In 1865, after four years of service to New York City, the steamboat Mary Powell decided to move to a new pier. Previously docking at the Jay Street pier, the influx of freight vessels loading and offloading from the same pier made it difficult and sometimes dangerous for passengers to get to and from the Mary Powell.
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Nearly every street along the Manhattan waterfront throughout the 19th century used to end in a pier. As an island with no bridges until the completion in 1883 of the Brooklyn Bridge, water was the main method of transportation for people, animals, and freight, so these piers became incredibly important. As trains and automobiles overtook boats and ships as the primary mode of moving people and goods, the piers became less and less important. The map pictured below was created in 1867 and illustrates the importance of piers to the “business portion” of lower Manhattan. 

On April 1, 1865, The World (NYC) published this short article:
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“In consequence of the immense freighting business which has accumulated at the Jay street pier, rendering it almost impassable and certainly unsafe for any one, especially ladies, to pass along the same on their way to or from steamers, Captain A. L. Anderson, of the steamer Mary Powell, has made arrangements to arrive and depart from the fine new pier No. 40 North River, foot of Debrosses street, built for the day line of Albany steamers Daniel Drew and C. Vibbard, where the nuisances and dangers are not tolerated.  Ladies can there step from carriages and passing railroad cars upon a substantial and smooth plank walk, without fear of injury to their persons or damage to their dresses.  A great reform is needed in the construction of our piers, by which passengers can be protected from the risks and annoyances they now encounter.”

The Jay Street pier was named after the street that connected Hudson Street and West Street and continued out toward Pier 32. All that is left of Jay Street today is a stretch of street one block long between Hudson and Greenwich Streets. Where Pier 32 once lay is today partially filled in and open water just to the north of Stuyvesant High School. The park area between West Street and the river as well as the land on which Stuyvesant High School now stands did not exist in the 1860s. It has been completely filled in, likely right on top of the old piers that once lined the Manhattan waterfront.

​Period newspapers lamented the state of the city piers in the 1860s. On April 13, 1865, the New-York Daily Tribune published “Our Piers, Reform Is Needed,” transcribed below:
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“Something ought to be done by our city authorities in the way of affording better arrangements for the accommodation of the thousands of passengers who daily arrive in and leave the city by steam vessels.  Most of the piers and approaches thereto, are in a most filthy condition, while others are so incumbered by freight of every description, carts, wagons, &c., that it is oftentimes, almost unsafe for a man to steer his way among the vehicles, boxes, barrels, &c.; while ladies, in order to avoid being left behind, the ruin of their dresses, or personal injury are left the only alternative of hiring a carriage at exorbitant rates to convey them a few hundred yards.  It is contended by many Captains of steamers which ply to and from tis port, that in consideration of the high rates they pay for dock privileges, they ought to have better accommodations provided them.  This could be done by the construction of piers with flat coverings or roofs, upon which persons could pass to and from the steamers by means of stairs at convenient points.  The subject is at least certainly worthy the consideration of our City Fathers.  The annoyances are [sic; "and"] serious inconveniences to which passengers are subjected, have done much toward driving the People's Line, the Albany day line, and the Norwich and Worcester line of steamers up-town, and now it is understood that Capt. A. L. Anderson of the steamer Mary Powell has resolved to follow suit, and accordingly made arrangements for the season to land at and depart from pier No. 40 N. R., foot of Debrosses st., which has been planked by the leasees, and will be kept free from incumbrances of every kind, so that ladies, while on their way to or from the steamer need not feel any apprehension as regards their personal safety or ruin of their dresses.”

​The Desbrosses Street pier would remain Mary Powell’s Manhattan landing site for the rest of her career. In the 1900s, the Hudson River Day Line company headquarters also operated out of the Debrosses Street Pier for several decades. Today, the Desbrosses Street Pier is no more. 

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​The history of the “James B. Schuyler” is perhaps one of the most colorful of any of the old Hudson river steamboats, although the vessel was not too large, being only 195 feet long, but possessed of great speed for her size.

She was built in 1863 for service in New York waters, plying on several short routes out of New York harbor. In 1867-1868 she was in service on the Bridgeport-New York route running in line with the steamer “Bridgeport.”

Then in the winter of 1874, Commodore Hancox purchased the “James B. Schuyler” and this was the beginning of her career as one of the most colorful steamboats ever to ply the Hudson river. Commodore Hancox had been operating the steamboats “Connecticut” and “C. Vanderbilt” on a night line between New York and Troy for several years but had been forced off the route in the summer of 1872 by the Citizens Line of Troy.

In the spring of 1874 Commodore Hancox placed the “James B. Schuyler” in service, competing with the Troy and Albany lines- and then the fun began, lasting until at one time the fare between the metropolis and Troy and Albany was only ten cents. The “Sunnyside” of the Troy Line and the “Drew” of the People’s Line of Albany were the chief rivals of the “James B. Schuyler,” and the captains of the three vessels resorted to all kinds of schemes to give their boat the advantage in the race for the lion’s share of the business.

Several of the incidents recalled by Mr. Murdock relative to this keen competition are extremely amusing. Working on the ill-fated “Sunnyside,” along with William Fairbrother of Port Ewen, Mr. Murdock was an eyewitness to these various pranks which were written into the record of the “Schuyler.”

One of the favorite tricks of the skipper of the “James B. Schuyler” was to pull up along side of one of the opposition vessels such as the “Sunnyside” and then strike up the band aboard the “Schuyler.” The passengers aboard the other boat would crowd to one side of the vessel to better enjoy the music and this would cause the boat to list to one side, raising one paddle wheel out of the water and cause the vessel to lose speed and let the “James B. Schuyler” forge ahead to the next landing. On one such occasion the “Schuyler” was playing this trick on the “Sunnyside” when the “Dean Richmond” passed both vessels. The “Schuyler” immediately took out after the “Richmond,” caught up with her, and began the band playing all over again. The resourceful skipper of the “Dean Richmond” ordered the safety valves on his boat to be lifted, thus making a terrific racket and drowning out the band aboard the “Schuyler” so his passengers could not hear and therefore would not rush to one side of the steamboat.

Another incident told by Mr. Murdock records the happenings of a rainy night at Albany. The “Schuyler” docked at the Albany landing above the “Dean Richmond” and along the railroad tracks, waiting for passengers from the train. Clem Hancox, son of the owner of the “Schuyler,” went ashore with a red lantern under his coat, and when the train came along, he waved the danger signal, stopped the train, and while the train crew were investigating to find out why the engineer had stopped the train above the station, the train passengers, believing the station had been reached, left the train and flocked aboard the “Schuyler.” When the train finally arrived at its regular destination, there were no passengers left for the “Dean Richmond.”

Old Commodore Hancox at one time had decided that he would pay no wharfage at the Troy landing. so the train owners built a high board fence around the landing of the “James B. Schuyler.” When the steamboat pulled into the dock there was no place for the passengers to land. The Commodore’s men were immediately ordered ashore with axes and bars, and soon the high board fence was only a mass of splintered lumber floating away down the river. The police were called and the crew of the “Schuyler” was escorted to the city jail. Then it was that the Commodore decided to pay the usual wharfage.

The “James B. Schuyler” continued running as an opposition boat until the fall of 1875, and in the winter of that year the People’s Line and the Citizens’ Line united to buy off Commodore Hancox and bring an end to the destructive competition which was ruining the business of all three of the companies.

​The “James B. Schuyler” was used for excursions around New York Harbor during the summer of 1876 and was then stripped of her staterooms, her boilers placed in the hold, and she was converted into a regular excursion boat. Later she was used on the Fishing Banks run, continuing here until 1896, when on October 18, as she was laying at her wharf in New York, she caught fire and was totally destroyed. Her hull was sold and taken to Port Washington on Long Island, where it was broken up.

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Editor’s Note: The following text is a verbatim transcription of an article featuring stories by Captain William O. Benson (1911-1986). Beginning in 1971, Benson, a retired tugboat captain, reminisced about his 40 years on the Hudson River in a regular column for the Kingston (NY) Freeman’s Sunday Tempo magazine. Captain Benson's articles were compiled and transcribed by HRMM volunteers Carl and Joan Mayer. See more of Captain Benson’s articles here. This article was originally published August 6, 1972.

​One Saturday afternoon back in August 1926, the Cornell tugboat “Edwin H. Mead” relieved the tug “George W. Washburn” of the down tow off Yonkers. The “Washburn” was to run back up river light to the Cornell shops at Rondout to lay in and have some repairs made to her guards.
 
While the “Washburn” was running slow to pull in her towing cables, Jim Dee, her captain, and John Osterhoudt, her chief engineer, noticed the “Homer Ramsdell” of the Central Hudson Line steaming up river on her regular Saturday afternoon run to Kingston. The “Washburn’s” captain and chief decided to have some fun.
 
Chief Osterhoudt said to his firemen, “Get her hot. I want to show Howard Eaton, the chief of the ‘Ramsdell,’ what the old ‘Washburn’ can do.” The “Washburn” had exceptionally fine hull lines for a tugboat and was probably the fastest tug in the Cornell fleet.
 
When the “Washburn” hooked up, the “Homer Ramsdell” was almost a half mile ahead. Evidently Jess Travis, captain of the “Ramsdell,” and Howard Eaton, her chief, could see what the men in charge of the “Washburn” had in mind and they, too, decided to join in the fun and maintain their lead. The “Homer Ramsdell” was a fine steamboat and no slouch when it came to speed.
 
Up through Tappan Zee the “Washburn” chased the “Ramsdell,” neither gaining or losing ground. North of Tarrytown, Chief Osterhoudt of the “Washburn” decided to try some “strategy.” As used to be the case on all coal burning steamboats, the fires in the boilers had to be periodically cleaned and the ashes removed. When this would take place, the steam pressure would drop and then after the first were cleaned the steam pressure would build up again.
 

​Chief Osterhoudt said, “I’ll wait until Chief Eaton of the ‘Ramsdell’ cleans his fires at Rockland Lake. I’ll let mine go and then we’ll get alongside of her.” By watching the ‘Ramsdell’s’ smokestack and when he saw the grayish white dust coming out, he knew the ‘Ramsdell’ was cleaning fires. He then opened up the ‘Washburn’s’ throttle a little more and the “Washburn” began to gain.
 
On the “Washburn” they could see Chief Eaton of the “Ramsdell” come out in the gangway and look back to see if the “Washburn” was gaining, the chief of the “Ramsdell” thinking the “Washburn” would clean fires also, which she didn’t.
 
When they were just north of Haverstraw, the “Washburn’s” bow was even with the “Ramsdell’s” stern. That is the way they stayed for nearly 10 miles – past Stony Point, around Jones Point, and past Iona Island, Anthony’s Nose and Conn’s Hook. Finally, the “Homer Ramsdell” had to slow down for the landing at Highland Falls and the “Washburn” sped by.
 
It must have been quite a sight, the “Washburn” hanging just off the “Ramsdell’s” stern, the “Ramsdell” belching black smoke from the soft coal she burned and the “Washburn” trailing the bluish haze from her stacks from the anthracite she burned during that period. It was a sight to bring joy to the heart of any boatman. Two old timers of the Hudson having it out through the Highlands in the twilight of their lives, all forgotten about now except by aw few who remember the days gone by and never to return.
 
This incident was related to me by Fred Parslow, a long time Hudson River tugboat pilot and captain, in 1931. At the time of the “go” he had been pilot on the tugboat “Hercules” and was sailing to Rondout on the “George W. Washburn” as a passenger.
 
The “Homer Ramsdell” left the Hudson River in 1930 after the Central Hudson Line went out of existence and went to Boston. At Boston she was renamed “Allerton” and used as an excursion steamer, running to Nantasket Beach until the early 1950’s. The “George W. Washburn” continued her towing career on the Hudson River until the mid 1940’s. Both vessels were broken up, the “Washburn” in 1950 at Staten Island and the “Ramsdell” at Bordentown, N.J. in 1953.
 
(In [this] article, "Ramsdell and Washburn Have Some Fun," the chief engineer of the "George W. Washburn” was given as John Osterhoudt.  It should have read Harold (Zeke) Herdman of Kingston.)

Last week we learned about the steamboat Rip Van Winkle and learned a wonderful story about Samuel Schuyler. But what really happened to the Rip? This newspaper article, originally published on August 23, 1872 in the Hudson Daily Star​ gives us some insights. 

Marine Notes.
On Tuesday afternoon the old steamer Rip Van Winkle was towed from Port Ewen, where she had been moored since her collision with the bridge at Albany last spring, and by which she sustained such serious injuries it was not considered desirable to repair her, to the dock in front of Major Cornell’s repairing shops, where her state-rooms and other upper works are being removed preparatory to removing the engine and boilers, purchased a few days since by Mr. Isaac Hirsch of this city, and the conversion of the hull into a barge.

The Rip Van Winkle was built in New York in 1845 for the Schuylers of Albany, and was a steamer of 640 tons burthen, with an engine of 54 inches diameter of cylinder and 10 feet stroke of piston. She was furnished with forty-three state-rooms a great number in those days, and one hundred and ninety-two berths. She ran on the through night line between New York, Albany and Troy, until 1852, when she was purchased by Anderson, Romer & Co., then engaged in the freighting business in the place where Romer & Tremper now are.
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The “Rip” ran between this place and New York one season, commanded by Captain A. L. Anderson, now of the Mary Powell. The Andersons, father and son, disposed of their interest in the concern to Messrs. Tremper & Gillette in 1853, when the firm became Romer, Tremper & Gillette, and the Rip Van Winkle was by them again placed on the route between New York and Troy, where they continued to run her for two years, when she was sold to the Troy Company, then being managed by a man named Haywood, we believe. In 1862, we think it was, the boat was purchased by the Simmonses of Saugerties, and plied for some years between that place and New York. She was rebuilt in 1864, and finally taken off the Saugerties route and used as an excursion boat, principally to the Fishing Banks until 1870, when Major Cornell purchased her. In the spring of ’71, she ran in place of the Thomas Cornell for a time, and during the summer was chartered by Ovid Simmons to run to the Fishing Banks. This spring she was chartered to run to troy in place of the Thomas Powell until that vessel was ready, and it was while on that route she received her death blow by coming in contact with the Albany Bridge during a freshet. – Rondout Freeman.

​The following text is a verbatim transcription of "Rivals of the Hudson" published in the New York Herald on August 5, 1881. Many thanks to volunteer George Thompson for finding and transcribing this article.

Rivals of the Hudson. The Mary Powell and Albany as Speedy Travellers.
It is not a new thing for steamboats on the Hudson, in their eager competition for popular favor, to try to outrival each other in speed. This keen rivalry has been a source of endless entertainment to the denizens of the romantic banks of the American Rhine, and it has been useful at least in this, that it has given to the wayfarers in search of the beauties of the noble river the advantage of travelling on what are undoubtedly the fastest steamers in the world. No one who has travelled on the Kaiser Wilhelm or any of the others of the so-called palace steamers of the Rhine will for a moment compare them in point of speed to the Albany, the Vibbard or the Mary Powell.  But still they are not happy — the people along the Hudson River. Fast steamers they know they possess, but they want to know which is the fastest. They want a steamboat race. Though many are supposed to be of Dutch extraction, and therefore presumed to be of that staid and sober temperament opposed to the pleasure of excitement, there is no doubt that a genuine steamboat race would be one of the greatest delights of their placid lives. Life in the Hudson River towns and villages is rather dull and news is scarce. There are a number of weekly papers in the Hudson River settlements which, whenever the news budget becomes slim, immediately reopen the favorite popular topic — i.e. the steamboat race. Anything on that subject is as sure to be read with the greatest avidity as the British government is sure to pay the interest on its consols. It stirs up a ripple of excitement in the whole region, is copied from one paper into another, and soon the banks of the Hudson, from Tarrytown to Albany, reverberates with the eager question, "When will it take place?" There is something very homelike and affectionate in the staunch adherence of the people to their favorite boat. As one of the captains expressed it the other day, travel on the Hudson boats seems like a "family affair." People get into the habit of riding on a certain boat, and go by it year after year unless, indeed, their boat allows itself to be "beaten" in too transparent a fashion. There is a great deal of room for "fine figuring" on the question of comparative speed, as no formal contest has yet taken place, and it is wonderful to hear with what accuracy and precision the friends of each boat will figure out by how many revolutions of the wheels and quarter lengths the one boat has the best of the other.

The Two Rivals.
The two great rivals just at present are the Albany, of the Albany day line, and the Mary Powell, running to Kingston, both guaranteed by their owners to "whip the universe" for velocity. Each boat has a host of friends who back the opinions of respective owners and captains with the most enthusiastic positiveness as to the vastly superior swiftness of the one against the other. That there has been no formal race  — for, of course, every day that the boats are running they are trying to outdo each other  — is a source of infinite disgust to those sanguine friends of the Mary Powell and the Albany. A number of times has the contest been projected, and immense excitement along the river has been the result from the moment the race has been on the tapis. Everyone, more or less, has been wanting to bet on the result from $10,000 down to a white hat. And after a ripple of excitement the fever of anticipation has subsided into keen disappointment when it has been ascertained that there would be no race after all, and that all bets were "off.” A few people have been found, to be sure, who have been old fashioned enough to declare that it was a very good thing that no race was to take place and that no one was to be blown up, but these were outvoted by a large majority and declared to be "old fogies." The man whose heart is bent on seeing a race, and particularly such a unique contest as a race between two great palace steamers, each noted for very remarkable speed, wouldn't mind a little playful diversion like that.

Is It to Take Place?
More recently, however, reports that a race was projected and was definitely to take place as soon as the busy season was over have assumed such a tangible shape that it was thought worth while to sift these rumors, and with this view, the captains of the two boats have been sounded, and the results of the interviews are here given. It will be soon seen that though both sides think there is no comparison to be made as to the speed of each other's steamers the matter of the race is still left somewhat dubious. The engineer of the Mary Powell remarks that should a race take place, a man who could charter all the available New York Central trains to follow the boats and charge $25 a seat (or $5 more than even the extortionate Patti is reported to expect in this American El Dorado) would make his fortune. But it requires no very lively imagination to picture to one's self the scene which such a race would call forth. The two steamers, followed by a perfect cloud of craft, from the biggest ferryboats to the smallest rowboat and trains and carriages  and buggies and vehicles of every description lining the two shores and trying to keep up with the two gigantic racers for as long a time as possible. It was the universal opinion of all those whose views were sought on the question that more money would changes hands than probably at any horse race that has ever taken place in this country. It is certain that if the latest project again falls through there will be manifest disappointment, not only in betting quarters, but among many who are usually not interested either in racing or betting, but who would like to witness a trial of speed between the two steamers claiming to be the fastest in existence. And now the readers of the Herald will probably be interested to learn what the leaders of the rival hosts of steam boatmen may have to say on the subject.

Captain Anderson, of the Mary Powell.
Captain Anderson, of the Mary Powell, is a fine specimen of an old captain. He is a veteran in the service to which he has devoted over thirty years of his life. The Captain has a kindly shrewd face, but the most marked feature is an expression of predominant caution. There is a wary look out of his eyes, and his venerable gray mustache adds to this expression. One could very soon gather, even after a scant observation of the man, that however much the reputation of the Mary Powell might be dear to him, and though he would, no doubt, like to establish her superior speed as against that of the hated rival, he would still think more of the solid popular belief in her safety, which, he fears, might be endangered by such a devil-may-care proceeding as a race. When he spoke of the Mary Powell as being too much of a "family boat" for such a reckless procedure one could see that the proud glistening of his eyes, as he pronounced the words, spoke well for the safety of the lovely mothers and darling infants which are so numerously placed under his care on every trip. Of course, as will be seen later on in an interview with the Captain of the Albany, the latter sneers at this noble regard for the "family boat" feeling and pooh-poohs it, declaring that the Albany is just as much of a "family boat," and that he, nevertheless, would be perfectly willing to consent to a race. But, for all that, the "family" feeling will probably be on the side of Captain Anderson, and future generations will be grateful to him for not having exposed them in their present tender state of babyhood to the ignominy of having been conveyed up or down the river in what Captain Anderson gravely fears might be forever after dubbed a "racing boat."

How the Albany's Model Was Spoiled.
"What about the proposed race between your boat and the Albany?" the captain was asked.

"Well, I have heard a great deal about it," the good Captain replied with a smile.

​"The weekly papers along the river have made a great outcry about it of late, but then they always do it when news gets scarce."

"Do I understand you, Captain, that it is only talk then, and that no race will be arranged?"

"Oh, I really can't tell you anything definite," the Captain replied.  "All I can say is that the Mary Powell is not afraid."

"You think she is really the faster boat of the two, Captain?"

That word "really" seemed to be a little too much for the Mary Powell's commander.

"Why, I know she is," he replied in energetic tone; "the Mary Powell is the fastest boat in the world.  She hasn't her equal anywhere."

"How about the Albany?"

"Well, the Albany is a good boat, too; but unfortunately she's ben spoiled. You see, her model is all wrong. She'd be a very fast boat and might catch up with the Mary Powell if she had not been built six feet too wide across. They ought to have modelled her after the Mary (this word the old Captain pronounced in a very affectionate tone) and then she would have been all right."

"What is the outlook for a race between the two boats, Captain?"

"Well, I have been pressed by a number of friends who travel by this boat to consent to a race, because they think they can make a pile of money out of it, and then they would like to see Captain Hitchcock's pretensions — you know, he's the captain of the Albany — silenced once for all."

Vast Sums to Be Bet.
"How much are they willing to bet?"

“Well, there is a certain party of capitalists who always travel by this boat who talk of putting up $50,000. Then there's another party wanting to bet $10,000. Oh, there's no lack of money," the Captain added with quite an exhilarated manner, being evidently warmed up by the subject.

"If the race comes off when is it likely to take place?"

"Oh, of course, it could only take place after the season, and then we'd take no passengers at all — that would be against the law."

"Would you consent to it, Captain?"

This was a "poser," but the Captain, after a little hesitation, said: — "Well, if my friends insist upon it perhaps I might, but then I'm opposed to it myself, and I'll tell you why. Not that there would be any doubt about our beating the Albany, there's another reason why I am opposed to it, and don't think I'd like to consent to it."

"And why is that's Captain?"

"Well, the Mary Powell, you know, is a family boat, and has always been a family boat. We carry in her all the time a great number of ladies and children, who go with us unattended. Why, they feel here as they would in their own homes. Every woman and child between New York and Kingston knows the Mary. Now, I would not like her to get the reputation of a racing boat. That is why I do not like to accommodate my friends who want me to race her against the Albany after the season."

The Albany's Faults Pronounced Hopeless.
“You have never had any actual contest, Captain?"

"No, except this. Everybody knows what time we make and that the Albany does not come anywhere near it. You ask anybody who has been travelling by the two boats and is not particularly friendly to either and they will tell you that. Well, last fall, after the season, the Albany, just to show what she could do, after all that had been said about the Mary Powell being such a superb boat, made a race against time up the river, and in the first nine miles up to Fort Washington she was five minutes behind the Mary's time."

"Hasn't she been doing better this season, Captain?"

"Why, no; she can't do any better unless they change her model and make her more like the Mary. Why, during that race against time her wheel made twenty-six and one-half revolutions to the minute to our twenty-five, and yet we go faster. That shows that there's something radically wrong with her."

"How fast are we going now, Captain?" was the final question asked, as the boat seemed to be under full headway and favored by tide and wind.

"About twenty-five miles an hour," the Captain proudly answered; “and that only with thirty pounds of steam, while we can carry fifty if we like. So you see what the result would be if we'd race with a boat like the Albany. Mind you, in whatever you say in the Herald, remember I have nothing to say against Captain Hitchcock or his boat; all I say is, that if he thinks he has as fast a boat as the Mary he is very much deceived; that's all."

What One of the Engineers Says.
One of the engineers of the Mary Powell was gently accosted; but he drew himself up, and in a serio-comic style, which would have done credit to an actor, said, "Well, now, we engineers have so often been misrepresented on this subject that, like other public men, we now decline to be interviewed." Presently, however, he became more communicative, and did not hesitate to give his views.

"Why," said he, "there can be no doubt as to which is the faster boat of the two. It takes the Albany three hours and twenty-five minutes to go to Newburg, and we make one landing more — Cornwall — and do it in three hours and twenty five minutes, beating her by five minutes.  What do you think of that?"

An expression of high approval greeted this complacent query and drew out further interesting statements bearing on the question.

"Last fall, when she made her race against time, from Twenty-second street to Poughkeepsie, making the trip in 3h. 13m., she ran behind time fully 2 minutes.  I'll show you how: — The Mary Powell left Twenty-second street at 3:34 and arrived in Poughkeepsie at 7:09, making the trip in 3h. 35m. Now, they only allowed us 2 minutes for every stop, but, as a matter of fact, it takes us 5, and counting only 4 minutes for each of the six stops, or 24 minutes in all, we did it in 3h 11m. and beat her by 2 minutes, didn't we? And then she carried forty-five pounds of steam and we carried only thirty-four, and they had her all cocked and primed for it, while we were not prepared in the least."

Why a Race Will Not Take Place.
"Do you think a race will take place?"

"Well, I don't know; I think it doubtful."

"Why."

“For several reasons," and here the engineer smiled and his eye gave a merry twinkle.

"Just name one."

"Well, you see one of the boats would have to be behind, and that would be quite a damper on he business for the future.  That's the principal reason."

"Do people, then, care so much whether the one boat reaches her destination a couple of minutes sooner than the other?"

"I should think they did! Why, this is our fast week, when we have the tide in or favor.  Next week, when it is against us and we'll be five minutes later, a great many of the people riding with us this week will go up to their homes by the Central. This is a fast age.," the engineer added sententiously.

"Do you think that a race would create much excitement?"

"There never was anything like the excitement you'd see. The man who would charter all the trains in the New York Central to follow the boats and charge $25 a seat would still make his fortune. More money would change hands than at any race that has ever been held in this country. Why, it would be the greatest thing known!"

"By how much would you beat the Albany, do you think?"

"Oh, it's hard to say."

"Take a race to Poughkeepsie; would you beat her by fifteen minutes?"

“Oh, no; we'd do well to beat her by a few lengths. But, then, as I said before, I don't think you'll see a race. I know that if I had the two boats I wouldn’t consent to it. Now, each boat has her friends and is considered the fastest by them, while the race would put a damper on one of the two. And then you can't always tell what might be happening on a certain day. The water might not work well in the boiler or a journal might become hot; some mishap might happen and the reputation of the boat might be jeopardized, while she might really be the faster of the two."

Captain Hitchcock "Ready for ‘Em.”
"We're ready for 'em!" Captain Hitchcock, of the Albany, stoutly exclaimed when approached on the subject yesterday. The Captain is also a weather-beaten veteran, like his rival of the Mary Powell.

"I'm told your model has been tried and failed?" was the next query.

"Why, I know they told you that on the Mary Powell, and of course they did.  They  think there never was a model like hers."

"I'm also told you ought to have fashioned the Albany more after the model of the Mary Powell to have made a really fast boat of her."

"I'll never make the Albany like the Mary Powell, because then she'd be completely spoiled. Why, the man who made the Mary Powell's model told me that Captain Tallman, of the Daniel Drew, came to him and told him to spoil her, and that he cut her away so as really to have spoiled her; and Captain Anderson tells you that the Mary Powell is the better model? Well, that's rich, I must say."

“Captain, I am very much perplexed," the interviewer appealed, "by the conflicting statements I have heard about the two boats. Now tell me, please, which is which?"

“Why, there's no comparison. We had the Mary Powell some years ago, and if she had been such a superior boat don't you think we'd have kept her?"

"But since then it is claimed she has been remodelled."

"Remodelled?  A few old rotten timbers taken put and a few new ones put in their places," the Captain responded, with an expression of unmistakable disgust stealing over his face. "I tell you just all there is about the Mary Powell. The Mary Powell is a wonderfully good boat when she's got a tide like a millrun and a regular gale of wind blowing in the right direction — then she'll make first rate time. But the Albany is the only boat in the world I ever saw that could make time against tide, wind or anything else, and always does make time!"

"But isn't your boat six feet too wide?"

"Oh, Captain Anderson told you that too, did ne? Why, if she was twelve feet wider than his boat she'd still be faster. I really wish the Albany were five or six feet wider than she is!"

The Money Behind the "Albany."
"The Mary Powell has a fifty thousand dollar pool behind her in case of a race, I'm told, Captain?"

"Fifty thousand dollars?  We can go that better and triple it," was the contemptuous reply. "Does Captain Anderson tell you he's got a party willing to bet $50,000 that the Mary Powell beats us?"

"That's just it, Captain."

"Well, I don't believe it — unless these are men who travel with him and he's filled them up with good things and deceived them. Now, mind you, I have nothing against Captain Anderson or his boat — all I say is that if he thinks he has a faster boat he is a very much mistaken man."

"We won't stickle at a few thousands, Captain, but do you really think that considerable money would be bet on the Albany in case of a race with the Mary Powell?"

"Do I?  Why, Joe Cornell, of the Citizens' Line, wants to take $20,000 right off, and John Chase, of the Hoboken Ferry, says to put him down for $10,000. Those are only two men. They'll get all the money they want — no trouble about that, my friend!"

"Would you consent to a race?"

"I'd like to see it.  It's really the only way to settle the question," the Captain added, in a firm decided — almost bitter — tone. "If Captain Anderson thinks he has the faster boat, why the only way to settle it is to put the two boats together.  It's the only way, and I'd like to see it done."

"What do you think the result would be?"

The Captain's answer was sharp and quick. "I don't think they'd go very far before they would go back," he replied, and he added vigorously. "I think they'd feel sick at their stomachs before they were out any long distance."

The Mary Powell Misproportioned.
"Why do you think so, Captain?"

"Why, the Mary Powell is all out of proportion. She wasn't made right. She was cut away too much, to begin with, and they she has a 72 cylinder, while her air pump, bed plate and condenser are made for only a 62 cylinder. Now, the Albany has a 73 cylinder and is proportioned for it throughout."

"What time are we making now, Captain?"

"About twenty miles an hour."          

"Five miles less than the Mary Powell?"

"Did they tell you she was making twenty-five miles and hour?  (In a tone of immense astonishment.)  Well, well!"

"How much pressure do you use?"

Here the engineer, who had heard part of the conversation, broke in, saying, "Don't tell him how little we use, or we'll have to bet even, and they won't give us any odds!" At which hilarious sally both captain and engineer gave a gleeful chuckle."

"Captain Anderson says he would not like to let the Mary Powell race because she is a 'family boat?'"

"Well, and ain't we a family boat?" the Captain spoke up, warmly. "Ain't we as much of a family boat as they are? Why, just go down to the cabin and you won't be able to step over all the babies that are about. Haven't we as many women and babies on board as they have?  Just look and see for yourself."

"Conceding that point, Captain, he also seems to be afraid that it might give the Mary Powell the reputation of a 'racing boat?'"

"That's all poppycock! Isn't she racing now every day as it is? She's got the reputation of a racing boat now, for they want to beat everybody else, and they say she can whip creation. I'll tell you what I'll do. If they don't want to bet I'll go for fun. Why, if she wins, it'll be the greatest feather in her cap, and I'll acknowledge the corn. (With a mock rueful air.) I'll tell you up and down than that I was a sadly, sadly deceived man."

"And in that case, Captain, would you model her after the Mary Powell?"

"Model the Albany after the Mary Powell? Do you think that's what I have been forty-nine years steamboating for? Not much!"

"But supposing you two were to come in bow and bow?"

"I'll guarantee against that. I'm not much of a betting man, but I'll bet $5,000 on that — myself!"

End of article, published August 5, 1881 in the ​New York Herald.

The Albany and the Mary Powell did eventually get their race. It was a short one, but considered a race nonetheless! On Wednesday, July 19, 1916, the Powell and the Albany were both headed south on the Hudson at approximately the same time. As the Mary Powell left the dock at Milton, the Albany was just a few minutes behind, and put on a burst of speed in an effort to past. The two boats went full steam ahead for Poughkeepsie, but the Mary Powell was the victor.  ​

​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!​

The history of Black Americans is often purposely erased, so when conducting research for our new exhibit, “Mary Powell: Queen of the Hudson,” I was delighted to find several references to Black and African-American crew working aboard the Mary Powell.

One of the first clues we found was a photo of the crew, including a lone woman – Fannie M. Anthony [also spelled “Fanny”] – who was listed as the “stewardess” of the Mary Powell. Clearly Black or mixed race, I had to find out more about this intriguing woman. Although the research wasn’t especially easy, it was less difficult than I expected, because it turned out that Fannie was famous. 

Fannie M. Anthony was born on June 27, 1827 in New York City. Often listed in Census records as “mulatto,” according to a 1907 Daily Freeman article, “[h]er father was an East Indian, and her mother a full-blooded Indian of the Montauk tribe.”[1] In Census records, her father, Charles R. Smith is listed as “mulatto” and born in 1797 in New York (with his father listed as being born in Neris, Wisconsin and his mother in New York), and her mother, Mary Walker, as born on Long Island.[2]

It is certainly possible that her mother was Montauk, but it is unlikely that her father was East Indian. Few, if any East Indians emigrated to the United States before 1830. In the 1900 Census and her 1914 death record, her race is listed as Black.[3] Many people of African descent often concealed their heritage in an attempt to deflect the worst effects of racism. In addition, census takers and journalists were often subject to their own personal biases, conscious or unconscious, and assigned race accordingly.

Fannie’s husband was Cornelius Anthony, born in 1825 in New Jersey. Census records also list him as “mulatto,” and the 1880 Census lists him as a steward aboard a steamboat. [4] Sadly, it does not indicate which one, although his 1900 obituary lists him as working aboard “Albany boats.”[5] It would be kismet if he and Fannie both worked aboard the Mary Powell, but that cannot be confirmed. He is listed as a carpenter in the 1900 Census, but other information in that record, including the spelling of names and birthdates, is inaccurate.

Cornelius died on or before Monday, July 16, 1900. The following day, the Brooklyn Daily Eagle published his obituary. It read, “Jamaica, L. I., July 17 – Cornelius Anthony, aged 69 years, a negro, a well known and respected resident of this place, died at his home on Willow street on Friday. Deceased was for many years head steward on the Albany boats and was known as a caterer of considerable note. He was at one time sexton of the Methodist Church of Jamaica. He leaves a widow and many near friends and relatives. Internment was made yesterday, at Maple Grove Cemetery.”[6]
​
An 1894 article in the Brooklyn Times Union indicates that he was sexton of the Methodist Episcopal Church at that time. Although we do not know which vessels he worked on as a steward, he must have had considerable skill in his management of the dining rooms, as his obituary also notes his fame as a caterer.

It is unclear when Fannie began her work as the “chambermaid” of the Mary Powell, although sources (listed below) suggest a start date of 1869 or 1870. Her occupation in the 1880 Census, at age 52, is listed as “steamer chambermaid.” Identified alternately as “chambermaid,” “stewardess,” and “lady’s maid,” Fannie worked in the “ladies’ cabin” of the steamboat Mary Powell.

In a private home, a Victorian era chambermaid cleaned and maintained bedroom suites. Ladies’ maids assisted upper class women with dressing, cared for their wardrobe, and dressed hair. As a day boat, the Mary Powell did not have sleeping cabins, so it is likely that the “ladies’ cabin” was a “saloon” or public indoor space designed specifically for women, likely including toilet facilities, couches, and other private comforts.

Since the days of Robert Fulton’s North River Steamboat, a separate, private cabin for women was reserved, allowing delicate Victorian sensibilities to relax, knowing that white women were protected from the attentions of single men. Fannie Anthony likely would have cleaned and maintained this space and assisted female passengers with requests, much like the steward would do for the rest of the steamboat. In all likelihood, as a “stewardess,” Fannie’s role was probably similar to that of a housekeeper in a wealthy household. Her husband Cornelius, as a steward, likely had a job similar to a household butler. In particular, he would oversee dining facilities and public spaces, ensuring their cleanliness and smooth operation, and overseeing waitstaff, porters, etc.

One of the earliest newspaper articles about her is a very complimentary one. Published in the Monday, September 17, 1894 issue of the Brooklyn Times Union, it quotes the Newburgh Sunday Telegram. The article, titled, “Compliments for a Jamaica Woman” reads:
“A correspondent of the Newburgh Sunday Telegram speaks very pleasantly of Mrs. Fannie Anthony, for many years stewardess of the North River steamer Mary Powell. Mrs. Anthony is a Jamaica woman, and the wife of Cornelius Anthony, sexton of the Methodist Episcopal Church in Jamaica. The correspondent says:

“’Mrs. Fannie Anthony, the efficient and obliging stewardess on the steamer Mary Powell, is about concluding her twenty-fifth season in that capacity. Mrs. Anthony enjoys an acquaintance among the ladies along the Hudson River that is both interesting and highly complimentary to the amiable disposition and cheery manner of the only female among the crew of the favorite steamboat. Mrs. Anthony travels over 15,000 miles every summer while attending to her duties on the boat. She seldom misses a trip and looks the picture of health and happiness. Many are the compliments I have heard from Newburg ladies of the genial stewardess’ worth aboard the boat. Rich and poor are alike to her. Her smile and mien are as cheery on a stormy day as on one of sunshine. Every member of the crew pays the homage due her, and the Captain thinks the boat couldn’t run without the stewardess. She is the second oldest traveler now aboard the vessel, but this statement does not imply that Mrs. Anthony is by any means very old. She is well preserved and active, and in every way a credit to her sex and race. Good luck to her.’”[7]

Note that the “Jamaica” woman refers to Jamaica, Long Island – it does not connect Fannie to the Caribbean island of Jamaica. If she was finishing her 25th season in the fall of 1894, that gives her a start date of 1869.

This article is very respectful, particularly when compared with subsequent publications. Fannie is referred to as “Mrs.” and by her full name.

A 1902 New York Press article about her, when she would have been 75 years old, writes, “She looks as young as when she bustled about in the saloon in 1860, her chocolate complexion betraying no ravages of time.”[8] It is unlikely that Fannie started in 1860. For one, the Mary Powell was not even built until 1861. In addition to the Brooklyn Times Union reference, which indicates a start date of 1869, a 1907 article in the Daily Freeman indicates that she had been in service aboard the Mary Powell “for thirty-seven continuous years,” giving her a start date of 1870.[9] Regardless of when she actually started her work, by the turn of the 20th Century she was a Hudson River legend.

An issue of the Newburgh Register from sometime after August 12, 1900 reads, “Mrs. Fannie Anthony, who for the past thirty years has been employed as a lady’s maid on the steamer Mary Powell, is spending the summer at Kingston, her daughter having taken her position on the Powell.” But clearly, as subsequent articles indicate, Fannie did not retire in 1900 and no mention is made of which daughter may have ultimately taken her place.

She is mentioned again in the May 6, 1902 issue of New York Press. In a gossip column entitled, “On the Tip of the Tongue,” following a brief description of the Mary Powell, there is a whole section entitled “Fanny.” The article is transcribed verbatim:
“’Fanny’ is known to a majority of regular travelers on the Hudson as the stewardess of the Mary Powell, a billet she has held ever since the boat was launched. No one knows her age, but it must be 80. She looks as young as when she bustled about in the saloon in 1860, her chocolate complexion betraying no ravages of time. The multitudes that have been in her care never bothered to inquire about her surname, but accepted her as ‘Fanny,’ and ‘Fanny’ she is to all. This good woman and my old friend H. R. Van Keuren are the only two living of the early crew of the Mary Powell. ‘Van’ has just celebrated his fiftieth birthday. He resigned the stewardship of the boat in 1876, I think, and got rich in another business. Recently when he stepped upon the deck of the Mary, who should run up and throw her arms about his neck but faithful old ‘Fanny?’”[10]

In reality she was 75, not 80 years old. This article, like several that follow, speak of Fannie in a condescending way, consistent with the racism of the day. In addition, Fannie’s position as chambermaid or stewardess meant that she was likely treated as a servant, albeit an upper level one. Hence the passengers never bothering to “inquire about her surname.” A stark contrast to the earlier, more respectful article of 1894.

On Wednesday, July 24, 1907, The Kingston Daily Freeman published on page 8 an article entitled, “Fannie of the Powell: A Character and Fixture on the Steamer.” It reads:
“Almost everyone who has even been on the Mary Powell has seen the stewardess, ‘Fannie,’ says the Poughkeepsie Star. She has been on the boat for thirty-seven continuous years. Her name is Fannie M. Anthony. Her father was an East Indian, and her mother a full blooded Indian of the Montauk tribe. She has the shoes that her grandmother was married in, and a copper kettle one hundred years old. She is a very fine looking woman, and talks history with authority. She has met in her time thousands of people, the majority of whom have passed away. All the prominent men who travel shake hands with Fannie and have an old-time chat with her. She is exceedingly interesting and full of [maint?] humor. She hates a snob, and knows ladies and gentlemen at sight. Fannie is the pet of the public and the faithful and honored servant of the Powell.”[11]

This article reflects the changing times and a new veneration for elders who had lived through a history-making era. The references to the 100-year-old copper kettle, her grandmother’s shoes (perhaps Montauk), and all the people who have “passed away” is not only establishing her as someone who can “[talk] history with authority,” but also establishing her as a third-generation free American, distancing her from the possible taint of slavery. Her role in public service and her long tenure aboard the Mary Powell led to her fame and the fondness with which newspapers and general public spoke of her.

Fannie retired from the Mary Powell in 1912, at age 85. She died on May 26, 1914 in Queens, just short of her 87th birthday, and was buried May 28, 1914 in Maple Grove Cemetery, in Kew Gardens, Queens.[12] Her husband Cornelius was also buried in Maple Grove Cemetery.  

Like Cornelius, she received a formal published obituary, emphasizing her status and fame in the community. On Thursday, June 4, 1914, the Poughkeepsie Evening Enterprise published “Aunt Fannie, of the Mary Powell Dies:”
“Mrs. Fannie Anthony, who for 39 years was chambermaid in charge of the ladies’ cabin on the steamer Mary Powell, died at her home at Jamaica, Long Island, on Friday, aged 87 years. She was in active service on the Powell until failing health and advancing years compelled her to give up her work two years ago, when she was succeeded by her daughter. To the traveling public she was familiarly known as ‘Aunt Fannie,’ and hundreds of visitors on whom she waited during her service have pleasant recollections of her. She began under the late Captain Frost, and continued under Captain Absalom Anderson, Captain ‘Billy’ Cornell and Captain A. Elting Anderson.”[13]

Two days later, on Saturday, June 6, 1914, Fannie made front page news in the Rockland County Journal – “Aged Chambermaid of Mary Powell Dead” – a verbatim reprint of the above Evening Enterprise obituary.[14]

The nickname “Aunt Fannie” is a complicated one. On the one hand, it likely was used by most as a term of endearment. However, the use of the word “aunt” in relation to older Black women in the 19th and early 20th century, especially by white people, is often a derogatory honorific. By using the terms “aunt” and “uncle,” white people could avoid using the more respectful “Mrs.” And “Mr.” with elder people of color, maintaining the racial hierarchy of white supremacy. People of all races in service were often referred to only by their first name as a way of highlighting their subservient role. At the same time, the Evening Enterprise also refers to her as “Mrs. Fannie Anthony,” giving her the proper honorific.

Here we also have confirmation that she was, indeed, succeeded by her daughter, although we still do not know which one. An Ada Anthony, granddaughter of Charles R. Smith (and therefore probably Fannie and Cornelius’ daughter) is listed in the 1880 Census, born in 1862.[15] By the 1910 Census, Cornelius is dead and Fannie is living alone with her widowed daughter (listed as granddaughter in the 1900 Census) Mary R. Smith and a boarder.[16]

Newspaper searches for Ada and Mary have so far revealed no leads. The Mary Powell itself was taken out of service in 1917, just five short years after Fannie’s retirement.

Fannie M. Anthony walked a delicate balance in the 19th and 20th centuries aboard the steamboat Mary Powell. Although she occupied a service role, often one of the few avenues of employment open to Black people, it seems that through sheer force of personality, excellence, and longevity, she managed to overcome some of the obstacles that faced most women of color at the time. Like the steamboat Mary Powell herself, Fannie achieved a measure of fame not usually afforded ordinary people.
​
I hope that by sharing Fannie Anthony’s story, we can help bring more details of her life and her family to light. If you have any information about the Anthony family not featured here, please contact the Hudson River Maritime Museum. We will update this article with more information when possible.

In this "Featured Artifact" post, we're examining two cloth items in our collection - a pair of hat bands from the Hudson River Day Line.

Much like Naval ships, steamboat crews wore formal uniforms and there was a hierarchy of crew within each department. Of the two hatbands, one is a more general one that simply reads "Day Line," indicating the crew member worked for the Hudson River Day Line steamboat company.

​The other hatband, reading, "2nd Mate," indicates the rank of the bearer. Second Mates are usually third in command of a vessel (behind the Captain or Master and First Mate) and usually act as watchkeeper, ensuring crew rotate through four hour watches and managing vessel safety and security. Sometimes they also serve as navigator. 

Both of these hatbands date to the 1930s, a time when the Hudson River Day Line was at its height. 

In this photograph of Hudson River Day Line senior staff of the steamboat Peter Stuyvesant, from 1947, you can see the uniforms and the clear ranks on their hats. The captain (Frank Briggs) wears a white hat to differentiate him from other officers. His hat band insignia is larger and clearly reads "Captain."

Although difficult to read in this image, the other officers are also wearing hatbands clearly denoting their ranks. To the left of the captain is the Chief Engineer, and to the left of him, the First (1st) Mate. To the far right, seated, is the Purser, the man responsible for ticketing and purchases aboard the ship. Can you tell what the other hat bands say?

Note also that the senior officers wear double-breasted jackets, and the junior officers single-breasted jackets. 

Unfortunately, only Captain Frank Briggs is identified in this image. If you recognize any of these men, please let us know! 

By the 1960s, all crew hats were changed to white, but the uniforms were changed and, depending on the department, became less formal.

​Did you or anyone you know work aboard a Day Line vessel? What was their role? Tell us in the comments!

                                                           No. 27- M. Martin
           
Built in 1863 at Jersey City for the Catskill and Albany day route, the 191 foot “M. Martin” was considered at that time one of the most handsome boats of her type ever to appear on the Hudson river. And the “M. Martin” has a historic background second to none of the vessels ever to ply the Hudson.
              
Because she was constructed in 1863, shortly after the Civil War broke out, the “M. Martin” was pressed into service under General Grant, and during the latter part of the war she was used as General Grant’s dispatch boat on Chesapeake Bay, carrying troops and messages across the bay and river. The “M. Martin” was known as the “greyhound” of the fleet of inland steamers that served the federal government during the war, and after the fall of Richmond, President Abraham Lincoln and General Grant made a visit to the Confederate Capital aboard the “M. Martin.”
              
At the close of the war the “M. Martin” was brought north and purchased by Romer & Tremper of Rondout who placed her in service on the Newburgh and Albany route, running in line with the “Eagle.” These two boats ran together until August 2, 1884, when the “Eagle” was destroyed by fire and the “Jacob H. Tremper” was built to take her place.
              
In 1899, the “Martin” was sold to the Central Hudson Steamboat Company of Newburgh, and served that company many years. She was an exceptionally fine performing vessel in the ice and was thus one of the first out in the spring and the last boat in at the close of navigation in the fall.
              
On Thursday, June 16, 1910, laden with freight and about 20 passengers, the “M. Martin,” southbound from Albany to Newburgh, caught fire and was beached near Esopus Island on the east shore of the Hudson, where all passengers were taken off in small boats. Captain George Hadley first noticed smoke curling from the pilot’s cabin in increasing volume, so he beached the vessel, saw that the passengers were safely taken off, and then got the “Martin’s” firefighting apparatus working playing streams of water on the flames. It was a matter or about 10 minutes for the water to quench the flames, and with only a scorched pilot house to record her experience, the “M. Martin” proceeded on to Newburgh.
              
After repairs had been made, the “M. Martin” resumed service, running until the fall of 1918, when she was laid up. Then in the summer of 1920, the work of junking the “M. Martin” began. Everything of value was removed from a vessel that had once conveyed a President of the United States, and the hull was purchased by Patrick Doherty to use for dock purposes at Eavesport, a small landing near Malden on the Hudson.

                                                                      No. 177- Norwich
              
Running a close second to the Mary Powell for its fame on the Hudson river comes the old Norwich, known to followers of the river’s history as the “Ice King.”
              
The wooden hull of the Norwich was built by Lawrence & Sneden at New York in 1836, and her engine was the product of Hall & Cunningham of New York. From stern to stern the Norwich measured 160 feet; her breadth of beam was 25 feet five inches; depth of hold five feet nine inches; gross tonnage 255; net tonnage 127. Her engine was of the crosshead variety with a cylinder diameter of 40 inches with a 10 foot stroke, and she carried one boiler in her hold.
               
The Norwich was built for the New York & Norwich Steamboat Company and ran on Long Island Sound for a number of years after she was launched.
              
The year 1843 marked the appearance of the Norwich on the Hudson river- in service between Rondout and New York as a passenger and freight carrier; and about 1850 Thomas Cornell purchased the steamboat and converted her to a towboat.
              
It was about the middle of the nineteenth century  that the Norwich began a procedure which was to gain for her the title of “Ice King”- a title which was never disputed! Her construction was such that heavy river ice usually broke before her onslaught, and in the early spring and late fall the Norwich was a familiar figure breaking ice along the river.
              
The bow of the Norwich was so constructed that she could run upon and break down heavy ice fields, and the bottom of the steamboat was well protected with copper and steel. Her paddle wheels were fashioned out of live oak and iron, and her commander, Captain Jacob DuBois often said that, “She could run through a stone yard without damaging herself.”
              
The spectacle of the Norwich battling heavy ice was always interesting to watch, and occasionally when endeavoring to break down large mounds of ice, the staunch vessel was turned over on her side. At such time prompt action was necessary by the crew in the shifting of chain boxes and weighty ballast to right the vessel. The wheels of the Norwich were so placed that one of them could be detached quickly- and thus the tilting of the steamboat was of little importance. It is safe to assume that the Norwich saved many thousands of dollars of damage by her successful attempts at breaking up the ice in the river and thus preventing floods and serious jams.
              
Frequently the Norwich was called upon to rescue vessels caught in the ice on Long Island Sound, and in the year 1851 she fought what was perhaps her greatest battle with the ice. The steamboat New Haven was caught in the ice, and the Norwich went to her aid. Rows of ice so high that the stranded New Haven could not be seen from the pilot house of the Norwich was finally crushed down by the old “Ice King,” and the Sound vessel was released from its perilous position.
              
Usually the first vessel on the river in the spring and the last to tie up in the winter, the Norwich was also a conspicuous figure in the steamboat parade in New York harbor on September 25, 1909. On two occasions the Norwich was almost destroyed by fire, (December 16, 1906 and August 30, 1909) and both times she was rebuilt and placed in service.
              
Many of the well-known figures in Hudson river history were connected with the Norwich at one time or another, including Captain George B. Gage, Captain Stephen Van Wart, Captain Jeremiah Patteson, Captain Delzell, Captain Harry Barber, Captain James Welsh, and Captain Jacob DuBois.
              
​The Norwich continued her career on the Hudson river until 1921 when she was deemed of no further use and was tied up at Port Ewen. In November 1923 the Cornell Steamboat Company sold the Norwich to Michael Tucker of Port Ewen, who broke her up for scrap. Today the fame of the Norwich is constantly recalled through stories passed from one individual to another, and visitors to the Senate House in Kingston are reminded of the old “Ice King” when they view the bell of the Norwich which is displayed in the local museum.

                                                           No. 41- James W. Baldwin
                                                                              
The “James W. Baldwin” was one of the better-known steamboats to the people of this section of the Hudson river valley. She was built in 1860 and was originally 242 feet long, breadth of beam 34 feet, and a tonnage rating of 710. Her hull was constructed of wood by M.S. Allison of Jersey City and her engine, a vertical beam with a 60 inch cylinder and an 11 foot stroke, was the product of Fletcher, Harrison & company of New York. She had two iron boilers located on the guards. In later years the “James W. Baldwin” was rebuilt- measuring 275 feet, five inches, and a net tonnage rating of 923.
              
The “James W. Baldwin” was built for Captain Jacob H. Tremper of Kingston. Captain Tremper was one of the best-known of the old Hudson river skippers, beginning his career back in the thirties by purchasing and operating the steamboat “Fanny,” a stout little sidewheeler  formerly used on Long Island Sound, which he placed in service between New York and Marlborough. Later he purchased the “Emerald” and ran her for a short period between Poughkeepsie and the metropolis.
                
By the year 1860, Captain Tremper had made Rondout his terminus for a line to New York and he was running the steamboat “North America” on that route. In 1860 he ordered a new steamer which he intended to name the “Wiltwyck,” but when he launched her on November 19, 1860, he christened her the “James W. Baldwin.” The new steamboat was placed in regular service in the spring of 1861, and immediately gained attention because she was the speediest vessel carrying staterooms on the river at that time. She had 50 staterooms and sleeping accommodations for up to 100 persons. Later she was lengthened, an extra tier of staterooms added, and accommodations increased to 350 persons.
              
The “Baldwin” was a typical Hudson river night boat, and she was under the command of Captain Tremper from the day of her first trip until the year 1888 when the Captain died.
              
In the year 1899 the “James W. Baldwin” was purchased by the Central Hudson Steamboat Company of Newburgh, and in 1903 she was rebuilt, two new boilers were placed in her, and her name was changed to the “Central Hudson.” She saw service on the same route for which she was constructed in 1860.
              
During her career the “James W. Baldwin” had many running mates. In 1861-1862 she ran in line with the steamboat “Manhattan.” In 1863 she saw service with the “Knickerbocker,” continuing with the latter vessel until the “Thomas Cornell” made her appearance. The “Baldwin” ran in line with the “Thomas Cornell” until that vessel was wrecked on March 28, 1882, and then for the balance of the season she had the “City of Catskill” as her running mate. In 1883 the “City of Springfield” was the companion boat of the “Baldwin,” and then from 1884 to 1889 she ran in line with the hull propeller vessel “City of Kingston.”
              
In October, 1889, the “City of Kingston” was sold to a company on the Pacific coast, and for the balance of that season the steamboat “Saugerties” was chartered to run with the “Baldwin.”
              
During the winter of 1890 Romer & Tremper bought out the night line business of the Cornell Line between Rondout and New York, and purchased the steamboat, “Mason L. Weems,” later rechristened the “William F. Romer,” from a concern in Baltimore to run in line with the “James W. Baldwin.”

I​n 1910 the Central Hudson Line constructed a new steel hull propeller boat named the “Benjamin B. Odell,” and in the spring of 1911 this new vessel replaced the “James W. Baldwin” or “Central Hudson” as she was known at that period. The “Central Hudson” was then chartered out to the Manhattan Line to run between New York and Albany in line with the steamer “Kennebec,” later called the “Iroquois.”  On May 20, 1911, on the down trip from Albany, the “Central Hudson” ran aground at Jones Point where she was fast for 13 hours. On the return trip she again ran aground near West Point. This second accident occurred at high tide and was more serious than the first mishap, as the bow of the vessel was fast while the stern was floating. The keel was broken. An investigation in dry-dock showed the damage to be quite serious and the “Central Hudson” was abandoned. She was towed to Newburgh from Hoboken and was partly dismantled. Later she was purchased by J.H. Gregory, and on November 15, 1911, the once proud “James W. Baldwin” was towed through New York Harbor on her way to the bone yard at Perth Amboy where she was broken up.