Editor's Note: Hudson River Maritime Museum is pleased to feature this post by William Stewart Lindsay. He describes his introduction to the museum: "Having listened to your Museum’s interesting podcast interview with the Mariner’s Mirror (https://snr.org.uk/the-mariners-mirror-podcast/) , I am writing to you with details of a journey up the Hudson River, from New York to Albany, in October 1860, by my ancestor William Schaw Lindsay MP." Thank you, Mr. Lindsay, for accepting the museum's invitation to share this article.

Lindsay was on a tour of the Northern States to discuss potential improvements to the Navigation Laws. Born in Ayrshire, Scotland, and brought up in relative poverty, he spent nine years at sea. He became a successful ship’s broker in London, and owned one of the largest shipping companies in the UK at the time. He was elected MP for Sunderland, and advised the government on Maritime matters. He wrote extensively, and twenty or so of his journals are now housed in the National Maritime Museum in London.
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He was greatly impressed with his trip up the Hudson River. He wrote to his brother-in-law Robert Stewart…
I think that the sail from New York to Albany is one of the finest of its kind in the world; and it is greatly enhanced by the size and beauty of the boats on which you make the trip, and the conveniences, and luxury, of their apartments. The view of the great city on a fine bright morning is in itself, with its domes and spires and busy hum of life, a sight of considerable interest.
 
Then with Jersey City on the opposite shore and Staten Island in the distance, studded with beautiful villas, it forms altogether a most attractive scene. Sailing rapidly past the almost interminable streets, and wherein there lay moored fleets of great ships, towering steamers, and river craft of various kinds, we soon reach the “Palisades”, precipices which rise in some places 500 feet above the river in an almost straight line from their base, richly wooded on their summits, and extending full 20 miles along the Southern shore of the Hudson.
 
From thence to Sing Sing which is 33 miles from New York, there is a succession of charming country residences. Here the river Croton joins the Hudson, and 2 miles further on the aqueduct which carries its clear water to the Metropole, commences. Perhaps no city in the world has a better or longer supply of water than New York, and should it ever reach London in size the Croton River will be far more than sufficient for all its wants.
 
Lindsay then continues, praising the building of the aqueduct. He says that it reminds him of the great work that his bother-in-law Robert carried out, bringing water to the City of Glasgow in Scotland, from Loch Katrine. Robert was Lord Provost of Glasgow at the time, and had to overcome many objections from his colleagues to enable the project to go ahead.
 
Lindsay explains to Robert that the rough weather has prevented him from writing more on this part of the journey. He proceeded up the river on the Persia, one of the Cunard Line ships. He continues…
 
There is no easing in the Cunard line. They have got their works to do in a given time and they go to it full steam ahead right against any gale and clean through the waves so that the green seas in a solid body wash right on the forecastle head when the ship is driving against a gale of wind and are only prevented from washing right aft by the “driving boards” – strait planks stretching across the ship on the fore part of the main deck.
 
As the gale still blows from the Westward and the ocean swell is coming from the Eastward the sea is consequently very confused, and even the Persia is rolling and pitching and at times bobbing up and down with heavy thumps or swaying like a great Yankee rocking chair. I hope we are not going to have a gale from the East for though an old sailor I hate a gale of wind at sea especially when it is right ahead. Everybody in the shape of a passenger is sick and even the sailors look like drenched scarecrows. Then, as the water in sheets of spray flys [sic] over the deck, there is no chance of breathing fresh air unless at the expense of a ducking. So I cannot get out, and here I sit jammed between the sofa and the table with a portfolio before me and an ink stand that every now and again makes a start as if it was determined to fly to the other side of the ship. It is most unpleasant and the only consolation that one gets is the announcement from one of the mates to one of the stewards “that we are going have a regular sneezer* right ahead.” [*A sneezer was an ancient sea term for a gale of wind]. I hate “sneezers right ahead” for they not only disturb one’s equilibrium and stomach and temper but they set everything cracking and jaunting and  splashing, so that I took the liberty of telling the mate that if he’d no better news to give us he would better hold his tongue.

However I shall endeavour to banish all these unpleasant feelings, by going back in imagination to the South waters of the Hudson and endeavour to make more progress with my log of an idle hour than I did yesterday, in spite of the increasing gale.

Conspicuous from the river, and within a mile of Sing Sing, where the waters of Croton commence their artificial course to New York, may be seen the great prison of the State. I was told that the building for the male prisoners was about 500 feet in length with accommodation for 1000 persons, and that for the females three fourths as large. The whole, with outbuildings and yards (for there are no walls round the ground) within the circle of the sentry’s march, occupying about 130 acres.
 
Passing various pretty towns and villages we next reach Caldwell’s landing at the foot of the Dunderberg mountains a very fine and extreme range from which I was informed the view is truly grand and also beautiful. Amidst these mountain ranges the river Hudson forces its course smooth and placid in some parts and at others writhing and rushing in abrupt courses, as if struggling to be released from its iron bound limits.
 
The Hudson here in my opinion far exceeds in grandeur and in beauty any part of the Rhine, Though there are no views of Feudal castles to diversify the scene, there are the modern villas of the merchants of a great and free country – objects to my taste much more interesting that the emblems of a dark and barbaric age which only remind us of the despots who were once their lords and by their reminiscences cast a gloom over earths finest regions.
 
Here Lindsay discusses his impressions of American River Steamboats. He was very impressed with them as he explained…
 
In the midst of this mountain range stands West Point the celebrated military school or college. Here the Daniel Drew stopped to land and embark passengers, the first berthing place since we started from New York from which it is distant 54 miles. We arrived there at 8.20am and had performed the journey in 2 hours and 12 minutes, for I timed it, or at the rate of 25 miles an hour with the wind somewhat ahead of us and a slack tide neither for or against the steamer. I never was in a boat that steamed at anything like her speed and I afterwards learned that the Daniel Drew, American built and engines, was the fastest vessel in the world.
 
I had no idea of her fame when I stepped on board and indeed I had not previously heard of her. She was very much in appearance like the other ordinary passage boats on the Hudson. Her saloon on deck was light, roomy, and elegant – and her form was graceful with a very fine wedge like bow and remarkable clean stern. She moved through the water with great ease and hardly any motion, and her speed, as she passed the various points of land and vessels anchor, more resembled that of an express railway train than a steamer.
 
Her easy and swift motion attracted my attention and, learning that her builder was on board, I soon made the acquaintance of Mr Thomas Collyer of 43rd Street New York. I found Mr Collyer to be a plain sensible man; and the appearance of the Daniel Drew and her performance sufficiently testified to his abilities as a builder of great skill and knowledge. From Mr Collyer I ascertained her dimensions and follows:
Length over all                                             250 feet
Breadth without the usual platform            30½ ditto
Depth from main deck to flat of floor          9½ feet

Lindsay then continues with his description of his journey…
 
I have I fear detained you too long at West Point but the performance of the Daniel Drew induced me to make the remarks I have done in regard to the speed and comfort of our sea going steamers. I must now ask you to accompany me to Albany.

Leaving West Point, which in scenery and in its association is one of the most attractive spots on the Hudson, we pass Crescent, one of the finest of the mountain groups and reach Storm King the last of the range of these Highlands.
 
We then meet scenery if not as grand, quite as beautiful, and from the numerous villages  and well-kept lawns, and magnificent clusters of trees,  interspersed with rocks of sparkling granite, more picturesque. From thence we see the pretty town of Undercliff, pass swiftly on the Island of Pollepel and thereafter the bay of Newburgh around which are the graceful villages of New Windsor, Cornwall, Fishkill and Newburgh.
 
A few miles further on we come to the Town or “City" of Poughkeepsie, entertaining a population of 15000 and situated 75 miles from New York. Five miles further on we reach the village of “Hyde Park” on the Eastside of the river, and in the midst of a country of great fertility studied with handsome villas, and apparently thriving homesteads.
 
From this point to the base of the lofty range of hills known as the Catskills, the scenery is exceedingly beautiful and very interesting. Nor is it much less so from thence to Albany, as we pass a member of thriving towns and pretty villages amongst which may be noted Athens and Stockport,  and various other places the names of which I now forget.
 
Albany is situated 145 miles from New York and the rapidity of the Daniel Drew’s passage gave me close upon five hours to spare before the train started for Niagara. I employed the spare time at my disposal in strolling through the Town or rather “City” as that is the name given to any place in America containing more than 10,000 inhabitants. I think they are all either villages or corporate cities.
 
Albany is an old and somewhat aristocratic city containing 65,000 inhabitants, and it is the capital of the State of New York. It is pleasantly situated on high ground rising from the Hudson and carries on a considerable trade with the West and North by means of the Erie and also the Chaplain canals: and it is besides, the point from which many important lines of railway diverge. The streets are wide and in many cases lined with trees, and the houses are well built, and to all natured appearances very clean. In the vicinity of the State Capital, which is an imposing building, there are many very handsome mansions.
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​Here, Lindsay ended his description of his journey on the Hudson River. Many years later, in 1876, he published a comprehensive reference entitled ‘The History of Merchant Shipping and Ancient Commerce’ in four volumes. For many years it was a reference that many interested in shipping, turned to. In this work, he praises Robert Fulton, whose early steamer, the Clermont, on the Hudson River, paved the way for passenger steamers. He devoted several pages to Fulton. (see History of Merchant Shipping, Lindsay, Vol 4 pages 48-59). He felt that Fulton’s innovation had been overlooked.
 
His comments were also published in The Pall Mall Gazette, 26 December 1874…
 
Mr. Lindsay is deliberately of opinion that the Marquis of Worcester is the first person who ever constructed a steam engine; and that though Papin, Savery, Jonathan Hulls, the Marquis de Jouffroy, Bramah, and others, helped forward very materially the knowledge of steam as a motive power, to Fulton is due the credit of having put former discoveries and his own improvements to practical use by running a steam-boat regularly for purposes of trade. This pioneer vessel, destined to have myriads of followers, was the Clermont, which as the year 1807, only two years after Nelson had fallen at Trafalgar, plied regularly between New York and Albany, and made an average speed of five miles an hour.
 
We agree with Mr Lindsay in his strong reprobation of Rennie and other engineers who have not scrupled to call Fulton a charlatan and a quack because he made use of other men’s discoveries.
 
Lord Worcester was the first man to make a steam-engine; Watt was the first man to show how such an engine could be used to propel ships; Fulton was the first man to propel ships with steam-engines. Surely, when we reflect what steam has done for the commerce, the civilization, the happiness of the world, we can do equal homage to that triumvirate of genius without disparagement to either.
 
Poor Fulton was neither so prosperous nor so happy that we need grudge him his fair share of fame. Persecuted by jealous rivals, oppressed by the State which he had benefited, he died poor and broken hearted; but he has left behind him an enduring fame and an everlasting stigma on those who nicknamed his undertaking “Fulton’s Folly”.
 
I can’t end mentioning Fulton without this cutting. It was among Lindsay’s papers:-
 
ADVENTURES, NATIONAL CUSTOMS, AND CURIOUS FACTS.
 
FULTON'S FIRST STEAM VOYAGE,
BY R. W. HASKINS.
Some years since, I formed a travelling acquaintance, upon a steamboat on the Hudson River, with a gentleman, who, on that occasion, related to me some incidents of the first voyage of Fulton, to Albany, in his steamboat, the Clermont, which I never met with elsewhere. The gentleman’s name I have now lost, but I urged him, at the time, to publish what he related; which, however, so far as I knew, he had never done. -
 
"I chanced," said my narrator, "to be at Albany on business, when Fulton arrived there in his unheard-of craft, which everybody felt so much interest in seeing. Being ready to leave, and hearing that this craft was to return to New York, I repaired on board and inquired for Mr. Fulton. I was referred to the cabin, and there found a plain, gentlemanly man, wholly alone, and engaged in writing.
 
'Mr. Fulton, I presume?’
 ‘Yes, Sir?’
 ‘Do you return to New York with this boat?’
 'We shall try to get back, Sir.'
 `Can I have a passage down?’
 ‘You can take your chance with us, Sir.'
 
"I inquired the amount to be paid; and, after a moment's hesitation, a sum, I think six dollars, was named. The amount, in coin, I laid in his open hand; and, with an eye fixed upon it, he remained so long motionless that I supposed there might be a miscount, and said to him, 'Is that right Sir?

This roused him, as from a kind of reverie; and, as he looked up at me, a tear was trembling in his eye and his voice faltered, as he said, 'Excuse me, Sir, but memory was busy, as I contemplated this, the first pecuniary reward I have ever received for all my exertions in adapting steam to navigation. I would gladly commemorate the occasion over a bottle of wine with you, but really I am too poor, even for that, just now; yet I trust we may meet again when this will not be so.’
 
"Some four years after this, when the Clermont had been greatly improved, and two new boats made – making Fulton's fleet three boats regularly plying between New York and Albany - I took passage in one of these, for the latter city. The cabin in that day was below; and as I walked its length to and fro, I saw I was closely observed by one I supposed a stranger. Soon, however, I recalled the features of Mr Fulton; but without disclosing this, I continued my walk, and waited the result. At length, in passing his seat our eyes met, when he sprang to his feet, and eagerly seizing my hand, exclaimed, ‘I knew it must be you, for your features have never escaped me; and although I am still far from rich, yet I may venture that bottle now.’ – It was ordered; and during its discussion Mr Fulton ran rapidly but vividly over his experience of the world’s coldness and sneers, and of the hopes, fears and appointments, and difficulties that were scattered through the whole career of discovery, up to that very point of his final, crowning triumph, at which he so fully felt he had at last arrived.
 
‘And in reviewing these,’ said he, ‘I have again and again recalled the occasion and the incident of our first interview, at Albany; and never have I done so without its renewing in my mind the vivid emotion it originally caused. That seemed, and still does seem, to me, the turning point in my destiny – the dividing line between light and darkness, in my career upon earth; for it was the first actual recognition of my usefulness to my fellow men.’
 
Such, then, were the events coupled with the very dawn of steam navigation – a dawn so recent as to be still recollected by many; and such as Fulton here related them, were causing a revolution in navigation, which has almost literally brought the ends of the earth into contact.
 
Having read this, all I can say is how lucky you are that your Museum is associated with such a fine pioneer. I am sure that you serve him well. He deserves it.

Human nature being what It is, we all have an odd quirk or two. Boatmen were no exception. 

The foibles of two boatmen that come to mind were those of Staats Winnie and Ira Cooper, two of the better old time boatmen on the Hudson. Staats Winnie's whim was that he wore red flannel underwear the year round — Ira Cooper’s was a dislike for uniforms. 

Staats Winnie was an old time pilot for the Hudson River Day line and at the turn of the century was second pilot of the “Albany.” When the “Hendrick Hudson” came out in 1906 he was to become her first pilot and served as her head helmsman during that steamboat’s early years on the Hudson. Like many old time boatmen, he had previously been a pilot on towboats and tugboats of the Cornell Steamboat Company. 

With an impressive mustache and a stern gaze, Staats Winnie was a formidable looking man.  As my good friend Donald C. Ringwald observed in his book “Hudson River Day Line,” Pilot Winnie looked as if he could steer anything afloat. 

Like a number of old boatmen in his era, Staats Winnie wore red flannel underwear.  Only he wore his year round, summer and winter. During the hot days in July and August, Pilot Winnie would frequently doff his uniform jacket and roll up his shirt sleeves, exposing a pair of bright red shod forearms.

Steamboatmen were always known as great arm wavers. Whenever two steamers passed each other, it was rare indeed if several crew members were not observed vigorously waving in the direction of the passing steamboat. One would have thought the crew members of the two steamers hadn’t seen each other in months. 

As a matter of fact, in some instances this situation would have been true — as when a line had two steamers running between New York and Albany in daily service.  The two steamboats would leave New York and Albany on alternate days and the only time crew members would see each other for months on end would be on their daily passing in the middle part of the river. Many crew members of a particular steamboat line came from the same community and were neighbors. During the season they would get but a fleeting glance of each other as their steamboats passed in mid-Hudson and this, perhaps, was the probable reason for the vigorous arm waving. 

Staats Winnie was well known as one of the arm wavers.  During July and August in his years of piloting the Day Liners, boatmen on passing steamers became accustomed to seeing a red shod arm waving a greeting from his pilot house window.  It was said that passengers, however were frequently startled by the sight. 
Ira Cooper was captain of the steamer “Onteora” of the Catskill Evening Line.  During the early years of steamboating, officers of the steamers wore their usual civilian clothes in carrying out their jobs afloat.  During the 1880’s and 1890’s, the larger steamboat companies began to introduce the use of uniforms for their steamer's personnel, particularly the officers. 

The practice of wearing uniforms soon spread to all steamboat lines.  First, it was just a uniform cap.  Then it became a full fledged uniform with brass buttons and gold braid.  On some lines, the uniforms were provided by the companies outright, others granted a uniform allowance and the officers purchased their own uniforms, while on others a partial reimbursement for uniforms was given to officer personnel. 

Captain Cooper was an individualist of the old school.  He would have no truck [sic] with the new fangled idea of uniforms. For him, what was good enough to wear ashore was good enough to wear afloat. To the very end, he steadfastly refused to don either a uniform or even the traditional steamboatman's cap. He undoubtedly was the last captain of one of the larger Hudson River passenger steamboats to command his steamer dressed in civilian garb. 

It was said Captain Cooper's ideas as to dress did not particularly please the owners and operators of the Catskill Evening Line. It is my understanding, as a matter of fact, that a clash of wills ensued — and, since the owners held the trump cards, Captain Cooper left the “Onteora.”  He was later captain for many years of the big tugboat “J. C. Hartt” of the Cornell Steamboat Company — where he had no trouble dressing as he pleased.  The Catskill Evening Line’s loss, however, was the Cornell Steamboat Company's gain — for Captain Cooper was one of the best boatmen on the river.  

Editor’s Note: The following text is a verbatim transcription of an article featuring stories by Captain William O. Benson (1911-1986). Beginning in 1971, Benson, a retired tugboat captain, reminisced about his 40 years on the Hudson River in a regular column for the Kingston (NY) Freeman’s Sunday Tempo magazine. Captain Benson's articles were compiled and transcribed by HRMM volunteers Carl and Joan Mayer. See more of Captain Benson’s articles here. This article was originally published December 16, 1973.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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                                                            No. 92- “New York”       
Many of the homes of this area contain a picture of a large steamboat- a colored picture showing a magnificent white passenger vessel against the background of a green towering mountain. This picture shows the steamboat “New York,” one of the vessels of the celebrated Hudson River Dayline, whose career was cut short after 21 years of service by a fire which burned her to the water’s edge.
              
The steel hull of the “New York” was built by Harlan & Hollingsworth at Wilmington, Delaware, in 1887. W. & A. Fletcher Company (North River Iron Works), of Hoboken, New Jersey, built her engine. Her hull was 301 feet long with an overall length of 311 feet, a breadth of beam of 40 feet 4 inches which widened to 74 feet over the guards, depth of hold measuring 11 feet 2 inches. Her gross tonnage was listed at 1,552 with a net tonnage rating of 1,091. The vertical beam engine of the “New York” had a cylinder diameter of 75 inches with a 12 foot stroke, and she carried three 33 foot boilers with a shell diameter 9¼ feet and front width measuring 11 feet. Her wheels, of the feathering type, were constructed of steel with 12 buckets measuring 12½ feet long by 3 feet 9 inches in width. In 1897 the “New York” was lengthened, 34 feet being added to the length of her hull making her 335 feet long and increasing her tonnage rating to 1,921 gross and 1,751 net tons.
              
The “New York” replaced the steamboat “Chauncey Vibbard,” which had been in service for years on the Hudson River Dayline. She was the second steel-hulled vessel built for the Dayline, and combined speed, luxury and beauty to surpass in elegance and appearance any marine craft built for the Hudson river up to that period.
              
The construction of the “New York” was somewhat different from the usual methods of steamboat construction, thus giving her a bit different appearance from the usual Hudson river boats. Instead of placing the shaft forward of the cylinder as in most beam engines, the cylinder was placed forward of the shaft.
              
On August 14, 1907, the “New York” made the run from New York to Albany in six hours and 13 minutes, an indication of the speed which the steamboat possessed, and together with her consort, the “Albany,” she formed a combination which was unquestionably the finest river day boat passenger steamers in the world.
              
October 1908 marked the event which indirectly led to the destruction of the “New York.” The tugboat “William Flannery” crashed into the “New York” in the North River off West 13th street, damaging the dayline steamer to such an extent around the guards, that she was taken to the Thomas Marvel Shipbuilding yards at Newburgh for repairs. On the morning of October 16, 1908, as she lay in the yards in Newburgh, fire was discovered in the after hold of the “New York.” Captain A.H. Harquart and the crew of 73 men were asleep in their berths but were aroused in time to get ashore safely. The fire gained headway so quickly that in less than five minutes from the time the alarm was sounded, the after end of the magnificent steamer was in flames. Captain Harquart realized that it would be impossible to save the vessel and ordered the crew ashore, but soon after they had landed it was discovered that four colored (sic) waiters were missing. A search of the shipyards was unsuccessful- and later it was found that the four men had been trapped below the decks by the flames and had perished.
              
The “New York” was completely destroyed and later the engine was taken from the smoke-blackened hull, rebuilt, and placed in the new steamboat “Robert Fulton,” which is now in service under the banner of the Hudson River Dayline.  

Editor’s Note: The following text is a verbatim transcription of an article featuring stories by Captain William O. Benson (1911-1986). Beginning in 1971, Benson, a retired tugboat captain, reminisced about his 40 years on the Hudson River in a regular column for the Kingston (NY) Freeman’s Sunday Tempo magazine. Captain Benson's articles were compiled and transcribed by HRMM volunteers Carl and Joan Mayer. See more of Captain Benson’s articles here. This article was originally published August 18, 1974.

During the 1920's, every Sunday from late May until early September, the steamer “Homer Ramsdell" of the Central Hudson Line offered an excursion from Kingston to New York.  Leaving Rondout at 6:30 a.m., she would make landings at Poughkeepsie and Newburgh and arrive in New York at her pier at the foot of Franklin Street at 1 p.m.  Returning, she would leave New York at 4:30 p.m. and get back to Kingston at 11 p.m. 

In those days of long ago, the Sunday excursions on the “Homer Ramsdell” were very popular with residents of the mid-Hudson valley and many Kingston families made this day long sail on the Hudson an annual event.  In July of 1924, as a boy of 15, my father took me on one of these excursions. 

To a boy who thought the greatest thing in the world was a steamboat, the excursion was a memorable experience.  I made a note of every steamer we passed and in retrospect it is difficult to believe there were once so many steamboats in operation on the Hudson. 

After leaving Rondout on that sunny Sunday morning a half a century ago, the first steamer we met was the “Poughkeepsie” of the Central Hudson Line, off Staatsburgh.  She was coming up on her way to Kingston, having left New York the night before.  Landing at Poughkeepsie, I saw the ferryboat “Gove Winthrop” going into her Poughkeepsie slip and her running mate “Rinckerhoff" [Brinckerhoff?] landing at Highland. 

After we left Poughkeepsie, we saw very few boats as it was too early in the morning.  At Newburgh, the old ferryboat "City of Newburgh” was just coming over from Beacon and as we passed Cornwall we overtook the "Perseverance” of the Cornell Steamboat Company going down with the down tow of about forty loaded scows and barges.  The Cornell tugs “Victoria” and ‘‘Hercules” were helping on the tow.  When passing West Point, the ferry “Garrison” was going over the river to her namesake landing. 

Down off Grassy Point, the graceful “Hendrick Hudson” of the Day Line went by on her way to Albany and looked as if she were almost loaded to her passenger capacity of 5,500.  Off Croton Point, the brand new “Alexander Hamilton” went past on her way to Kingston Point — and just below Hook Mountain the “DeWitt Clinton” was going up river bound for Poughkeepsie.  Not too far behind her was the “Albany,” probably going to Indian Point.  In slightly over an hour we had passed four Day Liners.  Then came the Bear Mountain steamer “Clermont.”

By that time we were off Tarrytown.  Looking down the river on that clear day, one could see all the way down to New York harbor and could see everywhere all kinds of passenger steamboats and yachts coming up the river.  I was eagerly peering ahead to see if I could find my favorite, the “Benjamin B. Odell.” Sure enough, there she was coming up river with a big bone in her teeth, flags flying and black smoke pouring out of her big black smokestack. 
​
The "Odell" was overtaking the “Rensselaer” of the Albany Night Line — and had just passed the  propellor “Ossining” and the sidewheeler ‘‘Sirius" of the Iron Steamboat Company.  As she sped by the “Ramsdell", she blew one long blast salute on her whistle.  The white steam from her whistle ascending skyward and the big red house flag of the Central Hudson Line with the white letters “C.H.,” briskly flapping in the breeze from the flag staff in back of her pilot house, made a very impressive scene. 

​After we had passed this cluster of steamboats, along came the “Benjamin Franklin” of the Yonkers Line, closely followed by the Day Liner “Robert Fulton" on her way to Newburgh.  We then passed the ‘‘Mandalay" headed up river.  With her ferry boat-like bow, she was a nice looking steamer.  Below Hastings, a tow in charge of the Cornell tugboats “Geo. W. Washburn” and “Senator Rice" was on its way up river.  The “Washburn” blew a long salute to the "Ramsdell."

​Down off Yonkers, the speedy “Monmouth” of the Jersey Central Railroad and the Central Hudson steamer “Newburgh” were coming up, loaded with passengers for a day's outing up the river.  When we landed at 129th Street, I couldn't help but wonder how many people had boarded boats at that pier that morning.  It must have been several thousand.  On the south side of the pier lay the "Cetus" of the Iron Steamboat Company taking on passengers for Coney Island.

Going down through the harbor I saw the "Leviathan” of the U.S. Lines, then called the largest liner in the world, lying at her pier.  With her three big red, white and blue smokestacks, it was the first time I had ever seen her.

Christopher Street, the ‘‘Robert A. Snyder" of the Saugerties Evening Line was lying on the south side.  Going up river was the little sidewheeler ‘‘Sea Bird" with her large hog frame and walking beam.  The ‘‘Sandy Hook" was just leaving her pier at Houston Street on her way to Atlantic Highlands and the “Mary Patten" was on her way to Gansevoort Street, coming back from Long Branch.  By that time it was nearly 1 p.m. and we were landing at the Franklin Street pier. 

We left New York on our return trip promptly at 4:30 p.m.  For the next two and a half hours we passed a steady parade of steamboats, only this time they were all returning to New York.  We passed again all of the steamers we had in the morning except the "Hendrick Hudson" which had gone on to Albany.  In her stead, we passed the big “Washington Irving" which that day was the down Day Liner from Albany.  The down Cornell tow in charge of the "Perserverance" had gotten all the way down to Hook Mountain.  As we passed very close I remember how loud her whistle sounded when she blew a passing salute. 

When we were at Iona Island, I could see the "Onteora,” another favorite of mine, just pulling away from Bear Mountain.  That was the first I had seen her in two years as she had gone up river after we had landed at New York.  My older brother, Algot, had been the mate of the “Onteora" and in March of the year before he died of pneumonia.  When my father saw the “Onteora" ahead, I remember he got up and without saying a word walked to the other side of the "Ramsdell." I suppose he could not bear to see her got [go?] by knowing my brother was no longer aboard.

As the "Onteora" went by she was just straightening out on her course down river with a heavy port list after completing her turn around.  We passed so close I could make out Ben Hoff, her captain, at the wheel in the pilot house.  We again passed the “Geo. W. Washburn” and the "Senator Rice" with the up Cornell tow off Cons Hook.
​ 
After we left Newburgh we passed the steamer ‘‘Ida" of the Saugerties Evening Line on her way to New York and, off Danskammer Point, the freighter "Storm King" of the Catskill Evening Line also bound south.  After that, as far as I know, we didn’t pass anything.  I remember dozing off in an easy chair on the saloon deck and getting off at Rondout about 11 p.m, and going home to bed.  For a boy, it had been a day to remember.

Editor’s Note: The following text is a verbatim transcription of an article featuring stories by Captain William O. Benson (1911-1986). Beginning in 1971, Benson, a retired tugboat captain, reminisced about his 40 years on the Hudson River in a regular column for the Kingston (NY) Freeman’s Sunday Tempo magazine. Captain Benson's articles were compiled and transcribed by HRMM volunteers Carl and Joan Mayer. See more of Captain Benson’s articles here. This article was originally published August 31, 1975.

The Hudson River Dayline — long a tradition of a quiet, but delightful way of viewing the many sites along the shores from New York City to Albany — is still traversing the picturesque river. 

The Dayline vessel, once a familiar visitor to the Kingston shores at Kingston Point, still affords residents and vacationers to our area of this delightful and relaxing mode of travel. 

Of course, now, you can’t board the vessel at Kingston Point or Albany.  You'll have to get down to New York City, get on board there for the 150-mile, 9-hour journey from Gotham up the Hudson to the vicinity of Poughkeepsie and then back to New York City.

Gone are the days of the “Peter Stuyvesant”, “Hendrick Hudson”, the “Alexander Hamilton” and other ships of the Dayline fleet. 

But the beauty of the voyage is still there providing some of the most remarkable riparian views in America during its ambling trip up the Hudson and back. 

And you can take advantage of these daily trips — now through mid-September — by boarding the "Dayliner” at Pier 81, West 41st Street, in the Big Apple.  

The first port of call on the way is Bear Mountain State Park where passengers can disembark, if they wish, for a four-hour stay.  The park has many recreational facilities plus the Bear Mountain Inn, which offers food and overnight accommodations. 

Another stop-over is West Point, site of the U.S. Military Academy.  Steeped in historical lore, "The Point” highlights include a military museum, the Cadet Chapel and Trophy Point, one of the best observation sites along the majestic Hudson.  For those who wish to view "The Point,” a sightseeing tour bus meets the “Dayliner.”

River passengers can pass up both stops, however, and stay aboard while the vessel journeys farther upriver to Poughkeepsie.  There is no stop at the Bridge City, however, and the Dayliner makes a U-turn and begins its homeward trip to Pier 81, stopping along the way to pick up downriver passengers at West Point and Bear Mountain. 

It you've never had the opportunity to sail the Hudson on the big liners of yesteryear, the lure of the river is still there and even though it means a trip down to New York City first, you'll be in for a wonderful treat for this lazy, but very satisfying way of viewing the Hudson.

Editor's Note: The following text is a verbatim transcription of an article written by George W. Murdock, for the Kingston (NY) Daily Freeman newspaper in the 1930s. Murdock, a veteran marine engineer, wrote a regular column. Articles transcribed by HRMM volunteer Adam Kaplan. See more of Murdock's articles in "Steamboat Biographies". 

                                                No. 252- Washington Irving
The flagship of the Hudson River Dayline fleet- the “Washington Irving”- is a steamboat that is better known to the present generation, although her whistle no longer echoes among the Highlands of the Hudson; for it was 14 years ago that the pride of the Dayline met with an accident which ended her career.

The steel hull of the “Washington Irving” was built by the New York Shipbuilding Company at Camden, N.J., in 1912. Her keel was 405 feet long with an overall length of 416 feet, six inches. She had a breadth of beam of 47 feet, over the guards she was 84 feet, and her hold was 23 feet, seven inches deep. The gross tonnage of the “Washington Irving” was 3,104 and net tonnage 1,664. Her engine was constructed by the W. & A. Fletcher Company Iron Works of Hoboken, N.J., and was the incline double expansion type with three cranks and three cylinders. Two of the cylinders measured 70 inches in diameter and the third measured 45 inches, with a seven foot stroke. Steam was supplied by four single and two double ended scotch boilers carrying 170 pounds of steam and generating 6,000 horsepower.

The flagship of the Hudson River Dayline was launched at Camden, N.J., on Saturday, December 7, 1912- this date marking the 60th anniversary of the founding of the Dayline by Commodore Alfred Van Santvoord.

Destined exclusively for service as a day-boat between New York and Albany, the “Washington Irving” was by long odds the largest and most exquisitely furnished inland passenger vessel in the world. She had a passenger carrying capacity of 6,000, and made her first trip on Saturday, May 24, 1913, under the command of Captain David H. Deming with Thomas Hall as chief engineer.

Running in line with the Dayline fleet which consisted of the “Mary Powell,” “Albany,” “Robert Fulton,” “Hendrick Hudson,” and the “Alexander Hamilton,” the “Washington Irving” continued in service on the Hudson river until June 1926 when she met with an accident which closed her career.

On June 1, 1926 the “Washington Irving” left her pier at the foot of Desbrosses street, New York, bound for Albany with 200 passengers aboard. A heavy fog made the visibility very poor and the whistle of the “Washington Irving” kept up a constant din as she left her berth and headed upriver. The pilots of other vessels were also experiencing difficulty in navigating due to the fog, and thus it happened that the tug “Thomas E. Moran” of the Moran Towing Company, hauling two iron oil barges, hove into sight of the “Washington Irving”- too close to avoid a collision. One of the barges struck the “Washington Irving” aft of the wheel on the port side- smashing the side in completely.

Captain David H. Deming, commander of the pride of the Dayline, realized immediately the seriousness of the accident and tied down the whistle of his vessel for the purpose of summoning aid from other craft in the harbor. Passengers were ordered to the top deck to don lifebelts, and the continuous blasts of the “Washington Irving’s” whistle soon brought more than a dozen other vessels to her side. The ill-fated dayboat reached a pier on the Jersey shore where passengers were able to scramble to safety. Two lives were lost in the accident- a Mrs. Arthur Hoag and her three-year-old daughter of Long Island City.

The “Washington Irving” sunk along side of the pier- coming to rest on the end of the Holland Vehicular Tunnel. On February 14, 1927 the vessel was raised and later taken to Bayonne, New Jersey where she was tied up. In September 1933 the wreck of the “Washington Irving” was sold for junk to the Northern Metal Company of Philadelphia where she was taken and broken up.

Editor’s Note: The following text is a verbatim transcription of an article featuring stories by Captain William O. Benson (1911-1986). Beginning in 1971, Benson, a retired tugboat captain, reminisced about his 40 years on the Hudson River in a regular column for the Kingston (NY) Freeman’s Sunday Tempo magazine. Captain Benson's articles were compiled and transcribed by HRMM volunteers Carl and Joan Mayer. See more of Captain Benson’s articles here. This article was originally published May 7, 1972.

Within a few years after the introduction of steamboating on the Hudson River, Rondout Creek soon developed into the leading port between New York and Albany.  This was due principally to the fact that it was the eastern terminus of the D. & H. Canal.  Shipments of Ulster County blue stone. Rosendale cement, lime, the concentration of  brickyards along the river north of Kingston, and the natural ice industry also all played major parts in the growth of Rondout harbor.  As activity along the creek grew, so did the size of the steamboats serving Rondout.

Any steamboat serving Rondout, obviously had to be able to turn around in the creek.  The width of the creek, as a result, had some bearing on the design of the steamboat, particularly its length.  I suppose this factor also had a direct bearing on the location of the steamboat docks as well as the early growth of Rondout itself.  The creek is at its navigable widest just south of where the Freeman Building is now located and this was where the steamboat wharves and docks were located — between the foot of Broadway east to the foot of Hasbrouck Avenue.
 
Steamboats in regular service out of Rondout almost always turned around as soon as they entered the creek, prior to the unloading of passengers and freight.  This fact is borne out by old time photographs of steamers berthed at Rondout.  Of the many photographs have seen, all but one show the steamboats facing downstream.  The sole exception is a photo of the “Mary Powell”, and in this one photograph only she lies head up.  
 
Rondout’s Largest
For years, the largest steamboat sailing out of Rondout Creek was the “Thomas Cornell,” built in 1863 and 310 feet long.  Other larger steamboats out of Rondout were the famous “Mary Powell” at 288 feet, the “James W. Baldwin” at 275, and the “Benjamin B. Odell” at 264.  The longest one of all to sail regularly out of Rondout was the Day Liner “Albany,” 326 feet long, which replaced the “Mary Powell” on the Rondout to New York run during the season of 1914 through 1917.  I, have been told the “Albany,” on occasion, used to use the steam yacht “C. A. Schults” — that once ran between Rondout and Eddyville — to help pull her bow around.  All of the, others turned unassisted. 
 
For many years, Ben Johnston owned a drug store on East Strand.  Johnston told me when the “Benjamin B. Odell” turned around in the creek, at times the vibrations set up by her turning propeller would shake bottles off the shelves in his drug store.  This was due to the fact that all the land along the Strand was filled-in land.
 
It is my understanding that the area all along the Strand was once a dandy beach — and the old sloop and schooner captains would beach, or strand, their vessels on this beach at high tide.  Then, when the tide went out, they would make bottom repairs or caulk under-water leaking seams on their boats exposed by the drop in tide.  When the tide came back in, they would float their sloops and schooners.  I have been told this act of stranding their vessels on this beach is what gave the Strand its name when the area was filled in and the beach was developed into a street.

​An old boatman also once told me about an incident that took place when the “Benjamin B. Odell” was turning around off her Rondout wharf.  Normally, she would come along-side the dock, can her bow out from the dock and put a stern line from the port quarter out to a bollard on the dock.  Then, she would go ahead slow and swing around like a slowly moving giant pendulum.  Captain George Greenwood would be up on the bridge and the mate down on the main deck in charge of the deckhands tending the lines. 
 
On this particular day, just as the “Odell” got broadside in the creek, the stern line snapped.  The mate had a police whistle and blew a series of toots on it to let the captain know the line had snapped.  Before the mate could get another line out, the “Odell” started to move across the creek. 
 
Except for stopping the engine, Captain Greenwood gave no indication anything was wrong.  The mate in the excitement didn’t notice the engine had stopped and continued to blow his police whistle.  After several series of excited toots and getting no response from the captain, the mate bounded up the companionways at the stern of the “Odell” to the top deck.  There, Captain Greenwood stood calmly on the bridge watching the slowly approaching south shore of the creek.
 
Captain Greenwood let the “Odell’s” bow slowly drift right onto the creek’s south shore and the incoming tide carry her stern up stream.  When the angle was right, Captain Greenwood backed down, put the “Odell’s” port quarter close to the Rondout dock, got out a spring line, went slowly ahead and brought his steamer alongside the dock so perfectly he wouldn’t have broken an egg had one been between the steamboat and the dock.
 
The old time captains, like Captain Greenwood, were superb ship handlers.  They knew exactly what their steamboats would do in any combination of wind and tide.  They were true masters of their trade, made the difficult look easy, and rarely got the recognition they deserved.  It seems the only time anyone took notice of them was in the rare event something went wrong.  And, then, it was often due to something over which they had little control, such as a mechanical failure, rarely an error in judgment.

Editor’s Note: The following text is a verbatim transcription of an article featuring stories by Captain William O. Benson (1911-1986). Beginning in 1971, Benson, a retired tugboat captain, reminisced about his 40 years on the Hudson River in a regular column for the Kingston (NY) Freeman’s Sunday Tempo magazine. Captain Benson's articles were compiled and transcribed by HRMM volunteers Carl and Joan Mayer. See more of Captain Benson’s articles here. This article was originally published April 23, 1972.

In the early spring of 1934, I was on the tugboat Lion of the Cornell Steamboat Company. We were going up through Haverstraw Bay with a large up river tow. The tug Edwin Terry was our helper.
 
It was about 9 a.m. and I was off watch and fast asleep in my bunk, when Dan Reilly, the deckhand, came to my room and called me, saying “Hey, Bill, I thought you would want to get up and see your old pal coming down the river.
 
I jumped up as quickly as I could and there just below Stony Point, I could see the old Day Liner Albany paddling her way down river for the last time. She had been sold and was leaving the Hudson forever. The Albany was the first steamboat I had ever worked on, beginning as a deckhand during the seasons of 1928 and 1929.  
 
An April Day
It was the kind of spring day that made one glad he was alive. There was a light breeze from the south with the bright April sun shimmering on the water. How wide the Albany looked as she approached us with her broad overhanging guards! I could see her paddle wheels turning under the guards, and the buckets dipping slowly in the water as she reduced speed to pass our tow and reduce the size of the waves.
 
As she neared us with her large silver walking beam rhythmically going up and down, up and down, up and down as if reaching out ahead all the time, and her big white paddle wheels turning slowly, she was indeed a sight to behold.
 
But little did the old girl know she was leaving her beloved Hudson River for the last time to sail on another river to the south under another name.
 
When she was almost next to us, I gave the Albany the one long, one short whistle signal – a pilot’s way of saying hello. She answered with one long and two short blasts on her whistle. Joe Eigo of Port Ewen, the captain of the Terry, did the same – and the Albany also answered him.
 
The Last Goodbye
I hollered over to Joe Eigo, the Terry being abreast of us on a head line and also pulling on the tow, “Give her the goodbye, will you Joe, because I want to give her the last goodbye.” Joe answered, “Sure, Bill,” and really pulled down hard on the Terry’s steam whistle with three long blasts, which the Albany answered.
 
By this time, the Albany was down abreast of the tow. Then with the Lion’s heavy bass horn, I blew three very long whistles to say farewell. The Albany answered with three equally long blasts on the whistle. I can still see the white steam from her whistle ascending skyward in the bright sunlight of that April morning. I knew this would be the last time I would ever hear that old familiar whistle.
 
I watched her as she went further and further down river, around Rockland Lake, and finally out of sight. At the time, I was sure I would never see her again… and I never did.
 
There is something that reaches far into a man who once worked on a steamboat of the past, particularly when he comes into contact with the first boat on which he worked.
 
From the Shore
If, for example, he should decide to take a job ashore – and if one of the early boats he worked should happen to go by, he will always watch her with fond nostalgia until she disappears from view. And many memories and thoughts pass through his mind.
 
That’s the way it was with me that day I saw the Albany go by for the last time. I thought of all the old crew members, all the passengers I had seen on board her – sometimes as many as 3,000, all the landings we had made up and down the river for the last time, leaving behind forever her old winter berth at Sleightsburgh, her recent lay up dock at Athens, and the landings she knew so well for so long.
 
Henry Briggs of Kingston had been the Albany’s last captain. On her last trip down the Hudson, however, Captain Briggs was in Florida, so Captain Alonzo Sickles of the Hendrick Hudson, also of Kingston, took her to New York. Alexander Hickey was pilot, Charles Maines of Kingston was mate and Charles Requa was chief engineer on her final trip.
 
The Albany had originally been built in 1880 and, until the coming of the Hendrick Hudson in 1906, ran regularly on the New York to Albany run. From 1907 until the Washington Irving came out in 1913, the Albany was used almost exclusively on the New York to Poughkeepsie route. Then, she replaced the Mary Powell on the Rondout to New York run and covered this service until it was ended in September 1917. During the 1920’s, except on weekends, the Albany was used almost entirely for charters or as an extra boat.
 
Last Year on Hudson
The season of 1930 was to be the last regular season in service for the Albany on the Hudson River. At that time she had been an active member of the Day Line fleet for 51 seasons, a record that was not to be exceeded by any other Day Line. In September, she went into winter lay up as usual at the Sunflower Dock at Sleightsburgh. However, with the deepening of the Great Depression, it was decided not to put her in operation in 1931, and – in May of that year – the tugboat S. L. Crosby of the Cornell Steamboat Company towed her from Sleightsburgh to Athens to a more permanent lay up berth. I was a deckhand on the Crosby when we towed her on her last up river trip. 
 
In 1933 the Hudson River Day Line went into receivership – and on March 6, 1934 – the Albany was sold at public auction. She was purchased by B. B. Wills of Baltimore for only $25,000 and he planned to place her in service on the Potomac River running out of Washington, D.C. When I saw her on that April day in 1934, the Albany was on her way to her new life in the south. She was renamed Potomac and continued in operation out of Washington until the end of the season of 1948. She was then dismantled and her hull converted into a barge named Ware River.
 
The old Albany was always a fast steamboat and, even in her last years on the Hudson River, she could still show her speed to much newer steamboats. As the Potomac in her new service in the south, she still took smoke from no other steamboat.

Editor's Note: The following text is a verbatim transcription of an article written by George W. Murdock, for the Kingston (NY) Daily Freeman newspaper in the 1930s. Murdock, a veteran marine engineer, wrote a regular column. Articles transcribed by HRMM volunteer Adam Kaplan. See more of Murdock's articles in "Steamboat Biographies". See more Sunday News here.

                                             No. 25- Albany - 1820s 
The first steamboat on the Hudson river named the “Albany” was built in 1826 at Philadelphia by J. Vaughan for James A. Stevens to run on the New York and Albany route in line with the “New Philadelphia”. She arrived at New York from Philadelphia on April 8, 1827, and began her regular schedule on April 11.
              
However the first trip did not bring her to Albany as she broke several of her paddles after proceeding a few miles up the Hudson and was compelled to return to New York. Repairs were made, and Sunday, April 15, she set sail on her first regular trip under the command of J.G. Jenkins.
              
The owners of the “Albany”, the Messrs. Stevens of Hoboken, had spared no expense in an endeavor to make the new craft one of the finest on the river, even to having the panels in the cabins decorated with pictures by some of the finest artists in the country. But with all their preparations, the “Albany” did not turn out to be the fast vessel that had been expected.
              
Alterations were made to the “Albany” in an endeavor to make her into a better running vessel. Her original 147-foot hull was lengthened to 207 feet by the addition of another bow and stern. These changes had the desired effect and the “Albany” could then hold her own with the more up-to-date steamboats then appearing on the river. In 1839 the “Albany” was again lengthened to 287 feet and was widened two feet. With a sharper bow and finer lines aft, she made better time between New York and Albany. On September 25, 1840, she made the run in eight hours and 33 minutes as compared with her first record in 1827 of over 12 hours.  The “Albany” served for a few more years, sailing up and down the Hudson river, and was finally worn out and broken up.

​                                              No. 28- Albany - 1880 to 1930s
The “Albany” was built for the Hudson River Dayline in 1880 and was the first iron steamboat constructed for the Hudson river travel since the building of the “Iron Witch” in 1846, later called the “Erie.” The new craft supplanted the “Daniel Drew” and made her first regular trip from New York to Albany on July 2, 1880. The 300 foot vessel was much admired for her graceful proportions, and when she is moving through the water at her regular speed, she causes but little commotion, and shows great stability when heavily loaded with passengers.
              
For the first time in the history of river steamboats, three boilers and three smokestacks were placed side by side instead of one behind the other, a deviation which gave the boat a very different appearance from the usual style. Other alterations were made from time to time until the present boat is a far cry from the original built in 1880.

The “Albany” made a fast trip on October 22, 1884, leaving New York and arriving at Poughkeepsie in three hours and 20 minutes. For 25 years the “Albany” ran on the schedule of the Dayline with her consorts the “Chauncey Vibbard” and “New York.” In 1906 the “Hendrick Hudson” joined the fleet and the “Albany” was made into a special boat plying between New York and Poughkeepsie on one round trip per day. She continued on this run until 1913 when the Washington Irving made her first appearance on the waters of the Hudson. At this time the “Robert Fulton”, which had also been running to Albany with the “Hendrick Hudson”, was placed on the Poughkeepsie route.

At this time the famous “Mary Powell” was beginning to show signs of wear and so the “Albany” was put on the Rondout-New York route, making her first trip from Rondout on Monday, July 7, 1913, and continuing on this route until 1917. In 1918 she was chartered out for excursions and also made a special trip to Albany each Saturday.  The Albany was sold in 1935 and now [in the 1930s] plies the Potomac river as an excursion boat running out of the nation’s capitol.

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