![]() Undated photo of Steamer Mary Powell crew posing on deck with Captain A.E. Anderson, center front row with newspaper. 1st row: Fannie Anthony stewardess; 4th from left, Pilot Hiram Briggs; 5th, Capt. A.E. Anderson (with paper); 6th Purser Joseph Reynolds, Jr. Standing, 3rd from left: Barber (with bow tie). Black men at right possibly stewards. Donald C. Ringwald collection, Hudson River Maritime Museum. 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. Footnotes: [1] “Fannie, of the Powell,” Kingston Daily Freeman, July 24, 1907. [2] “Chas R. Smith” listing, US Census, 1880. [3] “Cornelus Anthony” listing, US Census, 1900; “Fannie M. Anthony” New York City Municipal Death Record, May 26, 1914. [4] “Chas R. Smith” listing, US Census, 1880. [5] “Death of Cornelius Anthony,” Brooklyn Daily Eagle, July 17, 1900. [6] “Death of Cornelius Anthony,” Brooklyn Daily Eagle, July 17, 1900. [7] “Compliments for a Jamaica Woman,” Brooklyn Times Union, September 17, 1894. [8] “Fanny” within “On the Tip of the Tongue,” New York Press, May 6, 1902. [9] “Fannie, of the Powell,” Kingston Daily Freeman, July 24, 1907. [10] “Fanny” within “On the Tip of the Tongue,” New York Press, May 6, 1902. [11] “Fannie, of the Powell,” Kingston Daily Freeman, July 24, 1907. [12] “Fannie M. Anthony” New York City Municipal Death Record, May 26, 1914. [13] “Aunt Fannie, of the Mary Powell Dies,” Evening Enterprise [Poughkeepsie, New York], June 4, 1914. [14] “Aged Chambermaid of Mary Powell Dead,” Rockland County Journal, June 6, 1914. [15] “Chas R. Smith” listing, US Census, 1880. [16] “Cornelus Anthony” listing, US Census, 1900; “Fannie M. Anthony” listing, US Census, 1910. AuthorSarah Wassberg Johnson is the Director of Exhibits & Outreach at the Hudson River Maritime Museum and is the co-author and editor of Hudson River Lighthouses, as well as the editor of the Pilot Log. She has an MA in Public History from the University at Albany and has been with the museum since 2012. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
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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! 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. 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. AuthorGeorge W. Murdock, (b. 1853-d. 1940) was a veteran marine engineer who served on the steamboats "Utica", "Sunnyside", "City of Troy", and "Mary Powell". He also helped dismantle engines in scrapped steamboats in the winter months and later in his career worked as an engineer at the brickyards in Port Ewen. In 1883 he moved to Brooklyn, NY and operated several private yachts. He ended his career working in power houses in the outer boroughs of New York City. His mother Catherine Murdock was the keeper of the Rondout Lighthouse for 50 years. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Editor's Note: The following text is a verbatim transcription of an article written by George W. Murdock, for the Kingston (NY) Daily Freeman newspaper in the 1930s. Murdock, a veteran marine engineer, wrote a regular column. Articles transcribed by HRMM volunteer Adam Kaplan. See more of Murdock's articles in "Steamboat Biographies". 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. AuthorGeorge W. Murdock, (b. 1853-d. 1940) was a veteran marine engineer who served on the steamboats "Utica", "Sunnyside", "City of Troy", and "Mary Powell". He also helped dismantle engines in scrapped steamboats in the winter months and later in his career worked as an engineer at the brickyards in Port Ewen. In 1883 he moved to Brooklyn, NY and operated several private yachts. He ended his career working in power houses in the outer boroughs of New York City. His mother Catherine Murdock was the keeper of the Rondout Lighthouse for 50 years. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Editor's Note: The following text is a verbatim transcription of an article written by George W. Murdock, for the Kingston (NY) Daily Freeman newspaper in the 1930s. Murdock, a veteran marine engineer, wrote a regular column. Articles transcribed by HRMM volunteer Adam Kaplan. See more of Murdock's articles in "Steamboat Biographies". 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.” In 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. AuthorGeorge W. Murdock, (b. 1853-d. 1940) was a veteran marine engineer who served on the steamboats "Utica", "Sunnyside", "City of Troy", and "Mary Powell". He also helped dismantle engines in scrapped steamboats in the winter months and later in his career worked as an engineer at the brickyards in Port Ewen. In 1883 he moved to Brooklyn, NY and operated several private yachts. He ended his career working in power houses in the outer boroughs of New York City. His mother Catherine Murdock was the keeper of the Rondout Lighthouse for 50 years. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
A Surreptitious Christening The centuries-old tradition of christening a ship with champagne or similar liquid was carried on by Thomas S. Marvel at his shipyard in Newburgh - or at least it was until Saturday morning, March 31, 1906, when the magnificent steamer Hendrick Hudson was launched for the Hudson River Day Line. Thomas S. Marvel would not launch a vessel, no matter how small, without this ritual - nor would he willingly launch any hull on a Friday. Eben Erskine Olcott (“E.E.”), the President of the Day Line, was a strict teetotaler, and he decreed that the new steamer would be christened with a bottle of Catskill Mountain spring water. It might have been a fitting ritual for a Hudson River steamboat, but not quite what Captain Marvel had in mind. On the day of the launching, the sponsor, Miss Katherine Olcott, E.E.’s five-year-old daughter, and the invited guests stood upon the sponsor’s platform. There were assembled Miss Olcott, her mother and father, other members of the Olcott family and many dignitaries. Among the latter were S.D. Coykendall, President of the Cornell Steamboat Company and Stevenson Taylor, then Vice President of the W. & A. Fletcher Company (the prime contractor for Hendrick Hudson and builder of her engine and boilers) and later President of the American Bureau of Shipping. At the first movement of the slender, red lead-painted hull, Miss Olcott broke the bottle of spring water over her stern, proclaiming, “I christen thee Hendrick Hudson.” And in that manner the new steamer was well and truly baptized, or so it appeared from the vantage point of the sponsor’s party. However, the bottle of spring water, ornamented with white ribbon and sterling silver, and suspended by a white cord, was not the only christening fluid used that day, nor was Katherine Olcott the only sponsor. Eschewing his rightful position among the dignitaries on the platform, Thomas S. Marvel attended to a much more important task. He dispatched one of the yard workers to a nearby saloon on South William Street for a bottle of champagne. Upon the messenger’s return with the flask of the best French bubbly, the seventy-two year-old shipbuilder took up a position far aft and well out of sight of the devoutly dry Olcotts. When the massive hull began to move, he christened the vessel in a manner more appropriate to shipbuilding-but with no festive ribbons, no formality, simply a shower of champagne and broken glass that would assure good fortune for the new Day Line flagship. Thomas Marvel retreated quickly to safe ground once his task was completed. The Marvel family claimed that his escape from the massive oncoming structure was perilously close. E.E. Olcott apparently never knew of the second christening, but Hendrick Hudson, her good fortune assured, went on to a successful forty-five year life on the river. AuthorThis article was originally written by William duBarry Thomas and published in the 2003 Pilot Log. Thank you to Hudson River Maritime Museum volunteer Adam Kaplan for transcribing the article. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Editor's Note: The following text is a verbatim transcription of an article written by George W. Murdock, for the Kingston (NY) Daily Freeman newspaper in the 1930s. Murdock, a veteran marine engineer, wrote a regular column. Articles transcribed by HRMM volunteer Adam Kaplan. See more of Murdock's articles in "Steamboat Biographies". No. 4- The Knickerbocker The 291 foot “Knickerbocker” was a wooden-hull steamer built in 1843 by Smith and Dimon of New York, with her engine made by the West Point Foundry, and originally used in the “DeWitt Clinton.” Daniel Drew, Isaac Newton, and others of the People’s Line, were the owners of the “Knickerbocker” which was considered a very staunch and beautiful craft, plying the waters of the Hudson until 1846 when her owners sent her to the Stonington Line. She saw service on the Long Island Sound line for a number of years and was partially rebuilt for this work, being widened three feet forward of the wheels which were set back into pockets, thus making added stateroom accommodations. Once again the “Knickerbocker” returned to the Hudson river, meeting with various mishaps during her service. On September 1, 1856, the Knickerbocker” sailed from Albany, bound for New York, with 300 passengers and a quantity of freight and livestock aboard. Enroute down the river, the vessel hit a rock, displacing her boiler which caused the vessel to list to the larboard as the cargo and boiler rolled to one side of the craft. The pilot saw the danger and turned the vessel’s bow towards Fort Montgomery creek, three miles north of Peekskill, with the intentions of backing the stricken vessel into shallow water. The steamboat “Niagara” of the opposition line passed by while the “Knickerbocker” was in distress but disregarded all signals for assistance and plowed her way on up the river. The little steamer “Machanic” came to the aid of the “Knickerbocker” and took off 150 of the passengers, with the rest being rescued in small boats and taken to Peekskill. The rescued passengers on board the “Machanic” held a prayer and praise meeting at midnight to give thanks for their deliverance, and then they made up a purse of almost a thousand dollars which they presented to Captain Coe of the “Machanic.” The “Knickerbocker” drifted about with the tide and then sank. She was raised and repaired, and then saw service running in line with the “Hero” of the Merchants Through Line. In 1859 the “Knickerbocker” ran down and sank the sloop “Stephen Raymond” near Hastings. This collision came at night and the entire crew of the sloop perished. During the year 1862 the “Knickerbocker” plied the route between Rondout and New York, taking the place of the steamboat “Manhattan” until the new steamboat “Thomas Cornell” came into existence. This was the last of the “Knickerbocker” in this territory as she was then taken south and used for a troop transport, and later was wrecked on Chesapeake Bay. THE ACCIDENT ON THE HUDSON RIVER -- CORRECTION. There was an error in the report of the collision which occurred on the Hudson river on Monday evening, near Hastings. The steamer which sunk the sloop Stephen Raymond was not the North America, as was supposed, but the Knickerbocker, of the Merchants’ line, and there was only one man drowned instead of three, as reported. Captain Nelson, of the Knickerbocker, says the accident occurred by the sloop changing her course and luffing across the steamer’s bow when too near to prevent a collision. Two persons (Germans) [Editor's Note: Peter Dazel and William Hagan] climbed over the steamer’s bow as the sloop went down. The man at the wheel, named Conklin, could not be found. The two persons rescued proceeded with the steamer to Albany and returned on her yesterday to this city. AuthorGeorge W. Murdock, (b. 1853-d. 1940) was a veteran marine engineer who served on the steamboats "Utica", "Sunnyside", "City of Troy", and "Mary Powell". He also helped dismantle engines in scrapped steamboats in the winter months and later in his career worked as an engineer at the brickyards in Port Ewen. In 1883 he moved to Brooklyn, NY and operated several private yachts. He ended his career working in power houses in the outer boroughs of New York City. His mother Catherine Murdock was the keeper of the Rondout Lighthouse for 50 years. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Editor's Note: The following text is a verbatim transcription of an article written by George W. Murdock, for the Kingston (NY) Daily Freeman newspaper in the 1930s. Murdock, a veteran marine engineer, wrote a regular column. Articles transcribed by HRMM volunteer Adam Kaplan. See more of Murdock's articles in "Steamboat Biographies". No. 107- Highlander Almost from the day she slid down the ways into the water the “Highlander” was a part of the contests between steamboats for the honor of being the fastest and most efficient vessel on a particular route on the river. Later, after her days as a passenger vessel gave way to the era of more modern craft, the “Highlander” was converted into a towboat and continued her useful career on the river up which Henry Hudson’s “Half Moon” sailed centuries before in quest of a route to India. The wooden hull of the “Highlander” was constructed at New York in the year 1835 by Lawrence and Sneden. The length of her keel was 160 feet, with an overall length of 175 feet, and her beam measured 24 feet wide, her hold eight feet deep. Her engine was the product of the West Point Foundry, being of the vertical beam type with cylinder diameter of 41 inches with a 10-foot stroke. Two iron boilers were located on her guards, and her paddle wheels were 24 feet in diameter with buckets 10 feet long and a dip of 29 inches. She was rated at 313 tons. The “Highlander” was built for Thomas Powell, Samuel Johnson, and Robert Wordrop, for use on the Hudson river, and she was one of the finest and fastest steamboats of that period. While the “Highlander” was under construction at New York, another steamboat, the “James Madison,” was being built at Philadelphia to run in opposition to the “Highlander” on the Newburgh and New York route. The ensuing contests between these two vessels were frequent, and both steamboats claimed a share of the honors. The pages of Hudson river steamboat history are marred considerably by the disasters caused by contests between steamboats when overtaxed boilers exploded and fire swept vessels from stem to stern, but these records fail to shed light on any accidents that resulted from the rivalry of the “Highlander” and the “James Madison.” The “James Madison” was finally placed in service between Albany and New York and her name changed to the “Oneida”- thus bringing to an end the contests with the “Highlander.” The “Highlander” continued operating on the Newburgh and New York route until 1846 when the steamboat “Thomas Powell,” a new and faster vessel, made her appearance. She was next seen as an excursion steamboat, and later she appeared on the Rondout and New York route, as a passenger vessel. In 1851 Thomas Cornell purchased the “Oneida” and changed her name back to the “James Madison,” and during this period both the “Highlander” and the “James Madison” were converted into towboats. In 1852 the “Highlander” and the “James Madison” were towing out of the Rondout creek to New York- the “James Madison” in the service of the Delaware and Hudson Canal Company and the “Highlander” for the Pennsylvania Coal Company from the Port Ewen docks. Following the season of 1852 the “Highlander” was taken to the Delaware river where she was used as a towboat until 1866 when she was dismantled and her engine installed in a new towboat, the “William H. Aspinwall.” AuthorGeorge W. Murdock, (b. 1853-d. 1940) was a veteran marine engineer who served on the steamboats "Utica", "Sunnyside", "City of Troy", and "Mary Powell". He also helped dismantle engines in scrapped steamboats in the winter months and later in his career worked as an engineer at the brickyards in Port Ewen. In 1883 he moved to Brooklyn, NY and operated several private yachts. He ended his career working in power houses in the outer boroughs of New York City. His mother Catherine Murdock was the keeper of the Rondout Lighthouse for 50 years. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
In 2004 the Steamship Historical Society of America produced the documentary film, "Steamboats: On the Hudson." Featuring footage from rarely seen private collections and from public archives, including scenes of the famous Robert Fulton, the last Hudson steamboat powered by a walking-beam engine. Historian Roger Mabie of Port Ewen contributes his first-hand knowledge of Hudson River steamboat history, and noted steam expert Conrad Milster offers perspective on the machinery that drove the era. The film also features Hudson River Maritime Museum Curator Emerita, Allynne Lange. In April, 2020, the Steamship Historical Society of America shared this documentary film on their YouTube channel, which allows us to share it with you! For over 150 years steamboats ruled the Hudson River, carrying passengers and freight between Albany and New York, and the many river communities in between. This program looks back at the golden age of steam, when spit and polish, and elegant surroundings marked a style of travel that has now disappeared. The Hudson is where steam navigation began, and it is where the American river steamer reached its ultimate expression, with enormous paddle-wheeled vessels carrying over 5,000 passengers. Featuring still photographs, historic film footage, and interviews, "Steamboats: On the Hudson" documents the evolution of steam vessels on the Hudson, from the early 1800s up to the final trip of the steamer Alexander Hamilton in 1971. We hope you enjoy this engaging and informative documentary film. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Editor's Note: The following text is a verbatim transcription of an article written by George W. Murdock, for the Kingston (NY) Daily Freeman newspaper in the 1930s. Murdock, a veteran marine engineer, wrote a regular column. Articles transcribed by HRMM volunteer Adam Kaplan. See more of Murdock's articles in "Steamboat Biographies". No. 157- General Slocum Mention of the steamboat “General Slocum” brings to many persons the memory of a great disaster- a catastrophe that has been labeled “the greatest disaster in the steamboat history of the world”; for it was aboard the “General Slocum” that 1,021 persons, bent on a merry-making excursion, met death. Devine Burtis, Jr., built the wooden hull of the “General Slocum” at Brooklyn in 1891. Her 235 foot keel was laid on December 23, 1890, and she was launched on April 18, 1891. Her over-all length was 255 feet, breadth of hull 37 feet six inches (over her guards she was 70 feet), depth of hold 12 feet six inches. The gross tonnage of the “General Slocum” was listed at 1,284, with net tonnage at 1,013. W.A. Fletcher Company of Hoboken, N.J., built the vertical beam engine which had a cylinder diameter of 53 inches with a 12 foot stroke. She carried two boilers- 23 and a half feet long and nine and a half feet in diameter. The “General Slocum” was built expressly for the excursion trade, operating between New York and Rockaway Beach in line with the steamboat “Grand Republic,” and she was the first of the large excursion steamboats to adopt the innovation of hardwood finish on her outside joiner woodwork. The Knickerbocker Steamboat Company were the owners of the “General Slocum”- using her as a replacement for the steamboat “Columbia,” a sister ship to the “Grand Republic,” which had been sold to the Baltimore & Ohio Railroad Company during the winter of 1888. The “General Slocum” and the “Grand Republic” ran on the Rockaway route for several years, and were then placed in the excursion business on the Hudson river and Long Island Sound- being the largest excursion steamboats out of New York. Then came the tragic event which placed the greatest stain on the pages of steamboat history and caused the “General Slocum” to be remembered with feelings of horror. On June 15, 1904, the “General Slocum” was chartered by the Sunday School and members of the congregation of St. Mark’s German Lutheran Church of New York City for an excursion. A few minutes before 10 o’clock in the morning the “General Slocum” left the recreation pier at the foot of East Third street and started up the East River at a 15 knot clip- it being the plan of the captain to reach Locust Grove, Long Island, the destination of the excursionists, shortly after the noon hour. When the “General Slocum” reached a point opposite 97th street several of the crew, who were on the lower deck, saw puffs of smoke coming through the seams in the flooring. For some reason that will never be known, the discovery was not immediately communicated to Captain Van Schaick. Some of the deck hands went below and ran into the second cabin- believing they could easily extinguish the fire. They found the place a furnace, and rushed above to notify Mate Edward Flanagan of the blaze. The mate directed the fire apparatus placed in use and in turn notified the captain. Captain Van Schaick signaled Pilot Conkling to proceed at full speed ahead and point the bow of the vessel towards North Brothers Island- which was a good mile ahead. The wind was blowing from the north and the swift progress of the “General Slocum” caused a strong air-current which fanned the flames and drove tongues of the fire backwards into the faces of the excursionists, who became panic-stricken. Mothers scurried frantically about in an endeavor to collect their families and guide them to a supposed place of safety while the crew turned their efforts to fighting the raging fire which was fast gaining terrifying proportions. People crowded back onto the after decks of the vessel and children were trampled. A policeman named Kelb endeavored to restore order but his efforts were in vain. It was just 10:20 a.m. when the “General Slocum” was beached at North Brothers Island. When she struck bottom her bow was in four feet of water but her stern, where all the people were crowded, was in approximately 30 feet of water. The instant the vessel grounded many of the terrified passengers, believing they were in shallow water, jumped overboard. Scores of them never came to the surface. To add to the catastrophe the beaching of the vessel caused the stanchions supporting the hurricane deck to collapse under the weight of the milling passengers. Hundreds of unfortunates were hurled downward into the roaring furnace and were instantly burned to death. Later the vessel sunk and many of the bodies were never recovered. In all there were 1,021 people who lost their lives in this great disaster. The hull of the “General Slocum” was later raised and sold to J.H. Gregory of Perth Amboy, N.J., to be broken up, but was later turned into a coal barge. The coal barge was sold to a Philadelphia company on June 15, 1905, for use on the Delaware river- but neither Mr. Gregory nor the purchasers realized at the time that the sale had been made on the anniversary of the fire. The converted hull of the “General Slocum,” bearing the name of “Maryland,” was lost off the New Jersey coast in the vicinity of Sandy Hook on December 3, 1911, and was never recovered. The sister ship of the “General Slocum,” the “Grand Republic,” was likewise destroyed by fire- on April 26, 1924, at the foot of West 156 street. AuthorGeorge W. Murdock, (b. 1853-d. 1940) was a veteran marine engineer who served on the steamboats "Utica", "Sunnyside", "City of Troy", and "Mary Powell". He also helped dismantle engines in scrapped steamboats in the winter months and later in his career worked as an engineer at the brickyards in Port Ewen. In 1883 he moved to Brooklyn, NY and operated several private yachts. He ended his career working in power houses in the outer boroughs of New York City. His mother Catherine Murdock was the keeper of the Rondout Lighthouse for 50 years. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
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