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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 Contributing Scholar Carl Mayer. See more of Captain Benson’s articles here. This article was originally published February 13, 1972. Back in 1929 when I was a deckhand on the steamer “Albany” of the Hudson River Day Line, I thought maybe I’d like to go quartermaster on one of the boats of the Saugerties Evening Line. I walked from the 42nd Street Pier of the Day Line down to Pier 43, North River, at the foot of Christopher Street—where the Saugerties boat would be tied up during the day. I wanted to talk to an old friend of my brother’s from their days on the “Onteora.’’ He was pilot on the steamer ‘‘Robert A. Snyder” and his name was Harry Grough. As we sat in the Snyder’s pilot house talking and looking out over the harbor, we could hear all kinds of steam whistles from all sorts of floating equipment— including tugboats, ferries, ocean liners and sidewheel steamboats. I told him I thought I would like a quartermaster’s position if one was open. Captain Absent He said I would have to see, the captain, Richard Heffernan. The captain, however, was not aboard that afternoon as he had gone downtown to get the boat’s papers renewed, and would not be back until just before sailing time. Harry said to me, “If I were young like you, Bill, I would go over to Jersey and get a job on the railroad tugs. That’s where the business is. This business is dying out every day.” Then, we went down on the freight deck. Harry said, “Look, here it is almost 3:30 p.m. and we only have a few boxes and bags on board. A few years ago at this time, this deck would have been piled right up to the carlings with all kinds of freight.” Harry continued, “Tonight, we’ll be lucky if we have a half dozen passengers. The passengers used to start to come on board at 2 p.m. and, by now, the staterooms would be sold out. Tonight, you could take your pick of almost anyone you’d want. This Line can’t go on like this very long. When the company doesn’t make a dollar, then we don’t have a job either. No, Bill, you will be better off going on the tugboats.” He Was Right Over the years, I found out for myself Harry was right. The Saugerties Evening Line boats were the ‘‘Robert A. Snyder’’ and the ‘‘Ida.” Every night, one would leave Saugerties, sail out Saugerties Creek and make landings at Tivoli, Barrytown, Rhinecliff and Hyde Park on its sail to New York. When the “Snyder” and “Ida” were operating back in those long ago days, every night at about 7:30 of 8 p. m. one would hear one or the other blow three long whistles for the Rhinecliff landing to take on freight and passengers. Between 1 and 2 a.m. in the lonely morning hours the up boat would be heard blowing her whistle for Jim Conroy, the dock master at Rhinecliff, to take its lines. To the tugboatmen, the night boats were like old friends. During the long night and early morning hours, it was indeed pleasant to see the night boats approaching in the distance and hear the slap, slap of their paddle wheels in the stillness of the night. A Glittering Crown Then, as they passed by, they would often blow a low salute on their whistle. As they faded into the night, their deck and cabin lights would blend into a glittering crown of light reflecting on the water. I remember on several occasions Dan McDonald, the pilot on the “Osceola,” telling me how he would be coming down river with a large tow off Germantown, and on a clear night look down the river at about 3 a.m. and see one of the Saugerties boats coming up off Crugers Island; then turn and show her green starboard light as she went into Saugerties Creek. He would remark how nice it must have been at that hour to get tied up and go to your room in the pilot house block and sleep until you felt like getting up and then look out on the quiet and peaceful dock at the fine little village of Saugerties. No worries about morning fog, how the tow was going to follow, or old leaky brick or stone scows in the tow. The “Robert A. Snyder” was layed up for good in 1931 at her dock on Saugerties Creek. As there was only enough business for one boat, the “Ida,’’ since she had a steel hull and was the younger boat, continued for one more year. Then in 1932 she was quietly layed up. Strangely, the Saugerties Evening Line, serving Saugerties and small villages on the upper Hudson, outlasted all the other night lines on the river except the big night boats to Albany. The Central Hudson Line, serving Kingston, Poughkeepsie and Newburgh went out in 1929 and the last boat of the Catskill Evening Line stopped for good in 1931. Finally, in 1932, the automobile and the Great Depression took their tolls of the last night boat from Saugerties. AuthorCaptain William Odell Benson was a life-long resident of Sleightsburgh, N.Y., where he was born on March 17, 1911, the son of the late Albert and Ida Olson Benson. He served as captain of Callanan Company tugs including Peter Callanan, and Callanan No. 1 and was an early member of the Hudson River Maritime Museum. He retained, and shared, lifelong memories of incidents and anecdotes along the Hudson River. 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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During the heyday of Hudson River Valley commerce and industry, the Town of Saugerties, at the mouth of Esopus Creek, was a leading harbor and shipping facility. For most of the 19th and into the 20th centuries, Saugerties attracted freight vessels and passenger boats, going to and from New York City, 90 miles to the south, and Albany, 40 miles to the north. One of the most important waterfront facilities in the nineteenth and early twentieth centuries was the Bigelow Dock at the hamlet of Malden, two miles above the village of Saugerties and now part of the town. Eighteenth-century settlers built grist mills and lumber mills along the creeks and riverfront, and much of the timber being cut in the surrounding Catskill Mountains, as well as the hides being tanned, was brought to Saugerties for shipment to market. In 1808, commerce in timber and hides appealed to Connecticut-born Asa Bigelow, who developed the riverfront at Malden. A builder of fast sailing sloops, Bigelow was enterprising and industrious,, and he succeeded in winning considerable freight that otherwise would have gone to the Saugerties or Catskill docks. In 1810, Bigelow built a two-story brick store at the river’s edge, which still stands today, and is a private residence. His Malden wharf- known as the Bigelow Dock- and his warehouses thrived, with blue stone becoming a major product. Saugerties and Ulster County historian Karlyn Knaust Elia describes the commercial vitality of Saugerties and the surrounding region in an online history of the town: “Before the Civil War the iron works processed pig iron and scrap, and employed three hundred people working round-the-clock shifts. Manufacture of paper, calico prints, white lead and paint, and shipment of hides helped support the community and created a business district. Typical nineteenth century tradesmen lined the streets above the docks and mills. When the early industries failed after mid-century, paper, brick making, gunpowder, farm goods, river ice, and especially blue stone from area quarries, replaced them. Two thousand men were employed at one time in quarrying, dressing and shipping about one and a half million dollars’ worth of blue stone annually from Glasco, Malden, and Saugerties. The blue stone was used for curbing and paving, crosswalks, doorsills and windowsills and much of it found its way to New York City. The Ulster White Lead Company at Glenerie produced nine hundred tons of lead each year…. Later in the nineteenth century Saugerties became a popular landing and hostelry for tourists going to boarding houses in the Catskill Mountain foothills. Its location on the Hudson made Saugerties ideal for harvesting ice from the river. The ice industry thrived during the 1880’s to the 1900’s. Ice houses were located in Glasco and Malden. Ice was also harvested on the Upper Esopus and on the Sawyerkill. The brick industry grew in the 1880’s when Washburn Brothers and Empire State Brick Company opened their brickyards. Later the Staples and Hutton Brickyards were established. As did many regional entrepreneurs, Asa Bigelow also developed roads, invested in railroads, and established manufacturing facilities, including brickyards. By 1890, the shipment of Portland cement became the Bigelow Dock’s most important commercial product. Thereafter, new brickyards were established and many thrived until the mid-20th century. Brick maker Terry Staples eventually bought out the Bigelow family’s interest in the Malden waterfront operation and ran one of the most successful brickyards on the river. Malden’s fortunes are now closely linked to the Town of Saugerties, but its heritage as an enterprising Hudson River center of commerce is rich and enduring, mainly thanks to Asa Bigelow and the Bigelow Dock. AuthorThis article was written by Stuart Murray and originally 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!
In the spirit of the Seven Sentinels film, today we are revisiting a time in which all lighthouse keepers in the country were direct political appointments by the President of the United States. This form of political patronage was legally in place until the 1890s, and in the early days of lighthouses, meant that keepers were replaced at every election. Although numerous Hudson River Lighthouse keepers were removed - for one reason or another - under this system, one of the most egregious examples was the removal of lighthouse keeper Dorcas Schoonmaker of the Saugerties Lighthouse. Dorcas became keeper after the death of her husband Abram Schoonmaker, who had replaced former keeper (and member of the opposite political party) Joseph Burhans in the last. In 1849, Dorcas, a widow with young children, was removed from her position and Joseph Burhans was put back in place. There were few options for widowed women to make a living for their families in the 1840s and '50s, especially if they did not own a home from which to operate a boarding house or similar business. We have found at least two newspaper articles eviscerating President Zachary Taylor for his decision to replace Dorcas (even though it is likely he had no hand in the decision-making at all, leaving it to local party bosses). But perhaps justice was ultimately served - Taylor became the shortest-serving president in U.S. history, dying suddenly just 16 months after taking office. You can read transcriptions of the newspapers below, both of which quote the Saugerties Telegraph: "Taylor Continues Proscribing Women." Monmouth Democrat, Freehold, NY, August 9, 1849. The conduct of the heartless Administration is daily developing more and more of its enormous propensities for proscription. The removal of prominent office holders, of indomitable Democracy and enemies of every phase of whiggery, is a prerogative in the exercise of which we shall not complain. But when women, widows with families of children, are hunted and deposed, to gratify a vindicative [sic] political revenge, we think such outrages should call upon the head of Taylor the indignation of every honest man in the community. We have noticed previously, the removal of women from petty post-offices, the income barely being sufficient for their support. The latest instance which has come to our knowledge, is as disgraceful as those which have preceeded [sic] it. It is the removal of Mrs. Dorcas Schoonmaker, a poor and highly respectable lady, from the office of keeper of the Saugerties light-house, in the Hudson River - The Telegraph, published in that village, thus alludes to the case. Under President Tyler's Administration, in 1844, Abram E. Schoonmaker was appointed keeper of the light-house at this place [Saugerties]. He had been a boatman for years, and was at that time unable to perform hard labor. His appointment gave universal satisfaction to both parties. The salary supported him and his family. He was very attentive to his duties, and continued to hold office to the time of his death, in 1846. During the last year of his life, while he was confined to his room, and the greater part of the time to his bed, the duties were performed by his wife, and with such marked regularity and attention as to receive the universal commendation of the boatmen on the river. So interested were the masters of vessels on the Hudson on behalf of this lady, then as now a widow, with a family of children dependent on her for support, that a petition for her appointment to the office was at once drawn up, numerously signed, and forwarded to the proper department, and she was accordingly appointed. She has held the office from that time until this week, when she was removed to make room for Joseph H. Burhans, who was considered, it seems, entitled to receive it from the present administration - being a blue-light Federalist of the Hartford Convention school. It further states a remonstrance had been forwarded to the proper authorities, protesting against her removal, signed by every steamboat captain and every sloop captain navigating the Hudson, to whom it was presented, Whigs as well as Democrats, being a large majority of the officers of boats on the river; all of whom bore testimony that never since the first establishment of the light-house, has the light been kept with that care at all times of night as during the time when Mrs. Schoonmaker had charge of it. But all to no purpose. The voters of Ulster county will give Taylor such a demonstration at the next election, as will teach him a lesson which the Whigs of this State will be compelled to commit to memory. On the same day, all the way down in Tennessee, Mrs. Dorcas Schoonmaker also made the news, in largely the same language: "The Second Washington," The Daily Union (Nashville, Tennessee), August 9, 1849. General Taylor has removed Mrs. DORCAS SCHOONMAKER, a poor and highly respected lady, from the office of keeper of the Saugerties light-house, in the Hudson River. The Telegraph, published at that place, thus alludes to this case: Under President Tyler's Administration, in 1844, Abram E. Schoonmaker was appointed keeper of the light-house at this place [Saugerties]. He had been a boatman for years, and was at that time unable to perform hard labor. His appointment gave universal satisfaction to both parties. The salary supported him and his family. He was very attentive to his duties, and continued to hold office to the time of his death, in 1846. During the last year of his life, while he was confined to his room, and the greater part of the time to his bed, the duties were performed by his wife, and with such marked regularity and attention as to receive the universal commendation of the boatmen on the river. So interested were the masters of vessels on the Hudson on behalf of this lady, then as now a widow, with a family of children dependent on her for support, that a petition for her appointment to the office was at once drawn up, numerously signed, and forwarded to the proper department, and she was accordingly appointed. She has held the office from that time until this week, when she was removed to make room for Jos. H. Burhans, who was considered, it seems, entitled to receive it from the present administration - being a blue-light Federalist of the Hartford Convention school. The Cincinnati Enquirer says that a remonstrance has been sent to Washington against her removal, signed by every steamboat Captain and sloop Captain navigating the Hudson, to whom it was presented - whigs as well as democrats - being a large majority of all the officers of boats on that river; all of whom bear testimony that never since the first establishment of the light-house, has the light been kept with that care at all times of night as during the time when Mrs. SCHOONMAKER had charge of it. Is not that small business for the "Second Washington?" With references to the Cincinnati Enquirer, it seems as though the plight of Mrs. Schoonmaker may have gone "viral" in 1849, with her story published in multiple newspapers throughout the country. Sadly, Dorcas, who had lost several children in addition to her husband, moved in with one of her adult daughters and died just a few years later, in 1851, at the age of 49. She is buried with Abram in Mountain View Cemetery in Saugerties, NY. 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! You can also donate to support the museum's upcoming documentary film, "Seven Sentinels: Lighthouses of the Hudson River," which will include this story and many more.
View this fascinating video detailing the history of the Esopus Creek. The history and community of Saugerties, New York, is interpreted through its relationship to the Esopus Creek and Hudson River. Directed by Katie Cokinos and Guy Reed. Original Music: Carl Mateo. Camera and Editorial: Alex Rappoport. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today! Editor's Note: The following text is a verbatim transcription of an article written by George W. Murdock, for the Kingston (NY) Daily Freeman newspaper in the 1930s. Murdock, a veteran marine engineer, wrote a regular column. Articles transcribed by HRMM volunteer Adam Kaplan. For more of Murdock's articles, see the "Steamboat Biographies" category The “Ansonia” was built for the New York-Derby, Conn., route in the year 1848, with George Deming, captain, Frederick Perkins, pilot, and John M. White, chief engineer. She was 190 feet long with a 28 foot beam, and ran on Long Island Sound on the Derby route until 1860, when she was purchased by Brett & Matthews of Fishkill Landing, refitted and renamed the “William Kent.” Under the name of the “William Kent,” this steamboat sailed the Hudson between Fishkill Landing and New York until 1861, when she was chartered by the government for the transportation of troops for the sum of $700 per day. She was employed by the federal government for a period of 77 days and was then discharged from service. About this time the government passed a law which said that unless a steamboat was entirely rebuilt, her name could not be changed. The purpose of the law was to protect the public who might think they were traveling on a new boat when in reality the only thing new would be the name. This law necessitated the name “Ansonia” being again emblazoned on the sides of the “William Kent,” and so under the original name of the “Ansonia” she plied the Delaware river between Philadelphia and Cape May in the year 1862. Following this sojourn at the Quaker City, the “Ansonia” was brought back to New York and placed in service on her former route between Fishkill Landing and the metropolis as a freight and passenger carrier under Captain J.T. Brett. Following this she was sold to the Saugerties Steamboat Company and began regular trips between Saugerties and New York. In the winter of 1892 the Ansonia was rebuilt at South Brooklyn, being lengthened to 205 feet, and her name was changed to the “Ulster,” with a tonnage rating of 780 gross tons or 580 net tons. On November 11, 1897, the “Ulster” ran on the rocks at Butter Hill, just below Cornwall-on-Hudson about midnight and rested there with her stern submerged in the water and her bow on the rocks. She slipped off the rocks and sunk in 30 feet of water. At the time of the accident she was heavily loaded with freight and carried 105 passengers, all of whom were safely landed on shore. A further account of this disaster tells of the “Ulster” leaving New York about seven o’clock in the evening on an exceedingly stormy night. When she reached Haverstraw Bay, a wind storm arose and blew down the river at a rate of about 30 miles an hour. The pilot hugged the west shore of the river so as not to face the full force of the gale. The river was very rough and when opposite Butter Hill, the “Ulster” was blown on the rocky shore and a hole stove in her hull. Most of the passengers were in their berths at the time but they were quickly aroused and gotten off with a minimum of confusion. The “Ulster” was raised and rebuilt and placed in service on her regular route, running until the fall of 1921, when she was taken up to Rondout creek to Hiltebrant’s shipyard and was there rebuilt in the winter of 1922. The Vulcan Iron Works of Jersey City constructed a new boiler for the steamer and her name was changed to the “Robert A. Snyder” in honor of the late Robert A. Snyder who was for many years the president and superintendent of the Saugerties and New York Steamboat Company. She ran on the Saugerties line in conjunction with the steamboat “Ida." On Friday, February 20, 1936, the “Robert A. Snyder” was crushed by the ice as she lay in the lower creek off Saugerties where she had been tied up with her sister ship, the “Ida”, since the Saugerties Line ceased operation some four years before. The water was shallow at that point and the remains of the once famous boat now lies rotting to pieces on the muddy bottom of the Saugerties Creek, a sight that will bring back many memories of the olden days on the Hudson river to any of the old boatmen who were active at the time when the “Robert A. Snyder” was running on her regular schedule. AuthorGeorge W. Murdock, (b. 1853-d. 1940) was a veteran marine engineer who served on the steamboats "Utica", "Sunnyside", "City of Troy", and "Mary Powell". He also helped dismantle engines in scrapped steamboats in the winter months and later in his career worked as an engineer at the brickyards in Port Ewen. In 1883 he moved to Brooklyn, NY and operated several private yachts. He ended his career working in power houses in the outer boroughs of New York City. His mother Catherine Murdock was the keeper of the Rondout Lighthouse for 50 years. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Editor's Note: The following text is a verbatim transcription of an article written by George W. Murdock, for the Kingston (NY) Daily Freeman newspaper in the 1930s. Murdock, a veteran marine engineer, wrote a regular column. Articles transcribed by HRMM volunteer Adam Kaplan. For more of Murdock's articles, see the "Steamboat Biographies" category No. 72- Air Line Today we delve into the archives of Mr. Murdock’s steamboat collection to learn of the history of a ferryboat which ceased operating between Saugerties and Tivoli just 23 years ago. Many of our readers will well remember this vessel as she was somewhat of a curiosity as far as her type was concerned. The “Air Line” was a wooden hull vessel built at Philadelphia in 1857. She was 73 feet long, breadth of beam 20 feet, depth of hold six feet, five inches, gross tonnage 71, net tonnage 52, and she was powered with a vertical engine. Originally this odd ferryboat was constructed for the Air Line Railroad Company of Pennsylvania and was one of the first of the walking beam type ferryboats ever constructed in this country. Her great bar walking beam coupled with the fact that she had only one bow instead of the customary two which are the rule for ferryboats, labeled the “Air Line” as a distinct curiosity. The “Air Line” also holds a doubtful record of having made the trip from Philadelphia to Sandy Hook via the Atlantic Ocean; her owner refusing to pay toll charges to the New Jersey canals. A photograph in the Murdock collection shows the “Air Line” with her one bow, long narrow alleyways separated by the engine house down the center of the vessel. An octagon-shaped pilot house stands atop the engine house with the great bar walking beam directly behind and a high smokestack rising from the middle of the steamboat. Lifeboats were mounted on the roofs of the side cabins. John N. Snyder operated the “Air Line” when she plied the waters of the Hudson river between Saugerties and Tivoli, and because of her single bow, the vessel had to be turned completely after each crossing. For this reason the fare on the “Air Line” was the largest charged on any ferryboat on the Hudson river - a situation which would make a New Jersey commuter rise up in wrath if he had to pay the of 25 cents each time he crossed the river. The “Air Line” served the public between the two upriver towns for almost 58 years, continuing in service until 1915, when she was deemed worn out and sold to John Fisher, who took her to Rondout and dismantled her. AuthorGeorge W. Murdock, (b. 1853-d. 1940) was a veteran marine engineer who served on the steamboats "Utica", "Sunnyside", "City of Troy", and "Mary Powell". He also helped dismantle engines in scrapped steamboats in the winter months and later in his career worked as an engineer at the brickyards in Port Ewen. In 1883 he moved to Brooklyn, NY and operated several private yachts. He ended his career working in power houses in the outer boroughs of New York City. His mother Catherine Murdock was the keeper of the Rondout Lighthouse for 50 years. Editor's Note: The following text is a verbatim transcription of an article written by George W. Murdock, for the Kingston (NY) Daily Freeman newspaper in the 1930s. Murdock, a veteran marine engineer, wrote a regular column. Articles transcribed by HRMM volunteer Adam Kaplan. For more of Murdock's articles, see the "Steamboat Biographies" category at right. No. 59 - “Saugerties” ————-- She came from “foreign waters” under the name of the Shenandoah, she served on the Hudson River under the name of the Saugerties, and she went to a watery grave as the result of the ravages of flames; thus reads a brief history of the Saugerties. Her wooden hull, built at Brooklyn in 1882, was 200 feet long with a 33 foot breadth of beam, and she was rated at 424 net tons. A vertical beam engine with a 36-inch diameter cylinder and a 10 foot stroke furnished the power for the Saugerties. The steamboat was originally named the Shenandoah and was built for the old Dominion Steamship Company in whose service she plied the James river and Chesapeake Bay, carrying freight and passengers to and from the company’s steamships in Norfolk, Va. In 1888 the Shenandoah was purchased by the Saugerties Company to run between Saugerties and New York on the night line in line with the steamer Ulster. She was completely overhauled and her name changed to the Saugerties, and she was advertised as “the largest little steamboat on the Hudson river.” On Sunday, November 23, 1906, the Saugerties, under Captain Charles Tiffany, made her last run and ended her career as another steamboat that fell before the flames which wrote finis to the term of service of many of the river steamboats. The fire occurred at the dock at Saugerties village and caused the death of Charles Rosch, a member of the crew from New York city. The Saugerties arrived at her dock at the up-river village on Sunday morning with a cargo of freight and passengers. It being Sunday, no freight was removed from the steamboat which was scheduled to make her return trip to New York on Monday evening. About 5 o’clock on that Sunday afternoon in November, flames were discovered coming from the oil room of the vessel, and a few moments later the entire lower section of the boat was ablaze. The men who were aboard the steamer were compelled to flee for their lives and were unable to take the time to gather any of their possessions other than the clothes they were wearing. The ill-fated Rosch, a member of the crew, made his way back to the burning steamer after he had safely reached the wharf, in order to rescue a suit of clothing in which he had four dollars. Others on the wharf shouted to him that his efforts were foolhardy but he dashed into the smoke and flame and was suffocated. The flames spread to all parts of the stricken vessel with amazing rapidity, eating their way along the upper deck and completely enveloping the steamer within 15 minutes. The roar of the fire could be heard for some distance and the heat from the flames was terrific. The burned hulk sank at the dock at 2 o’clock Monday morning; the water of the Saugerties inlet squelching the last flames too late to save the fine steamboat. The Saugerties had been practically rebuilt during the years when she was the property of the Saugerties Steamboat Company, and her loss was estimated at $100,000. Of that sum, $80,000 was the estimate placed on the vessel itself and the other $20,000 was the value of the cargo. 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. |
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