 the Post Boy, later called the Phoenix, was put into service. After that came the Gold Hunter, Fulton, Williamsburg, and the Union. As the 20th Century approached, the City of Newburgh and the Fishkill-on-Hudson were plying between the two cities. In 1912 the Dutchess appeared, and in 1914 the Orange was added to the fleet. These two boats were, of course, named for the two counties opposite each other on the Hudson River. A few years later found the Thomas Powell and the Beacon as new arrivals.

From 1804 until 1835, the Newburgh Ferry changed hands many times. In May, 1835, Thomas Powell bought the system for $80,000 and remained the sole owner until 1850. At that time he deeded the property to his daughter, Mrs Frances E.L. Ramsdell. It remained in the Ramsdell family for 100 years. In 1956 the State of New York purchased the Newburgh-Beacon Ferry from Homer Ramsdell and his sister, Mrs. Herbert R. Odell, and the New York Bridge Authority has been operating it until the completion of the bridge which now spans the river.

In its 220-year history, the Newburgh-Beacon Ferry has seen many notable events. The Hudson-Fulton Celebration in 1909 was one of the most memorable. It paid tribute to the English navigator for whom the river was named and the inventor of the steamboat which was first used on the Hudson. Boats of all sizes and shapes were seen on the river, bedecked with flags, pennants, and lovely ladies in colorful gowns and hats. Then later, from the decks of the ferry, spectators watched the world-famous rowers, the Ward Brothers of Cornwall, and the sculls of many colleges en route to the Intercollegiate Boat Races at Poughkeepsie.

The river and the ferry have seen many changes. First ox-carts came to the dock; then horses and wagons. Later came the steam-driven boats and yachts, to be followed by the railroad. Finally, we entered the Twentieth Century with its horseless motor cars. Ferry boats are much too slow now. Our people must speed over modern roads and incomparable steel structures.

The Newburgh-Beacon Ferry has been an institution on the Hudson River. It is indeed a truism that old boats do not die – nor do they fade away. They live on in the hearts and memories of those of use who have "roots". – Irene E. Wegle, Corresponding Secretary, The Historical Society of Newburgh Bay and the Highlands."

Editor's Note: The following is from Historic Bridges of the Hudson Valley:  https://www.hbhv.org/slideshow-c7hc

Fast Facts
Opened to the Public: North Span: November 2, 1963, South Span: November 1, 1980
Connecting Counties: Orange and Dutchess
Overall Length: North Span: 7,855 feet, South Span: 7,789 feet
Bridge Type: Articulated Deck Truss
Initial Cost: North Span: $19,500,000, South Span: $93,600,000

History
The most traveled of the New York State Bridge Authority’s bridges, the  Newburgh-Beacon Bridge carries more than 25 million crossings a year on Interstate 84.

In February 1951, NYS Assembly Majority Leader Lee B. Mailler of Cornwall introduced a bill calling for test borings to be conducted for a bridge between Beacon and Newburgh. The local Chambers of Commerce as well as civic groups helped mobilize public support for the bill, which was passed and signed by Governor Thomas E. Dewey. Test borings and site surveys were completed and by February 1952, the cost of the bridge was estimated at approximately $18 million, not including legal expenses and the cost of rights of way. 
          
In 1953, Assemblyman Mailler introduced further legislation to authorize actual bridge construction. It was approved but contained no appropriation, leaving the Bridge Authority no way to build it. Work was also prohibited by law until after completion of the Kingston-Rhinecliff Bridge. In 1954, the Mailler-Hatfield Bill was passed by the Legislature, removing the constraints which prevented construction of the Newburgh-Beacon Bridge until after completion of the Kingston-Rhinecliff project. 
          
The Bridge Authority lacked the bonding ability to build both spans at once but the 1955 bond issue which covered the costs of the Kingston-Rhinecliff Bridge also included a $1.2 million development fund to pay design costs and help speed construction of the Newburgh-Beacon Bridge. 
          
During the Harriman Administration (1954-1958) it was decided by the Bureau of Public Roads that the bridge would need to be at least 4 lanes wide to carry an Interstate Highway. Federal aid for the bridge was then approved because it would be part of what would eventually become the Eisenhower Interstate Highway System. The project was delayed however, when 1959 federal funds were redistributed and less money was available. Finally in 1960, at the urging of Governor Rockefeller, the State opted to build a less expensive, two-lane bridge without federal assistance. 
          
In the meantime, other ferries had also begun to operate in the area, carrying passengers between Garrison and West Point, Poughkeepsie and Highland, Kingston and Rhinecliff, Catskill and Greendale, and Hudson and Athens. However, one by one, they all ceased to exist. When NYSBA took over the Beacon ferry in 1956, it had been in poor shape for years and soon became the last ferry route north of New York City. 

The last ferries, the Dutchess, the Orange, (both built by Newburgh shipyards) and the Beacon maintained ferry service until Sunday, November 3, 1963, one day after the opening of the original Newburgh-Beacon Bridge.  Shortly after 5 P.M. that day, the Dutchess and the Orange met at mid-river, signaled a final salute and formally retired the Newburgh-Beacon ferry into history after 220 years.  For $2 drivers crossed the Hudson on the ferry for the last time and returned via the new bridge. 
          
In 2005, the Newburgh-Beacon ferry was revived and now carries commuters from the west side of the river to the train station on the east side where they can catch the Metro-North Hudson Line to Grand Central Station. 
          
In 1997, the Newburgh-Beacon Bridge was ceremonially renamed the “Hamilton Fish Newburgh-Beacon Bridge” in honor of Hamilton Fish, who served as New York Governor, US Senator and United States Secretary of State, and for the five generations of the Fish family who represented the Hudson Valley in Congress, the State Legislature and the Presidential Cabinet from the Lincoln administration through the 1990’s.

Engineering 
​Actual bridge construction began in March of 1961. The span was built using riveting to hold the massive steel beams and plates together.  Each rivet came from the factory with a cap on one end of the shaft.  The red hot rivets would be slid through two pieces of steel by one man.  On the other side, another worker with a riveting hammer would pound the scorching metal into a mushroom shape while the rivet was held in place, so there were now two caps on the rivet, with the steel between.  As the rivets cooled, they would contract and bring the steel tightly together. 
          
The piers for the bridge were constructed using caissons. They were set into the riverbed and driven down to bedrock using the weight of the caisson while the machines dug out the silt below.  The deepest caisson on the Newburgh-Beacon Bridge was set 163 feet below sea level. On November 2, 1963, Governor Nelson Rockefeller cut the gold ribbon on the bridge, opening it to traffic. 
          
Before its construction, it was estimated that the Newburgh-Beacon Bridge would carry 25,000 cars each day, requiring a four-lane design.  When funding became difficult, Gov. Rockefeller had decided that the bridge would never carry that many vehicles, and a two-lane structure would be sufficient.  Unfortunately by 1964, 25,000 vehicles were using the bridge on a daily basis, and traffic jams were becoming a major problem.  The need for greater carrying capacity was critical. 
          
By 1972, the State was considering ways to expand bridge capacity. Completion of new portions of Interstate 84 in Connecticut further increased traffic flow, leading to more problems on the bridge. It was finally decided that a second span would be built on land already owned by the Bridge Authority, south of the first span and that the original bridge would be widened.
          
The new span and the reconstruction of the first were financed primarily by the federal government as part of the Interstate Highway Fund.  Ninety percent of the cost of the $94 million bridge was funded through federal money, leaving just ten percent for the Bridge Authority to finance.  
          
The foundations for the piers were built using caissons and cofferdams. On Pier 7, digging on one side of the caisson went faster than the other, resulting in the whole block being tipped to one side. It took months to set correctly and was a “breath-taker” in the words of one construction company foreman. The bridge’s superstructure was built using new weathering steel, which forms a protective coating and eliminates the need to paint the metal. When it was completed, the Newburgh-Beacon Bridge was the longest bridge in the world constructed from the new weathering steel. 
          
On August 21, 1980 boaters and hundreds of on-land spectators joined to watch the placement of the final section of the bridge. The 2,000 ton span was hoisted by 4 engines and secured in place by 2.5 ton bolts. 
          
Bridge dedication ceremonies took place on November 1, 1980, almost 17 years to the date the original span was dedicated. To commemorate the occasion, a 5-mile race was held through Newburgh and across the bridge. The bridge was officially opened with a motorcade of local officials and dignitaries riding over the bridge (in the wrong direction) from the Beacon toll plaza to Newburgh and back. In 1981, the bicycle and pedestrian crossing opened, only the second to cross a federal interstate. 
          
The original span of the bridge was closed in December 1980 for widening and strengthening. It was repainted to match the protective rust color of the weathering steel on the new span. 
          
​In 2006, the west approach was repaved and a new truck inspection area was built to allow the State Police to conduct inspections in a safe area that would not interfere with regular traffic flow." 

Of all the steam propelled vessels that have floated upon the waters of Rondout Creek, probably the one that was best known locally in her day was the ungainly little ferry boat that used to cross the creek from the foot of Hasbrouck Avenue to Sleightsburgh. Known throughout the area as the "Skillypot," she made her last trip from Rondout to Sleightsburgh on Oct. 14, 1922 – exactly 50 years ago yesterday.

"Skillypot" – reportedly a corruption of the Dutch word for tortoise – wasn't even her right name. It was the "Riverside", a name  that many would be patrons often changed to where she usually was found – the "Otherside." She may not have been loved as was the "Mary Powell" or admired as were many other steamboats, but she certainly was well known, and almost universally as the "Skillypot."

Her fame on both sides of Rondout Creek rested securely until the opening of the 9-W highway suspension bridge in 1921 – the only way in the latter years to get across the creek, unless of course one owned or rented a rowboat or wanted to walk to Eddyville. She played an important part in the daily lives of many residents, especially when the Rondout section of Kingston was important to the business and social life of the community.

Wherever there has been a natural barrier such as a river or a creek, people it seems have always wanted to get to the other side.

A Scow Was First

At Rondout, the first recorded vessel to regularly cross the creek was a small scow that was sculled across by hand from Sleightsburgh and could carry one wagon and a team of horses. This means of transportation existed until the spring of 1855 when the small steam ferryboat "J.P. Sleight" made her appearance.

Built by the sons of John P. Sleight and named for their father, the new ferryboat had two slide valve steam engines connected by cog wheels to two large steel drums. The drums were connected to a chain  which was secured to both sides of the creek, a distance of about 440 feet. The drums would rotate and pull the ferry back and forth across the creek on the chain. The chain was of sufficient length to rest on the creek bottom except where it passed around the drums.

In March 1870, a severe freshet caused by melting snow and rain caused the ice in the upper creek to let go. The ice coming down the creek carried the "J.P. Sleight" right along with it. At the mouth of the creek, the "Sleight" smashed into the lighthouse that then stood on the south dike. Mrs. Murdock, the keeper of the light, caught a line from the ferry, but it parted and away went the "J.P. Sleight," drifting with the ice floes down the river.

In a few hours, the Cornell ice breaking towboat "Norwich" got underway and, breaking her way through the heavy ice fields off Esopus Meadows lighthouse, spotted the "J.P. Sleight" in another ice field down off Esopus Island. The "Norwich" brought the "Sleight" back to Port Ewen where it was found her light hull had been damaged beyond repair. Her owners decided to build a new ferryboat which became the "Riverside."

Contract to Washburns

Abraham and Isaac Sleight gave a contract for the new ferryboat to Hiram and John Washburn. When she was launched, the "Riverside" measured 55 feet long and 20 feet wide. Her engines came from the old "J.P. Sleight" and were installed by John Dillon of Rondout.
 
The new "Riverside" was a success from the start. Upon the death of Isaac Sleight, ownership of the ferry passed to Herbert A. Starkey, and then in 1903 to Albert Norris who operated her until 1906 when Josiah Hasbrouck became the owner. It is not known at what point in time the "Riverside" became better known as the latter name by which she was known far and wide in Ulster County.

As time went by and the automobile came along, new highways were being built along the banks of the Hudson. It soon became evident a bridge was badly needed across Rondout Creek. As a matter of fact, it was long overdue. After World War I on summer weekends, automobiles would be lined up on the Sleightsburgh side almost to the middle of Port Ewen and on the Kingston side to the top of Hasbrouck Avenue. Then, the "Riverside," really was a "Skillypot."

On summer weekends when the automobiles were backed up on both sides of the creek, enterprising Sleightsburgh boys would earn money by showing unknowing motorists how to get across the creek by going across the bridge at Eddyville.

Pilots for a Fee

For a fee, they would get in a waiting car and "pilot" the motorist through New Salem and Eddyville to Rondout. There, they would reverse the process by taking a motorist from Hasbrouck Avenue through Eddyville to Port Ewen.

At times in some winters the "Skillypot" would be the only steamboat in operation on the upper Hudson. To keep her operating, men would cut a channel through the ice using ice saws and pike poles to shove the cakes of ice under the solid ice or, if it seemed easier, pull them up on top of the ice. During the summer, when the ferry "Transport" would come over from Rhinecliff, the swells from her paddle wheels would carry up  the creek. Then how the "Skillypot" would rock back and forth sideways and cause concern to some of the passengers.

The "Skillypot" always made her last trip of the day at 10:30 p.m. She would land at her Sleightsburgh slip and blow one blast on her small, clear, shrill whistle, signifying her toils were over for that day. Then if people still wanted to get across the creek, they would have to take a small scow, sculled by a single oar by Lyman Perrine. Finally, the long awaited day came when the new bridge was open to traffic. The "Skillypot" still continued to operate for a period, but foot passengers even took to walking over the new bridge to save the two cents fare. So on Saturday night, October 14, 1922 a Saturday then as it was this year – the "Skillypot" at 10:30 p.m. blew her final one long shrill whistle. As the echo dies, so did the "Riverside."

No More Chains

On Monday, Oct. 16, the two engineers, Charles Van Leuven and Charles Becker, and Peter Shoemaker, the deckhand, started to lay her up. They drained the water out of her boiler, disconnected the chains that connected her to each shore for so many years and stowed ashore other equipment like lanterns and life preservers.

Then on Oct. 18, 1922, at 4 p.m. when the tide was high, they pulled the "Riverside" by hand to the east of the Sleightsburgh slip and beached her high on the shore. Just as they were about to pull her out of the sip. Richard Sleight, one of the brothers who operated J. Sleight's Sons general store next to the ferry slip, ran out and jumped aboard, saying he wanted to have one last trip on the "Skillypot." She stayed on the beach at Sleightsburgh until Oct. 20, 1923 when she was towed to South Rondout after being purchased by former Alderman John Fischer. There, by a quirk of fate, she was put inshore alongside the remains of the famous "Mary Powell," then being dismantled. To this day, at low tide parts of her old bones may be seen on the shore east of the railroad bridge.
​
Many an old riverman and Town of Esopus resident saw duty on the "Skillypot." In addition to her final crew of Charles Van Leuven, Charles Becker and Peter Shoemaker, the roster included Elmer Marsh, David Relyea, William Sleight, James Devoe, Theodore Relyea, Andrew Taylor, James Rodman and Isaac C. Sleight.
 
 

 ANCIENT MILTON FERRY.
(By C. Meech Woolsey.)
Scraps of History and Tradition About an Early Enterprise.
           
The early history of this ferry is all tradition.  About 1740, there was a ferry established across the Hudson river from a point on the west side a half mile south of what is the present steamboat landing at Milton, to some point at, or near, what is now the Gill place, or at what was Barnegat.
           
What kind of vessel was then used can not now be determined, but was supposed to have been a row or sail boat of some kind.  It was adequate to carry wagons, teams, cattle, etc.
           
The country that now comprises the towns of Marlborough and Plattekill and some lands on the south, was early settled by English people who had previously settled in what is now Westchester county and Long Island, and children of such settlers.
           
After 1720 and up to revolutionary times, large numbers of settlers poured into this part of the country.  They brought their families, teams, cattle, and all their worldly goods with them.  They crossed from the east side to the west side of the river by means of this ferry. They also kept up intercourse for many years with those they had left behind.  This, I think, is the reason the ferry was established so early.  A means of crossing was needed, so they provided some rude vessel that would answer the purpose.
           
After this early means of crossing was in operation, people naturally came here to use the ferry for miles up and down the river on either side.  My great, great grandfather, Richard Woolsey, was among these early settlers.  He was born at Bedford, Westchester county in 1697, came here when a young man and purchased an original patent of land, granted by Queen Anne, of several hundred acres lying adjoining this ferry on the south, parts of which lands are now owned by me.  He and his descendants left numerous traditions about this boat.  It was in use and used by Richard Woolsey up to the time of his death in 1777, and at that time was burned at Barnegat and brought over by this ferry.  
           
Nicholas Hallock, the oldest man in the town, says he well remembers when a child, hearing his great uncle Edward Hallock, and his grandfather, Hull tell about using this ferry and how it was built, the way it was entered, etc.
           
I cannot find any charter for it, or who was the first owner.  In our ancient town records of road districts for the year 1779, I find as follows: "Nathanial Marker's District, No.1.  Beginning at Major DuBois's north line, runs to Zadock Lewis's house at the crossroad leading to the ferry." and also, "William Woolsey's District. No. 5.  Beginning at Lattemores ferry at the river, running south of Jeremiah Beagles in Latting Town."  Benoni Lattemore owned the ferry at this time and had been the owner for some years previously.  Afterward and some time prior to 1789 Elijah Lewis owned it.  He had a dock and also carried on business there. It was claimed at one time that T---lis Anthony [paper damaged] owned it, and before him by one Van Keuren.  These last two owners resided on the east side of the river.  It is referred to in a map of the post road south of Poughkeepsie made in 1798 as Lewis's ferry.
           
On an ancient map dated 1797, made from the surveys and field book of Dr. Benjamin Eley, by Henry Livingstone, of Poughkeepsie, for Stephen Nottingham, supervisor of the town of Marlborough, it is set down as Powell's dock and ferry.
           
Jacob and Thomas Powell, who had a store and tavern, ran this ferry and also a line of sloops to New York city that carried the wood, produce, etc., for the farmers for a wide extent of country, and brought back their supplies.  The Powells were here several years.  Thomas Powell afterwards and about 1800 moved to Newburgh, became very successful and acquired a large fortune.  The steamers, Thomas Powell and Mary Powell were named after him and his wife.  It has been claimed that his first money was made here by the ferry and his other enterprises.
           
At a later date Benjamin Townsend ran this ferry and carried on business.  I can find no mention of it after about 1810, and presume it was then discontinued, as none of the oldest inhabitants of this neighborhood can remember this ferry, though they have heard about it from their parents and grandparents.  
           
A ferry had been established at Poughkeepsie about 1798, as appears by an advertisement of a ferry (1798) in the Poughkeepsie Journal.
           
"N. B. The Ferryes is now established upon a regular plan, and travelers to the westward will find it much to their convenience to cross, the river at the above place as it shortens their journey, and they may be sure they will meet with no detention."
           
By 1810 the Barnegat lime business had commenced to decline and emigration from Westchester county and Long Island has ceased, so a great part of the usefulness of the ferry had gone by 1810.
           
People journeyed by means of this ferry from Massachusetts and Connecticut to New Jersey, Pennsylvania and the west.  During the revolution, continental soldiers crossed here to and from the eastern states; specie, currency and provisions for the army were also carried.  Washington with his body guard or attendants is supposed to have crossed on this ferry on one occasion.
           
All the description of the boat or vessel used as the ferry, that we have, is that it was a rude scow or barge of some kind with sails and oars which ran most of the time on signals.  It could carry teams, cattle and passengers; and it was said that at times horses were tied behind and swam over.  It was said to have been the same kind of a boat as the boat then running at Troy.  It must have been a strong boat, for it made trips in stormy weather, but not during the season when ice was on the river.  The sides would be let down, and it was entered in this way.  There is no tradition that there ever was an accident or loss of life by means of the ferry.
           
To be sure there must have been different boats at different times as the old ones wore out, but the description of all was about the same.  Very little, if any, shelter was provided and it was only temporary when it was.  In heavy storms the vessel lay at its dock.  The landing on the east side of the river must have been in the vicinity of Barnegat or at least it landed there a part of the time, for the ferry carried quantities of lime and lime rock to this side.  This was one of the supports of the ferry.  The lime business at Barnegat was commenced soon after the close of the revolution, and it is claimed lime was burned there during the war or even before as people used lime from somewhere before that time all about here and the surrounding country.  
           
At least soon after the war we had lime kilns on the west side and they must have been started soon after those at Barnegat, as there has never been lime rocks about here, and the rock was brought over and burned here.  
           
I find in our ancient records in the laying out of a road. "A return of an open public road as follows:  We, the commissioners for the town of Marlborough, in the year 1790, in the month of June.  By a petition from the freeholders and inhabitants of said town for a public road or highway from Latting Town to Hudson river, have laid it out as follows:  ***  [sic]  Said road is to extend four rods down the hill from the upper side of the road as it now runs down to Lewis lime kiln: the said road to go either side of said Elijah Lewis's dwelling house wherever it shall be thought most convenient for the good of the publick, down to low water mark to extend four rods up and four rods down the river from the lime kiln. ***"  [sic]     
The Powells also had lime kilns.  Quimby, Anning Smith and others.  The stones for these kilns came from Barnegat.  By the map of Dr. Benjamin Eley and Henry Livingston, above referred to, there are designated on the map 20 limekilns at Barnegat.  I cannot find that a company owned them.
           
Barnegat had a store, a schoolhouse and a Church or else preaching was held in the schoolhouse.  A Methodist exhorter from here held services there.
           
ln an ancient Gazetteer of the state, I find as follows: "Marlborough, a small township in southeast corner of Ulster county. on the west shore of the Hudson, opposite Barnegat."
           
There was maintained at one time an efficient company of militia.  It was said that during navigation there was hardly a time that one or more sloops were not there loading lime: and at one time a line of sloops carried the lime rock from there to New Brunswick, New Jersey, to burn there.  Tom Gill and his father burned lime there.  One kiln was near their house.
           
There is a tradition here about the Gills.  It is that when Vaughn went up the river, a corporal and two of the men were sent ashore in a rowboat to burn the mill on the site of the present mill.  The then owner begged them to spare the mill, and said to the corporal whose name turned out to be Gill, that if he would not burn the mill, he could come back and marry his daughter after the war, at the same time pointing out an attractive young girl.              
It appears that the corporal, to deceive the soldiers on the vessel, burned some old buildings about there, and many years afterward the old mill was torn down, and the present mill erected.
           
The old mill, in the account given by General Clinton, is called Buren's mills.  But this is wrong as I cannot find that Van Buren ever owned it, but it was owned by one Van Keueren.
           
The old mill was spared, and the corporal afterward returned, married the girl and became the owner of the property.  It is claimed to this day that he was the father of Tom Gill who died fifty or sixty years ago.
           
There were two roads leading to Barnegat, one from a southerly direction and one from an easterly or northeasterly direction which were used as such years before any roads about there were regularly laid out.  When a child I had heard old men about here telling of having worked at these kilns and crossing with the ferry when they were young.  They received $1 a day which at that time was considered princely pay, and such work was then sought for; farm laborers then receiving 50 cents or less a day.
           
Lime carried by this ferry was drawn and used not only in the towns of Marlborough and Plattekill. but in the towns of Paltz, Shawangunk and what is now Gardiner.  Numerous houses all over these towns are still standing that were built with Barnegat lime.  The tradition is that the lime was considered a very superior quality, but the rock was either worked out or a better article found elsewhere, as for many years no lime has been produced there.
           
The roads on both sides of the river were used as highways at least fifty years before they were laid out and recorded by the highway commissioners.  There is a tradition about another ferry which I can not reconcile.  It is that in 1777 when Gen. Vaughn's expedition went up the river, Samuel Hallock, the old Quaker minister went out in a row boat to meet the fleet, and when taken on the flagship said to Vaughn that he was a non-combatant, a Quaker, and was opposed to the war, and at the same time pointed out to the General his ferry boat along the shore.  Vaughn gave orders not to disturb the Quaker or his boat, and the vessel was saved.  But Hallock may have had this ferry as this was in 1777, and we have seen that Lattimer had the ferry in 1779.  It is possible that it may have been a boat used for some other purpose, but was always spoken of as a ferry boat in the traditions.  Hallock at this time owned Brushes Landing, afterwards Sands Dock, and he most likely carried on business from there.
           
At the dock from which the ferry ran there was an ancient stone house, almost a fort, as the walls were so thick and strong.  It was made for a store, tavern, freight house, etc.  It was torn down when the West Shore railroad took the land.  There was quite a history and many traditions about this old house.  There had previously been a house on the same site and other buildings about there,
           
In March 1849, the Milton ferry was established by Captain Sears.  It ran from just  at the
dock at Milton to the Gill dock.  Sears ran the ferry for three years and then sold to Jacob Handley who conducted it until about 1862.  The boat used had for its motive power four mules, who turned a tread wheel for the power.  It run regularly and was a great convenience to the entire neighborhood, and for miles back in the country on this side.  It was the regular route to Poughkeepsie, and to the Milton ferry, the station on the Hudson river road.  It also carried the mails.  At one time the Gills through whose lands the road leading from the ferry and the railroad station to the post road led, attempted to close it claiming it was a private road, but it was afterward arranged by them or the town authorities so that it was continued as a public road.

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As a boy I grew up in Port Ewen, a village south of Kingston. I remember the "Skillypot" as an almost square, rectangular-shaped, steam-driven chain ferry that ran on the Rondout Creek between Rondout (part of Kingston) and the hamlet of Sleightsburg. The ferry pulled herself back and forth across the creek on a chain which rolled up on a drum in her hold.

Her formal name was "Riverside" but no one ever called her that. She was universally called the "Skillypot" (a Dutch derivative meaning "turtle") and a lot of other names as well, the kindest of which was "Otherside" by those who had just missed connections.

The Skillypot was a relic of the foot passenger and horse and wagon era. She was placed in service in 1870 and ran without interruption, except for periodic maintenance and repairs, until 1922 when the present suspension bridge carrying Route 9-W over the Rondout Creek was opened to traffic.

From the time automobiles came into general use until the Skillypot stopped running in Oct., 1922, she was a source of anger and frustration to those vacationing motorists who travelled northward on Route 9-W on holiday weekends and came to a halt somewhere south of the Rondout Creek in a growing line of autos waiting to cross on the ferry. Because the Skillypot could only carry about four cars, the backup was usually considerable and meant a long wait for most of those in line.

There was a small iron bridge across the Rondout, upstream from Kingston, at a place called Eddyville. But few, if any, of the waiting drivers knew of this crossing. The situation was made to order for any enterprising boys of the area who worked the waiting line of autos offering to show their drivers a detour across the creek for a fee, usually a quarter or half-dollar.

The procedure, when hired, was to ride the running board of the car and direct the drive "around the mountain" to Eddyville, over the bridge and back to the ferry slip in Rondout. The trip back to the ferry took the unsuspecting motorist a bit out of the way but it got the boy guide back to the ferry – which he then boarded, crossed to Sleightsburg for the two-cent passenger fare and started the procedure all over again.
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The Skillypot was unique and served a real purpose for a long time. But she didn't fit into the 20th century and when she finally stopped running I doubt if there were any who mourned her passing.

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