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

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 These two steamboats made their last trip on the night line late in November 1936, and were then withdrawn from service.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

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

                                                            No. 86- Shady Side
                                                                   ———--
Little is known of the steamboat “Shady Side” in this section of the Hudson Valley, as the territory she served on the Hudson river was within short distances of New York city.

The wooden hull “Shady Side” was built at Bulls Ferry, New Jersey, in 1873 and she was powered by-an engine produced by Fletcher, Harrison and Company of New York. Her dimensions were listed as: Length of hull, 168 feet, one inch; breadth of beam, 27 feet, five inches; depth of hull, nine feet, five inches; gross tonnage, 444, net tonnage 329. Her engine was the vertical beam type with a cylinder diameter of 44 inches and an eight foot stroke.

The “Shady Side” was a remarkably swift and handsome steamboat of medium size. She was built for the New York and Fort Lee passenger day line, running in line with the steamboat “Pleasant Valley.” Later she was purchased by the Morrisania Steamboat Company and in 1874 she was running in line with the steamboats “Morrisania” and “Harlem between Morrisania and New York. This line was in competition with the regular Harlem boats, “Sylvan Dell,” “Sylvan Stream,” and “Sylvan Glen,” which were in service until 1879 when the elevated railroad system in New York city began to make inroads into the steamboat passenger business and finally forced the steamboats to cease operation- being sold in 1881 under the foreclosure of mortgage. The “Shady Side” was then used in and around New York harbor until 1902 when she was placed in service on the New York-Stamford, Connecticut route.

The “Harlem” and “Morrisania” were also used in New York harbor, chartered to excursion parties, and saw service on short routes from the metropolis. In the spring of 1895 the “Morrisania” was taken to Hoboken to have some repairs made. While there she caught fire and her joiner works were damaged to such an extent that it was decided not to rebuild the vessel. Her hull was then taken to Harlem and converted into a coal barge. The “Harlem,” the other vessel which ran in line with the “Shady Side” for the Morrisania Company, was sold in 1903 to a Boston concern and placed in service in Boston Harbor where she was destroyed by fire about a year later.

The “Shady Side” ran on the Stamford route until 1921. Later she was sold to Marcus Garvey of the Black Star Steamship Line, who used her for excursions until the fall of 1922 when she was completely worn out. The “Shady Side” was then taken to Fort Lee on the west side of the Hudson River and beached on the mud flats- a short distance from where she had been launched a half-century before. Here she slowly decayed, the last of the great fleet of fast steamboats which ran between Harlem and New York until the elevated railroad forced the steamboats to cease operation.

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.

The "Rosedale" was featured in this week's Media Monday blog post, a 1911 film of New York Harbor.

Deemed one of the most handsome steamboats of her class ever to sail the waters of the Hudson river, the “Rosedale” enjoyed an existence of 45 years in which she saw service on many routes and finally was consumed by flames in the same port where she was launched many years before.

The wooden hull of the “Rosedale” was constructed at Norfolk, Virginia in 1877, being 216 feet long. She had a breadth of beam of 34 feet two inches, depth of hold 10 feet. The gross tonnage was 938 with the net tonnage rating of 677, and she was powered with a vertical beam engine with a cylinder diameter of 50 inches with a 12 foot stroke.

The “Rosedale” was built for service on the James river but was soon brought north to New York waters. Her first appearance in New York harbor created much favorable comment among steamboat men who admired her trim lines and considered her a very handsome vessel for her class. Few steamboats in and about New York harbor at that period carried their boilers in the hold and forward of the engine as did the “Rosedale.”

​In the summer of 1878 the “Rosedale” was placed in service between Peekskill and New York as a dayboat. This period of service was short-lived and the “Rosedale” next appeared as an excursion vessel around New York harbor, also making trips to Coney Island.

On September 18, 1879, the “Rosedale” inaugurated a day service under the management of Captain Anning J. Smith, between New York and Bridgeport as an opposition vessel, and the fare from Bridgeport to New York was reduced to sixty-five cents or one dollar per round trip. This opposition was continued until 1892 when the “Rosedale” was taken into the rival steamboat line.

1902 marked the advent of several new steamboats for use on this route, with the result that the “Rosedale” was laid up for a time. During the summer months of 1905 and 1906, Captain Smith engaged in the excursion business, running the “Rosedale” to Coney Island and Rockaway Beach.

The spring of 1907 found the “Rosedale” running on the James river during the Jamestown Exhibition; the following fall the steamboat was back in New York harbor. In the spring of 1908 the “Rosedale” was again used on the Rockaway Beach route and for short routes around New York.

​Philadelphia was the next port of call for the “Rosedale” as she appeared in and around the Quaker city on the Delaware river in 1917 and continuing there until 1920. She was then taken to Norfolk, Virginia and laid up at the Merritt & Chapman yard. Fire ravaged the Rosedale in 1922 while she was laid-up at Norfolk, ending the career which had begun 45 years previous at the same port.

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.

Known by rivermen as a “hard luck steamboat,” the “Saratoga” plied the waters of the Hudson river for 33 years, and during that time was responsible for some loss of life as well as doing a great deal of damage to the vessel itself. She played a foremost part in the coincidences which labeled steamboats whose names began with the letter “S” as “hard luck vessels.”

John Englis and Son of Greenpoint, N.Y., built the wooden hull of the “Saratoga” in 1877. Her keel was 285 feet long with an overall measurement of 300 feet, the breadth of her hull was 56 feet (over the guards she was 70 feet), and she was listed for 1,438 gross tons and 1,281 net tons. Her vertical beam engine came from the “Sunnyside” and was a product of Secor Iron Works of New York city- built in 1866. The cylinder diameter measured 56 inches with a 12 foot stroke. She had two steel return tubular boilers, and her wheels were 32 feet in diameter with 26 buckets to each wheel with a dip of 30 inches.

The "Saratoga" and the "City of Troy" ran in line between New York and Troy, forming the Citizen’s Line; the “Saratoga” having replaced the steamboat “Neversink” which had seen service on this route for a year, having replaced the “Thomas Powell” which was discarded in 1876. The month of June, 1877 makes the first trip of the “Saratoga” to Troy, sailing under the command of Captain Thomas Abrams, with Abram Parsell as chief engineer [editor's note - Abram Parsell was a relative of Rondout Lighthouse keeper Catherine Murdock]. She boasted sleeping accommodations for 550 people, a large freight carrying capacity, and a speed of 16 miles per hour. She was built at a cost of $175,000.

​The first accident recorded in the history of the “Saratoga” occurred on September 29, 1886. She left Troy on Monday evening, bound for New York with 230 passengers and 80 tons of freight aboard. About 2 o’clock in the morning, when the “Saratoga” was a mile south of Tivoli, she suddenly came in contact with something with such force that her joiner work was cracked and the vessel halted. It developed that her pilot had miscalculated his whereabouts and had run at full speed on the flats between Little Island and the tracks of the Hudson River railroad. Soundings showed that the steamboat was embedded in the mud in only five feet of water- and it was not until October 11, 1886 that she was floated again.

On March 26, 1897, the “Saratoga” left her wharf at Troy for New York at 7:30 o’clock. Upon turning around she refused to obey her rudder, with the result that she smashed into the Congress street bridge at Troy. The river was high and the current swift, and she was thrown against the pier on her starboard side, carrying away much of her upper wood-work. Distress signals were immediately displayed which brought the steamer “Belle Horton” and a tugboat to her aid, and she was towed to the dock where she was later repaired.

July 29, 1897, the “Saratoga,” while steaming up the river bound for Troy, collided with a large steam yacht, the “Hermonie.” She almost went to the bottom on this occasion- the accident occurring near Stony Point. The “Hermonie” struck the “Saratoga” on the starboard side, destroying her barroom, injuring one passenger and tossing many sleeping passengers from their bunks.

​​Other accidents are recorded in which the “Saratoga” was a factor, but she continued on the New York-Troy line until sunk in a collision with the steamboat “Adirondack” on Friday, October 12, 1906, off Crugers Island, 60 miles below Troy. She was carrying a large number of passengers when this accident occurred, and was running in a light fog. Two lives were lost and several were injured. Clarence Sherman, an oiler on the Saratoga, was crushed to death, and George E. Horton, a freight clerk on the “Adirondack,” was knock overboard and drowned. The “Saratoga” was struck on the port side, being torn up from a point just aft of the wheelhouse almost to the stern. The port boiler was torn from the guards and dropped overboard. The “City of Troy” came along at this time and took off the passengers before the “Saratoga” went to the bottom.

​The “Saratoga” was raised, repaired, and sold, and was then taken to the Jamestown Exhibition (1907), where she was used as a hotel during the summer. The “City of Troy” burned in 1907 and her boilers were installed on the “Saratoga” which was then placed on the route between New York and Albany (the summer of 1908), as an opposition vessel in line with the steamboat “Frank Jones” and running under the banner of the Manhattan Navigation Line. The “Saratoga” plowed the waters of the Hudson river until the fall of 1910 when she was deemed worn out and dismantled. Her hull was purchased by Charles Bishop of Rondout, in 1911, and taken to Port Ewen and broken up.

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

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.

The First Steamboat "North America"
The first “North America” made her appearance on the Hudson river in the days when steamboats were scarce and not very practical, and after a little more than 10 years of service, she encountered the heavy ice- the nemesis of many steamboats- and had her career abruptly ended on the bottom of the river.

The wooden hull of the “North America” was built by William Capes at New York in 1827, and her engine was constructed by John Stevens at Hoboken, N.J. Her hull was 218 feet long, her beam measured 30 feet across, and her hold was only eight feet deep. She had two vertical beam engines with cylinders having a diameter of four inches with a nine foot stroke.

Robert L. Stevens was the owner of the “North America,” and she was built for service between New York and Albany at a time when river transportation was entering upon an era of prosperity which brought forth many of the now famous steamboats and recorded in history glorious tales of the Hudson river.

The “North America” had a pair of beam engines and, as she was a rather light vessel, her owner had a hog frame on a truss placed in her to stiffen the hull. This was a departure from the methods of steamboat construction of that period and as a result the water lines of the “North America” were rather “hard” and she had what was termed a “spoon bow.”

These engines of the “North America” made 24 revolutions per minute and her history indicates that the vessel was not noted for speed- her best time recorded from New York to Albany being 10 hours and 30 minutes.

When loaded with freight the “North America” drew six feet of water and burned from 25 to 30 cords of wood on the 155 mile trip between New York and Albany.

​Robert L. Stevens ran the “North America” for several years and finally sold her to Isaac Newton and others who ran her in line with the “DeWitt Clinton.” In the fall of 1839, while on one of her regular trips from New York to Albany, the “North America” ran afoul of a field of heavy ice a short distance below Albany. She was unable to cope with the pressure of the ice which eventually cut through her planking, causing her to sink into the waters of the Hudson river and thus brought her career to an abrupt end.

The second steamboat "North America"
The 230 foot “North America” appeared in 1839, built by Devine Burtis at Brooklyn. Her vertical beam engine had a 48 inch cylinder and 11 foot stroke and she had two Milliken Patent boilers.

The new steamboat was built for Isaac Newton and other parties for the People’s Line of Albany, and was the second boat called the “North America” which was built for this line plying between Albany and New York.

The “North America” was in service only a short time when she had a new and larger consort, the “South America.” Together, these vessels brought fame to the Hudson river as they plied between the two cities, setting a fine style for the construction of steamboats. They eclipsed all their predecessors both in speed and style, and the “North America” was the first steamboat to use blowers for artificial blast, in the furnaces of boilers, by an independent engine.
 
The “North America” ran on the Albany route until the year 1850 or 1851, when she was retired from the People’s Line and then used as a consort to the “South America” and the “Hero” on the New York-Hudson night line. She was finally purchased by Captain Jacob H. Tremper, of the Rondout firm of Romer & Tremper night line, and was placed in service between Rondout and New York in line with the steamboat “Manhattan” until the fall of 1860, when she was replaced by the new “James W. Baldwin.”

​The vessel was then sold to J. W. Hancox and D.D. Chamberlain, and was chartered out in 1862 and 1863 at $325 and $400 per day. Finally, on July 9, 1863, she was sold to the federal government for $55,000. The “North America” was sunk at Algiers, Louisiana, opposite New Orleans, on October 8, 1863- and later was raised and taken to New Orleans, where she was broken up.

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

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

The “Chauncey Vibbard” was a wooden hull steamer built by Lawrence and Foulkes of Brooklyn for dayline service running between New York and Albany. When constructed in 1864, her original length was 265 feet, but after two seasons on the river she was hauled out of the river, cut in two, and lengthened 16 feet which gave her a hull span of 281 feet. At this time her 55-inch cylinder was replaced with a 64 ½ inch cylinder.

​Destined to become one of the famous river boats, the “Chauncey Vibbard” began her passenger-carrying career on June 20, 1864, and her appearance was the cause of a great deal of comment concerning her graceful proportions and beauty of structure. While running at high speed she portrayed a dignity and grace which was almost unseen up to that period, and scarcely a wave broke from her stem to the paddlewheels. She was for years the pride of the late Commodore Van Santvoord who spared neither time nor money in his efforts to make the “Chauncey Vibbard” second to none of the steamboats plying the waters of the Hudson. In 1864 she made the run from New York to Albany in 6 hours and 21 minutes- fast time for a steamboat of that period.

In 1880 the “Chauncey Vibbard” was rebuilt. Her two boilers located on the guards were removed and three new boilers were placed in the hold of the vessel with three smokestacks going up from the center of the vessel- an operation which altered the appearance of the vessel considerably. Thus she ran for seven years, then giving way to the steamer “New York.”

Following her retirement from regular service, the “Chauncey Vibbard” was held in reserve as the “Daniel Drew” had been, but her territory was soon shifted and her last years were spent away from the Hudson river. In 1895 she was sold, going to the Delaware river for service between Philadelphia and Lincoln Park, being used both on regular runs and for excursions. During the peace jubilee in 1899 directly following the Spanish-American War, she joined the naval parade - and this was the beginning of the end for the once-proud vessel. Crowded with passengers celebrating the return of peace, the “Chauncey Vibbard” began leaking and was run on a sand bar to prevent disaster. She was later towed to Cramer’s Hill and there dismantled as late as 1902 where the wreck of her hull remained for many years.

​One noteworthy fact in the career of the “Chauncey Vibbard” was her clean slate- no disaster or accident until her last trip to the sand bar. During her quarter-century activity on the Hudson river she carried millions of travelers from all over the world who viewed with delight the wonderful scenery of the highlands of the Hudson from the deck of one of the finest steamboats ever to ply the waters of the Hudson river- the “Chauncey Vibbard.”

​​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 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

The steamboat known as the “Crystal Stream” is another of the vessels familiar to folks of the Hudson valley as an excursion boat; but unlike many of her running mates in the same business, the “Crystal Stream” traveled north from the Hudson river to New Brunswick- where she met her end.

The 132 foot six inch wooden hull of the “Crystal Stream” was constructed at Bulls Ferry, New Jersey, in 1875. With a breadth of beam measuring 25 feet six inches, the “Crystal Stream” had a gross tonnage rating of 268 with a net tonnage of 167. She was powered with a vertical beam engine constructed by Fletcher, Harrison & Company of New York, which had a cylinder diameter of 36 inches with an eight foot stroke.

When the vessel was launched she was christened the “Nelson K. Hopkins.” Being a medium-size steamboat, she was placed in the excursion business in and about New York harbor. The “Nelson K. Hopkins” was in service for only a very short time when she was partially destroyed by fire. Records do not disclose the details of this fire, but the steamboat was rebuilt and, when she again made her appearance, she carried the name of “Crystal Stream.”

The initial service of the “Crystal Stream” was on a regular route between New York city and Nyack on the Hudson river. Just how long she remained on this run is not known, but she was later found to be in the excursion business, and was finally purchased by William Myers who used her for towing the excursion barges on the Hudson river during the summer months.

The “Crystal Stream” became a familiar sight along the lower section of the Hudson valley and along the shores of the picnic groves on Long Island Sound. At this particular time in the nation’s history, excursions were a popular sport, and many such outings were a regular part of the program of Sunday Schools and organizations. The “Crystal Stream” hauled many heavily-laden barges of merry-makers to various picnic grounds, and her record does not show any black mark of misfortune in this service.

In the summer of 1902 the “Crystal Stream” was sold to parties in St. Johns, New Brunswick. Thus, instead of traveling south as many of the Hudson river excursion vessels did, the “Crystal Stream” headed north for more service- and her destruction.

​The “Crystal Stream” was in service on the St. Johns river until the night of June 21, 1907 - when the flames brought her career to a close. Most of the people aboard the vessel were asleep when fire turned the “Crystal Stream” into a seething furnace. Those who were sleeping aft, when awakened by the choking smoke and roaring flames, escaped in a small boat. Others on the vessel found themselves shut in by walls of fire and were forced to dash through the flames in an effort to escape. Many were fortunate to make the wharf at River Point, where the vessel was tied up, but several women were badly burned, and three of the crew lost their lives. The steamboat was a total loss- thus ending a career of 34 years. 

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

By some manner of coincidence steamboats whose names began with the letter “S” were known to rivermen as “hard luck boats,” and to this group belonged the steamboat “State of New York.”

Built at Brooklyn in 1866 by C. & R. Poillon, the “State of New York” had a wooden hull measuring 268 feet long, a breadth of beam of 36 feet, and depth of hold of nine feet six inches. Her gross tonnage was rated at 1,417 and net tonnage at 1,047. Her vertical beam engine was built by Cobanks & Theall of New York, and the cylinder diameter was 65 inches with a 12-foot stroke.

The “State of New York” was constructed for the Hartford and New York Steamboat Company and her name was scheduled to be “Vermont,” but when she was launched she was christened the “State of New York,” under the command of Captain D.A. Mills. Costing $200,000 the “State of New York” was the largest steamboat built up to that time for use of the Connecticut river, and her passenger rating was listed at 800 people.

For many years the “State of New York” ran in line with the “City of Hartford” and the “Granite State,” and in 1880 she was in service on a route from Stonington to New York. During her entire career the steamboat was dogged by accidents, although no lives were lost as a result of these mishaps.

When the Saybrook breakwaters were built in 1872 a huge boulder rolled into the ship channel - and the “State of New York” hit it and was forced to lay over a day in New York City for repairs. Later, in avoiding a tow in Hell Gate, the steamboat struck another rock and had to be beached at Hallets Point. Her stern was submerged on this occasion but the 90 passengers aboard were saved and most of the freight was salvaged. Captain Peter Cahill, a former wheelsman on the “State of New York” under Captain Peter Dibble, was at that time owner of a salvage tugboat and was called to haul the freight of the wrecked “State of New York” to Hartford. The owners of the “State of New York” refused to pay Captain Cahill’s claim of $300 for this job, and a suit followed in which the tugboat captain received his claim.

On August 28, 1881 the “State of New York” struck a snag on the Salmon river above East Haddam, Connecticut, tore out two planks, and was beached again to save her from sinking. Her bow rode up on the bank and her stern sank in deep water, and this episode cost her owners $40,000 before she could again be placed in service.

​Under Captain R.K. Miner the ill-fated steamboat met with another serious accident while coming out of Peck Slip in a strong ebb tide. Before she could straighten out in the river she was hurled into the Brooklyn docks, carrying away one side of her deck house and damaging wharves and dock houses to the amount of $80,000.

Following these latest mishaps, the name “State of New York” disappeared from the steamboat and in its place came the name “City of Springfield”. This change was not long in force before the steamboat broke her walking beam and was laid up for some time at Middle Haddam awaiting repairs.

The spring of 1883 was the occasion for the “City of Springfield” to appear on the Hudson river- and became known to local rivermen. In that year she was chartered to the Cornell Steamboat Company of Rondout, because of two events which had happened previous to the spring of 1883. On March 27, 1882 the steamboat “Thomas Cornell” had been wrecked on Danskammer Point, and the steamboat “City of Catskill” had been chartered to replace the “Thomas Cornell.” After running one season on the “Thomas Cornell’s” route, the “City of Catskill” was destroyed by fire at Rondout on February 11, 1883, and then the “City of Springfield” (“State of New York”) was chartered to run on the route of the “Thomas Cornell.”

The “City of Springfield” plied the route of the “Thomas Cornell” for one season, under the command of Captain William Van Keuren. Henry Briggs served as pilot and Nicholas M. McLean was chief engineer. The following year marked the appearance of the steamboat “City of Kingston,” and brought to a close the term of service of the “City of Springfield” on the Rondout route.

The next account of the former “State of New York” concerns a collision with the “City of Boston” off Cornfield Point Light. In this encounter one of the “City of Boston’s” boilers was rolled off her guard and her smokestack tumbled onto the deck of the “City of Springfield.”

​The “City of Springfield” remained in commission until 1895 when she was tied up and later sold and converted into a coal barge named the “Jimmy Hughes”. Fate still watched over the former “State of New York”- for the converted coal barge finally foundered in a storm off the Jersey coast, ending her career.

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

The steamboat “Water Witch,” although not originally built for Hudson River traffic, was the storm center of an attempt by private citizens to break a monopoly on Hudson River travel- an attempt which failed only when the citizens were “sold out” by the owners of the steamboat. Thereby “hangs a tale” which was one of the colorful events of early steamboating on the river.

Brown and Bell built the wooden hull of the “Water Witch” at New York in 1831, and her engine was the product of J.P. Allaire, also of New York. Her hull was 138 feet long, breadth of beam 22 feet and over her guards 40 feet. depth of hold 7 feet 10 inches. Her engine was of the cross-head type.

The New York and New London route was the original path of service for the new “Water Witch,” running between these two cities as a day boat. She left New York on her first trip on Saturday, July 30, 1831, with Captain Charles Davison in command; and the fare to New London was $2.50 with meals extra. During her term of service on this route, the “Water Witch” is credited with making the passage of 120 miles in 8 hours and 50 minutes- considered very good time for such a distance for a steamboat of that period.

An advertisement appearing in the New York newspapers on August 12, 1831, heralds the event of the appearance of the “Water Witch” on the Hudson river. This announcement contained the information that “the new and splendid steamboat “Water Witch,” Captain Charles Davison, will leave the foot of Warren street, New York, for Sing Sing and Peekskill daily at 7 o’clock a.m., touching at all intermediate landings; returning the same day, leaving Peekskill at 1 o’clock p.m. This boat is put on this route for the season, and no pains will be spared to render every accommodation to the traveling community.”

​But there was a great deal more behind this advertisement than appeared on the surface. In the summer of 1831 a number of citizens of Putnam and Westchester counties, having for years been force to pay an exorbitant rate of fare between Sing Sing, Peekskill, and intermediate landings to the Vanderbilt Line which was at the time operating the steamboat “General Jackson,” among others, formed themselves into a stock company for the purpose of operating an independent line. Looking around for a suitable vessel to meet their requirements, they found the “Water Witch,” recently completed for the New London Line.

James Smith, Daniel Drew, and another, were called upon to manage the affairs of the new company, and thus in the summer of 1831 the “Water Witch” entered service on the Hudson river, operating until late fall in one of the most spirited “oppositions” that was ever staged on the Hudson river.

In meeting this competition, the Vanderbilt Line cut fares until the “Water Witch” was carrying passengers for 12 1/2 cents. The people of the lower river towns rallied to the support of the new line and the “Water Witch” often carried from three to five hundred passengers while the Vanderbilt Line steamboat was carrying only 20 fares. This state of affairs continued until the close of the season and gave the stockholders of the new line plenty of confidence to continue their venture.

In the spring of 1832 the “Water Witch” was again in the service of the independent group, running until May 1 and carrying almost all of the passengers. Then came the blow to the “independents”- for without any notice or the knowledge of the stockholders, the “Water Witch” was withdrawn from service! An investigation brought out the fact that Commodore Vanderbilt of the Vanderbilt Line had “arranged” with Managers Smith and Drew, to halt the activity of the “Water Witch,” and since the stockholders had invested full power of operation in the hands of Smith and Drew, there was nothing that could be done. Law suits naturally followed this “treason” on the part of the managers, but soon the “independent stock” was selling for little or nothing to friends of the Vanderbilt interests - and Daniel Drew became the manager of there Vanderbilt Line!

In the fall of 1832 the “Water Witch” was placed on the auction block and finally went to the Hartford Line, and Daniel Drew and Commodore Vanderbilt proceeded to “make things lively” on the Hudson river for some years. Later the “Water Witch” returned to the Hudson river, and then was last heard from in service between New York and Elizabeth, N.J. [words cut off] 1849.

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.

​It was 2 o’clock in the morning, just 63 years ago today, December 1, 1875, that the magnificent steamboat “Sunnyside” met her fate. This memorable early morning disaster which claimed many lives, still remains a vivid picture in the memory of George W. Murdock, who was a member of the crew of the ill-fated vessel.

The wooden hull of the “Sunnyside” was built by C.R. Poillon of Williamsburg, New York, in 1866. The vessel was 247 feet, six inches long, with a 35 foot, four inch breadth of beam. She was rated at 942 gross tons and was powered by an engine with a cylinder diameter of 56 inches with a 12 foot stroke, built by S. Secor & Company of New York.

The “Sunnyside” and “Sleepy Hollow” were sister steamboats, built for service on the lower Hudson river, running in passenger service between Sing Sing and New York. Both vessels were fine examples of modern steamboat construction of that period and both were possessed of good speed. They began operating in the spring of 1866, making landings at Yonkers, Irvington, and Tarrytown, with one vessel and covering the identical route but extending to Grassy Point with the other vessel. This double service continued until July of the following year (1867), when the “Sunnyside” was placed in operation running to Newburgh for the balance of the season, and was then laid up.

In July, 1870, Joseph Cornell in partnership with Captain Black, bought the “Sunnyside” at auction for $45,000. She was then converted into a night boat and placed on the Coxsackie route, continuing in service on this route for the balance of that season and through the year 1871. She made a landing at Catskill on alternate days with the “Thomas Powell,” which plied the Hudson river only as far as Catskill.

During the winter of 1871-1872, Joseph Cornell, George Horton and Thomas Abrams organized the Citizens’ Line, placing the “Sunnyside” and “Thomas Powell” in service in opposition to J.W. Hancox, who was operating the “C. Vanderbilt” and the “Connecticut.” In July, 1872, the Hancox steamboats were withdrawn and the Citizens’ Line was without opposition.

​The “Sunnyside” was one of the fastest night boats carrying staterooms on the Hudson river during that period, and in July, 1874, she made the run from New York to Troy in eight hours and 55 minutes.

The hand of fate seemed to hover over the “Sunnyside” almost from the time she first slid into the waters of the Hudson river. She met with numerous accidents during her career, some of little consequence, while others caused damage to the vessel and claimed lives of some unfortunates. One night, on her down trip from Troy, in the latter part of May, 1874, the “Sunnyside” collided with the abutment of the Congress street bridge at Troy, staving in her starboard boiler which was located on her guards. The escaping steam caused the death of one man. In November of the same year she ran aground on Fish-house bar between Troy and Albany, striking with such force that she stove a hole in her hull and almost sunk. During the month of August 1875, she caught fire from spontaneous combustion in some bales of cotton on her main deck, but the flames were discovered in ample time to avert serious damage.

On Tuesday afternoon at 2 o’clock on November 30, 1875, the “Sunnyside” left Troy for her last trip of the season, and what later proved to be the final sailing of her career. The following account is told by George W. Murdock, a member of the crew on this last trip, who was an eye-witness to the fateful voyage and who narrowly escaped the clutching fingers of death which claimed many victims in that early morning catastrophe.

​We left New York Monday, November 29, and headed up river with a heavy cargo of freight. The thermometer in New York registered from 40 to 45 degrees above zero at the time we left the dock. Coming up the river, the temperature rapidly changed, becoming much colder until at Kingston we began pushing our way through thin ice. We arrived at Troy at 8 o’clock Tuesday morning, November 30, with the thermometer registering zero. Unloading was accomplished as quickly as possible with the temperature hovering at zero throughout the day.

On reaching Albany we took the steamboat “Golden Gate” in tow to follow us down the river. We broke through the drift ice from Troy to Kinderhook, there encountering solid ice. The steamboat “Niagara,” with a tow of canal boats and several schooners, lay ice-bound at this place. We left the “Golden Gate” also ice-bound, and backed and filled several times, breaking a course through the ice and relieving the ice-bound fleet; after which we proceeded down the river.

At Barrytown it was discovered that our vessel was leaking, and the pumps were started. At Esopus Island we ran through clear water which washed away the fine ice which had formed about the hole which had been made on the port side when we had crashed through the ice at Kinderhook. We were off West Park and endeavored to make shore at Russell’s dock as we were leaking badly by this time. The “Sunnyside” went through thick ice on the west bank of the river, but slid back into deep water. The flood time swung the bow of the vessel up the river until the pilot house was filled with water, and all that remained out of water was about 40 feet of the hurricane deck, aft.

This was 2 o’clock in the morning and the weather was bitter cold, the thermometer registering five below zero. Captain Teson, in charge of the “Sunnyside,” ordered the boats to be lowered, sending Mate Burhonce in charge of the first one. It capsized, drowning 11 out of 18 passengers and crew. The mate swam ashore. We then succeeded in getting a line ashore from the steamboat and so established a rope ferry. It was now 5 o’clock in the morning.

In this fashion we pulled the life boat through the ice and the passengers and crew of the ill-fated steamboat were landed on snow-covered shore of Ulster county. They climbed the rocks along the shore and made their way to the farm houses in the vicinity where every attention possible was given them, but several died from the results of too long exposure.

Among those lost were Sarah Butler and Susan Rex (colored), of New York, chambermaids; John Howard (colored), of New York, officers’ waiter; Samuel Puteage (colored), waiter, of New York; Matthew Johnson (colored), of Albany; George Green (colored), second cook, of Norwich, Connecticut; Mrs. Haywood of Tenafly, N.J., Mrs. Stewart of New York, Mrs. Walker of Troy, an Irish girl called Bridget, resident of Jersey City; and an unknown peddler of silks and jewelry.

At the request of my uncle, Abram Parsell, of Port Ewen, who was chief engineer on the “Sunnyside,” I set out afoot for Port Ewen at 6 o’clock on that bleak morning of December 1, to break the news of the disaster to his wife and the people of the town. At that time the thermometer had gone down to six degrees below zero and hiking that distance of about 10 miles was rather a task. Stories of the tragic accident had already arrived at Port Ewen so my news that my uncle was safe was joyously received by his many friends in the town.

The crew of the “Sunnyside” were: Captain Frank Teson of Lansingburg; first pilot, Robert Whittaker of Saugerties; second pilot, Watson Dutcher of New York; mate, Jacob Burhonce of Troy; chief engineer, Abram Parsell of Port Ewen; assistant engineer, Jerry Deyo of Port Ewen; purser, John Talmadge of New Baltimore; steward, George Wolcott of New York; freight clerk, Edward Johnson of Troy.

​The “Sunnyside” was raised and her hull broken up, while her engines were placed in the steamboat “Saratoga.”