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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.  Steamboat "Empire of Troy" passing the Hudson River Highlands, circa 1843. Artist Jurgan Frederick Huge (American, 1809-1878). Courtesy of New-York Historical Society. https://emuseum.nyhistory.org/objects/19034/steamboat-empire-of-troy The “Empire of Troy” was constructed in 1843, being 307 feet long, and was one of the leading Hudson river boats of her time, running in line with the steamboat “Troy” on the New York-Troy route. She was the second large steamboat built for the Troy Line and was supposed to be called the “Empire” but her owners feared that she might be mistaken for an Albany boat so they had the name “Empire Of Troy” painted in large, black letters on her paddle-wheel boxes. These owners had plenty of reason to be proud of their vessel because she was the largest of her type that had been built up to that time. However, despite her size and construction, she turned out to be a rather unfortunate craft, meeting with many mishaps. In April of 1845, she met with a most peculiar accident. During a dense fog she ran into the pier at the foot of 19th street in the North River. Although this pier was constructed of solid, ballasted crib-work, the impact was so great the steamer’s hull cut through the pier for a distance of 30 feet, doing little or no damage to the vessel but completely wrecking the pier. On the night of May 18, 1849, the “Empire of Troy” left New York bound for Troy. While proceeding up Newburgh Bay at 10 o’clock at night, she was in a collision with the sloop “Noah Brown”. The “Empire of Troy” began to settle immediately and the steamer “Rip Van Winkle” which was following the ill-fated vessel, succeeded in rescuing a great number of passengers, but even at that some 24 lives were lost. The “Rip Van Winkle” towed the “Empire of Troy” over to the flats on the eastern side of the river where she settled on the bottom. She was later raised and repaired, and continued to run on the Troy route until another accident of a similar nature eventually put her out of service. This second accident which wrote “finis” to the steamer’s career happened between two and three o’clock in the morning of July 16, 1853, of New Hamburgh. The pilot of the “Empire of Troy” saw the sloop “General Livingston” trying to beat across his bow. He threw over his wheel so as to give the sloop leeway, but the “General Livingston suddenly sheered off and struck the “Empire of Troy” on the larboard side, throwing her boiler from its anchorings and staving in the guards and paddlebox. The passengers, alarmed by the terrific crash and the noise of escaping steam, rushed from their berths and staterooms into the upper cabin and saloon, only to be submerged in the cabin and scalded in the saloon. A chambermaid, frightfully scalded, jumped overboard and was drowned. Captain Smith ordered the bell rung to call help but before any aid arrived, the vessel had careened to the leeward and was rapidly filling. The sloop “First Effort” and the propellor-driven “Wyoming” then came alongside and took off the passengers, and later the “Wyoming” pushed the “Empire of Troy” into the shallows on the eastern shore where she sank in eight feet of water. The accident caused the death of eight people and injured 14 others. Those that were scalded were given first aid at the residence of Mr. Van Renssaleer at New Hamburgh. The “Empire of Troy” was finally raised but it was found that her hull was badly damaged and so she was dismantled after a record of only 10 years service. AuthorGeorge W. Murdock, (b. 1853-d. 1940) was a veteran marine engineer who served on the steamboats "Utica", "Sunnyside", "City of Troy", and "Mary Powell". He also helped dismantle engines in scrapped steamboats in the winter months and later in his career worked as an engineer at the brickyards in Port Ewen. In 1883 he moved to Brooklyn, NY and operated several private yachts. He ended his career working in power houses in the outer boroughs of New York City. His mother Catherine Murdock was the keeper of the Rondout Lighthouse for 50 years. 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!
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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.  Steamboat "Grand Republic". Richard V. Elliott Collection, Hudson River Maritime Museum. GRAND REPUBLIC The “Grand Republic" was built for the New York and Rockaway Beach route and general excursion business, making not only regular trips to sea but also up the Hudson River and Long Island Sound. The “Grand Republic” was the largest steamboat ever constructed for excursion purposes exclusively at the port of New York, having a capacity for 4,000 passengers. The “Grand Republic” ran in line with the steamboat “Columbia” on the Rockaway Beach route until 1886. The “Columbia” was then purchased by the Baltimore and Ohio Railroad Company and left New York on March 15, 1888, for her new home quarters to run between Baltimore and Bay Ridge on the Chesapeake Bay. In 1891 the “General Slocum” came out and ran in line with the “Grand Republic” until destroyed by fire on June 15, 1904, with a loss of one thousand and thirty lives. The “Grand Republic” continued running on the Rockaway Beach route for several years. She was finally purchased by the McAllister Steamboat Co. of New York. She was then used almost exclusively for an excursion boat. Many political organizations used her for their picnics every summer on Long Island Sound and the Hudson River. The “Grand Republic” and several other excursion boats were moored in winter quarters at the pier at the foot of West 156th Street, New York, caught fire and was totally destroyed with two other smaller excursion boats, the “Nassau” and the “Highlander” on April 26, 1924. The origin of the fire was undetermined. Some say it followed a small gasoline explosion and others thought it started from a cigarette or cigar dropped on the newly pained decks by some of the workmen who had been repainting and renovating the excursion steamers for the summer. There was a strong north wind blowing and an attempt was made to cut off the “Nassau” and tow her to midstream, but it failed. Flames mounted high from the “Nassau” and spread to the “Highlander”, then to the “Grand Republic” and to minor crafts. The “Grand Republic” came near being destroyed by fire on July 7, 1910. She left Rockaway Beach at 1:15 p.m. for the Battery. The captain said there were only 20 passengers aboard. Coming up through the Narrows off Fort Lafayette a fire broke out in the galley and it ate its way into the box of the starboard paddle, sweeping thence up to the top rising above the hurricane deck. The wooden box of the paddle wheel was burned away. The boat was landed at 85th street, Bay Ridge. Firemen chopped holes to get at the fire, which after an hour’s work they succeeded in extinguishing it. The “Grand Republic” was taken to Edgewater, N.J., for repairs and was put on her old route again in 1910. Hull built of wood by John Englis & Son at Greenpoint, N.Y., 1878. Engine rebuilt by the Quintard Iron Works, N.Y. Dimensions: Length of keel, 287’6”; over all, 300’; width of hull 41’6”; over guards, 72’; depth of hold, 13’. Gross tonnage, 1760. Net tonnage, 1308. Vertical beam engine from the steamship “Morro Castle”, which had originally been built for the Lake Erie steamboat “City of Buffalo”. Diameter of cylinder was 76 inches by 12 foot stroke. Two iron boilers in the hold. Wheels were 36 feet in diameter, 32 buckets h wheel, 10’6” in length by 24 in width. AuthorGeorge W. Murdock, (b. 1853-d. 1940) was a veteran marine engineer who served on the steamboats "Utica", "Sunnyside", "City of Troy", and "Mary Powell". He also helped dismantle engines in scrapped steamboats in the winter months and later in his career worked as an engineer at the brickyards in Port Ewen. In 1883 he moved to Brooklyn, NY and operated several private yachts. He ended his career working in power houses in the outer boroughs of New York City. His mother Catherine Murdock was the keeper of the Rondout Lighthouse for 50 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.  Steamboat "Jacob H. Tremper" in upper Hudson River, calm water, icehouse and fields in background. Hudson River Maritime Museum collection Steamboat "Jacob H. Tremper" Built originally for a local concern, Romer & Tremper, with offices in Rondout, the steamboat “Jacob H. Tremper” was a familiar sight sailing in and out of the Rondout creek a few years ago. Today, the “Jacob H. Tremper” is no more as she was broken up in 1928, but memories of this graceful steamboat are not very dim in the minds of local residents, and the tone of her whistle still haunts the hillsides along the banks of the Rondout creek. The wooden hull of the “Jacob H. Tremper” was built by Herbert Lawrence at Greenpoint, New York, in 1885, and her engine was constructed by W.A. Fletcher & Company of New York. She was 180 feet long, breadth of beam 30 feet, two inches. Her tonnage was listed as gross 572 and net 432, and her vertical beam engine had a cylinder diameter of 44 inches with a 10 foot stroke. The “Jacob H. Tremper” was built for the firm of Romer & Tremper of Rondout to be used as a freight and passenger vessel on a daytime run between Newburgh and Albany. She ran in line with the steamboat “M. Martin.” In August of 1884 the steamboat “Eagle,” which had been running on the Newburgh route since 1856 and for several years before 1884 in line with the “M. Martin,” was destroyed by fire, and the “Jacob H. Tremper” was built to replace the “Eagle.” The new steamboat proved to be an exceptionally fine vessel for the purpose for which she was built. She had a large freight capacity and fine accommodations for passengers, and these advantages soon made themselves evident by the appearance of the “Jacob H. Tremper” as one of the first vessels placed in service in the spring of the year and the last steamboat to be laid up in the fall. In the winter of 1899 the Romer & Tremper fleet of river steamboats was purchased by the Central Hudson Steamboat Company of Newburgh. This transaction included the steamboats “Jacob H. Tremper, “M. Martin,” “James W. Baldwin,” and “William F. Romer.” Another distinction which places the “Jacob H. Tremper” apart from many of the other Hudson river steamboats was her exceptionally clear record. In fact, only one accident to the “Jacob H. Tremper” was demed worthy of note in her history. This accident occurred on Monday morning, July 21, 1913. On this morning, the “Jacob H. Tremper” left Newburgh at her usual time for Albany. On her way up the river she struck an uncharted rock off Esopus Island. The captain immediately ordered her course set for the mud flats off Staatsburgh on the east side of the river, and at this place she sunk rapidly. Following this experience, the “Jacob H. Tremper” was raised and repaired and again placed in service, and in 1916 she was plying her regular route under the command of Captain John Dearstyne. The “Jacob H. Tremper” was also one of the last of the sidewheel steamboats of her class to continue in service on the waters of the Hudson river as a freight and passenger vessel. In the fall of 1928 the “Jacob H. Tremper” was deemed unfit for further service and was laid up at Newburgh, and in July of the following year she was sold to a junk dealer and broken up at Newburgh.  Steamboat "Jacob H. Tremper" turning around on Rondout Creek. Tugboat "Rob" docked, also can see another side wheeler docked ahead of Tugboat "Rob". Unidentified man on dock. Hudson River Maritime Museum collection. AuthorGeorge W. Murdock, (b. 1853-d. 1940) was a veteran marine engineer who served on the steamboats "Utica", "Sunnyside", "City of Troy", and "Mary Powell". He also helped dismantle engines in scrapped steamboats in the winter months and later in his career worked as an engineer at the brickyards in Port Ewen. In 1883 he moved to Brooklyn, NY and operated several private yachts. He ended his career working in power houses in the outer boroughs of New York City. His mother Catherine Murdock was the keeper of the Rondout Lighthouse for 50 years. 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.  Steamboat "City of Troy" at dock, Troy, New York. Donald C. Ringwald Collection, Hudson River Maritime Museum "City of Troy" The hull of the “City of Troy” was built of wood by John Englis and Son of Greenpoint, N.Y., in 1876, and was 280 feet long. Her engine was a vertical beam engine from the steamboat “Fire Cracker,” and was rebuilt by the Quintard Iron Works of New York. The “City of Troy” was built for the Citizens’ Line of Troy to take the place of the “Sunnyside” which was lost the year previous, and she made her first trip under the command of Captain L.D. Deming on June 15, 1876, from New York to Troy. At that time the new craft was one of the finest and largest of the night boats plying the waters of the Hudson and she had accommodations for a large number of passengers as well as ample space for freight. The running mate for the “City of Troy” during its first year in service was the “Thomas Powell.” In 1877 the new steamboat “Saratoga” was added to the Citizens’ Line and the two boats ran together on the same route for many years. The fastest trip ever made by the “City of Troy” occurred in the summer of 1897, when she completed the New York to Troy run in nine hours and six minutes. The engine of the “City of Troy” has an amazing history. As was stated above, it was originally built for the steamboat “Fire Cracker,” constructed in 10861 for service in Chinese waters. The “Fire Cracker” traveled to China under her own power but was later wrecked on the China coast and her engine shipped back to New York. Thomas Cornell of Rondout purchased the engine and then in the winter of 1876 sold it to the Citizens’ Line. Once again the flames ended the career of a river steamer. On April 5, 1907, the “City of Troy” left her pier at the foot of West 10th street at 6:15 p.m., heavily loaded with freight and passengers, bound for Troy. On the way up the Hudson she caught fire and burned up to the water’s edge alongside the private dock of Edwin Gould at Dobbs Ferry. Every one of the 90 passengers reached shore safely due to the coolness and bravery of Captain Charles H. Bruder and his crew, but the magnificent steamer was completely destroyed, with the exception of her boilers, which were later used on the “Saratoga.” AuthorGeorge W. Murdock, (b. 1853-d. 1940) was a veteran marine engineer who served on the steamboats "Utica", "Sunnyside", "City of Troy", and "Mary Powell". He also helped dismantle engines in scrapped steamboats in the winter months and later in his career worked as an engineer at the brickyards in Port Ewen. In 1883 he moved to Brooklyn, NY and operated several private yachts. He ended his career working in power houses in the outer boroughs of New York City. His mother Catherine Murdock was the keeper of the Rondout Lighthouse for 50 years. 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!
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