|
Editor's Note: The following text is a verbatim transcription of an article written by George W. Murdock, for the Kingston (NY) Daily Freeman newspaper in the 1930s. Murdock, a veteran marine engineer, wrote a regular column. Articles transcribed by HRMM volunteer Adam Kaplan. For more of Murdock's articles, see the "Steamboat Biographies" category.  Steamboat "Jacob H. Tremper" in upper Hudson River, calm water, icehouse and fields in background. Hudson River Maritime Museum collection Steamboat "Jacob H. Tremper" Built originally for a local concern, Romer & Tremper, with offices in Rondout, the steamboat “Jacob H. Tremper” was a familiar sight sailing in and out of the Rondout creek a few years ago. Today, the “Jacob H. Tremper” is no more as she was broken up in 1928, but memories of this graceful steamboat are not very dim in the minds of local residents, and the tone of her whistle still haunts the hillsides along the banks of the Rondout creek. The wooden hull of the “Jacob H. Tremper” was built by Herbert Lawrence at Greenpoint, New York, in 1885, and her engine was constructed by W.A. Fletcher & Company of New York. She was 180 feet long, breadth of beam 30 feet, two inches. Her tonnage was listed as gross 572 and net 432, and her vertical beam engine had a cylinder diameter of 44 inches with a 10 foot stroke. The “Jacob H. Tremper” was built for the firm of Romer & Tremper of Rondout to be used as a freight and passenger vessel on a daytime run between Newburgh and Albany. She ran in line with the steamboat “M. Martin.” In August of 1884 the steamboat “Eagle,” which had been running on the Newburgh route since 1856 and for several years before 1884 in line with the “M. Martin,” was destroyed by fire, and the “Jacob H. Tremper” was built to replace the “Eagle.” The new steamboat proved to be an exceptionally fine vessel for the purpose for which she was built. She had a large freight capacity and fine accommodations for passengers, and these advantages soon made themselves evident by the appearance of the “Jacob H. Tremper” as one of the first vessels placed in service in the spring of the year and the last steamboat to be laid up in the fall. In the winter of 1899 the Romer & Tremper fleet of river steamboats was purchased by the Central Hudson Steamboat Company of Newburgh. This transaction included the steamboats “Jacob H. Tremper, “M. Martin,” “James W. Baldwin,” and “William F. Romer.” Another distinction which places the “Jacob H. Tremper” apart from many of the other Hudson river steamboats was her exceptionally clear record. In fact, only one accident to the “Jacob H. Tremper” was demed worthy of note in her history. This accident occurred on Monday morning, July 21, 1913. On this morning, the “Jacob H. Tremper” left Newburgh at her usual time for Albany. On her way up the river she struck an uncharted rock off Esopus Island. The captain immediately ordered her course set for the mud flats off Staatsburgh on the east side of the river, and at this place she sunk rapidly. Following this experience, the “Jacob H. Tremper” was raised and repaired and again placed in service, and in 1916 she was plying her regular route under the command of Captain John Dearstyne. The “Jacob H. Tremper” was also one of the last of the sidewheel steamboats of her class to continue in service on the waters of the Hudson river as a freight and passenger vessel. In the fall of 1928 the “Jacob H. Tremper” was deemed unfit for further service and was laid up at Newburgh, and in July of the following year she was sold to a junk dealer and broken up at Newburgh.  Steamboat "Jacob H. Tremper" turning around on Rondout Creek. Tugboat "Rob" docked, also can see another side wheeler docked ahead of Tugboat "Rob". Unidentified man on dock. Hudson River Maritime Museum collection. AuthorGeorge W. Murdock, (b. 1853-d. 1940) was a veteran marine engineer who served on the steamboats "Utica", "Sunnyside", "City of Troy", and "Mary Powell". He also helped dismantle engines in scrapped steamboats in the winter months and later in his career worked as an engineer at the brickyards in Port Ewen. In 1883 he moved to Brooklyn, NY and operated several private yachts. He ended his career working in power houses in the outer boroughs of New York City. His mother Catherine Murdock was the keeper of the Rondout Lighthouse for 50 years. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
0 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. For more of Murdock's articles, see the "Steamboat Biographies" category.  Steamboat "City of Troy" at dock, Troy, New York. Donald C. Ringwald Collection, Hudson River Maritime Museum "City of Troy" The hull of the “City of Troy” was built of wood by John Englis and Son of Greenpoint, N.Y., in 1876, and was 280 feet long. Her engine was a vertical beam engine from the steamboat “Fire Cracker,” and was rebuilt by the Quintard Iron Works of New York. The “City of Troy” was built for the Citizens’ Line of Troy to take the place of the “Sunnyside” which was lost the year previous, and she made her first trip under the command of Captain L.D. Deming on June 15, 1876, from New York to Troy. At that time the new craft was one of the finest and largest of the night boats plying the waters of the Hudson and she had accommodations for a large number of passengers as well as ample space for freight. The running mate for the “City of Troy” during its first year in service was the “Thomas Powell.” In 1877 the new steamboat “Saratoga” was added to the Citizens’ Line and the two boats ran together on the same route for many years. The fastest trip ever made by the “City of Troy” occurred in the summer of 1897, when she completed the New York to Troy run in nine hours and six minutes. The engine of the “City of Troy” has an amazing history. As was stated above, it was originally built for the steamboat “Fire Cracker,” constructed in 10861 for service in Chinese waters. The “Fire Cracker” traveled to China under her own power but was later wrecked on the China coast and her engine shipped back to New York. Thomas Cornell of Rondout purchased the engine and then in the winter of 1876 sold it to the Citizens’ Line. Once again the flames ended the career of a river steamer. On April 5, 1907, the “City of Troy” left her pier at the foot of West 10th street at 6:15 p.m., heavily loaded with freight and passengers, bound for Troy. On the way up the Hudson she caught fire and burned up to the water’s edge alongside the private dock of Edwin Gould at Dobbs Ferry. Every one of the 90 passengers reached shore safely due to the coolness and bravery of Captain Charles H. Bruder and his crew, but the magnificent steamer was completely destroyed, with the exception of her boilers, which were later used on the “Saratoga.” AuthorGeorge W. Murdock, (b. 1853-d. 1940) was a veteran marine engineer who served on the steamboats "Utica", "Sunnyside", "City of Troy", and "Mary Powell". He also helped dismantle engines in scrapped steamboats in the winter months and later in his career worked as an engineer at the brickyards in Port Ewen. In 1883 he moved to Brooklyn, NY and operated several private yachts. He ended his career working in power houses in the outer boroughs of New York City. His mother Catherine Murdock was the keeper of the Rondout Lighthouse for 50 years. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Editor's Note: The following text is a verbatim transcription of an article written by George W. Murdock, for the Kingston (NY) Daily Freeman newspaper in the 1930s. Murdock, a veteran marine engineer, wrote a regular column. Articles transcribed by HRMM volunteer Adam Kaplan. For more of Murdock's articles, see the "Steamboat Biographies" category.  Steamboat "Poughkeepsie" at dock. Richard V. Elliott Collection, Hudson River Maritime Museum Poughkeepsie The tale of the steamboat “Poughkeepsie” is the story of a vessel that is still in service- although today the name “Westchester” has replaced “Poughkeepsie" and she is no longer a familiar figure on the Hudson river. The steel hull of the “Poughkeepsie” was built by the Tampa Foundry and Machine Company at Tampa, Florida, in 1916. Her hull was 206 feet 8 inches long, with an overall length of 215 feet; breadth of beam 47 feet; depth of hold 14 feet 2 inches; gross tonnage 1,366; net tonnage 948. She carried a triple expansion engine with cylinder diameters of 18 1/2, 28, and 46 inches, with a stroke of 30 inches. The “Poughkeepsie” was built for the Central Hudson Steamboat Company of Newburgh, and was the largest steel steamboat built south of Virginia yards up to that time. She was launched on September 25, 1916, and was delivered to the Central Hudson Company at New York in April 1917. The hull of the “Poughkeepsie” was or extra heavy steel construction with reinforced frame below the water line for the purpose of battling river ice during the winter months. The first deck was used exclusively for freight, the second deck containing staterooms which would accommodate 32 passengers, aft of the pilot house. The new steamboat represented an investment of a quarter of a million dollars at the time she joined the fleet consisting of the “Benjamin B. Odell,” “Homer Ramsdell,” and “Newburgh.” The first route of the “Poughkeepsie,” under the banner of the Central Hudson Steamboat Company, was between Rondout and New York, running in line with the “Benjamin B. Odell.” She was under the command of Captain Amos Cooper, with William Ross, pilot, and Howard Caniff, chief engineer. During the period in her career she became very popular with the traveling public, especially as an excursion vessel during the summer months. In May 1929 the Hudson River Night Line and the Hudson River Dayline jointly purchased the Central Hudson Company’s steamboats, and then the “Poughkeepsie” and the “Benjamin B. Odell” were placed on the night line between New York and Albany. These two steamboats made their last trip on the night line late in November 1936, and were then withdrawn from service.  "Poughkeepsie" after she became "Westchester" making afternoon cruise from New York City to Playland, Rye Beach. Richard V. Elliott collection, Hudson River Maritime Museum. Measurements were taken of the “Poughkeepsie" for the purpose of conversion into an excursion vessel, and on January 13, 1937 she was transferred to the Meseck Steamboat Company who immediately solicited bids for her conversion. On February 4, John A. Meseck, president of the new owners of the “Poughkeepsie,” announced that the Tietjan and Lang yards had been awarded the contract for the re-construction at a cost of $169,780. The name “Westchester” replaced “Poughkeepsie”, and the re-vamped vessel made a trial trip on May 15, 1937 with a thousand guests aboard. On Memorial Day, 1937, the “Westchester” entered regular service between Jersey City, New York, and Rye Beach. Today the “Westchester” is considered to be the finest equipped excursion vessel in New York harbor, with a licensed carrying-capacity of 2,000. She still carries the deep, booming whistle which echoed from the Highlands of the Hudson when she sailed on the river under the name “Poughkeepsie,” but she rarely plows the waters of the Hudson. Occasionally she appears on a moonlight excursion on the Hudson river, but her regular service keeps her in and around New York harbor, and the steamboat “Poughkeepsie” no longer exists in the pages of Hudson river history. 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.  "Belle Horton". Donald C. Ringwald Collection, Hudson River Maritime Museum Belle Horton Constructed as a replacement for a steamboat that had been destroyed by fire, the “Belle Horton” was in service for 25 years on various routes and finally was also the victim of the flames which brought to a close the careers of many of the Hudson river steamboats. The wooden hull of the “Belle Horton” was built by Van Loan and Magee at Athens, New York, in 1881, and her engine- a vertical beam type with a cylinder diameter of 32 inches with a seven foot stroke- was the product of Fletcher, Harrison and Company of Hoboken, New Jersey. The vessel’s hull measured 135 feet, six inches in length, with a breadth of beam listed at 25 feet five inches, and a depth of hold of seven feet five inches. Her gross tonnage was listed at 305, and her net tonnage at 224. The “Belle Horton” was built for the Citizens’ Line of Troy to take the place of the steamboat “Golden Gate,” which had been destroyed by fire during the summer of 1880. Due to the shallow water in the upper Hudson river between Troy and Albany, the larger night boats, “City of Troy” and “Saratoga,” sometimes experienced difficulty in navigating the river between these two cities, and the “Belle Horton” was often used as a tender to these two larger vessels. Because of her fine lines and graceful appearance the “Belle Horton” became a favorite with the river-minded public and she was used frequently for excursion parties on the upper Hudson river during the summer months. The year of 1894 marked the end of the steamboat “Belle Horton” in excursion service, and she was then chartered out to run between Newark and New York. The following two years, 1895 and 1896, found the “Belle Horton” in service between Keyport, N.J., and New York on the route formerly traversed by the steamboat “Magenta,” which had been chartered to run between the Battery, in New York city, to Bay Ridge, Brooklyn. During the time of the Spanish-American War, 1897-1898, the “Belle Horton” was running between New York city and Norwalk, Conn., and in 1899 she was returned to Troy where she was again used for excursion purposes. For one month during this period in her career the “Belle Horton” was in service between Peekskill and New York, replacing the steamboat “Chrystrah,” which was laid up for repairs to a broken shaft. The beginning of the 20th century closed the career of the “Belle Horton” on the waters of the Hudson river. The trim little steamboat was sold and taken to Norfolk, Va., where she was placed in service as an excursion boat on the James river. She sailed the James river between Norfolk and a place called Pine Beach, and the name “Belle Horton” disappeared from her sides- giving way to the name “Pine Beach.” In 1906, after a quarter of a century of service, the “Pine Beach” was destroyed by fire- thus erasing from active service the steamboat which had been known to travelers of the Hudson river as the “Belle Horton.” AuthorGeorge W. Murdock, (b. 1853-d. 1940) was a veteran marine engineer who served on the steamboats "Utica", "Sunnyside", "City of Troy", and "Mary Powell". He also helped dismantle engines in scrapped steamboats in the winter months and later in his career worked as an engineer at the brickyards in Port Ewen. In 1883 he moved to Brooklyn, NY and operated several private yachts. He ended his career working in power houses in the outer boroughs of New York City. His mother Catherine Murdock was the keeper of the Rondout Lighthouse for 50 years. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Editor's Note: The following text is a verbatim transcription of an article written by George W. Murdock, for the Kingston (NY) Daily Freeman newspaper in the 1930s. Murdock, a veteran marine engineer, wrote a regular column. Articles transcribed by HRMM volunteer Adam Kaplan. For more of Murdock's articles, see the "Steamboat Biographies" category.  Steamboat "Shady Side". Tracey I. Brooks Collection, Hudson River Maritime Museum. No. 86- Shady Side ———-- Little is known of the steamboat “Shady Side” in this section of the Hudson Valley, as the territory she served on the Hudson river was within short distances of New York city. The wooden hull “Shady Side” was built at Bulls Ferry, New Jersey, in 1873 and she was powered by-an engine produced by Fletcher, Harrison and Company of New York. Her dimensions were listed as: Length of hull, 168 feet, one inch; breadth of beam, 27 feet, five inches; depth of hull, nine feet, five inches; gross tonnage, 444, net tonnage 329. Her engine was the vertical beam type with a cylinder diameter of 44 inches and an eight foot stroke. The “Shady Side” was a remarkably swift and handsome steamboat of medium size. She was built for the New York and Fort Lee passenger day line, running in line with the steamboat “Pleasant Valley.” Later she was purchased by the Morrisania Steamboat Company and in 1874 she was running in line with the steamboats “Morrisania” and “Harlem between Morrisania and New York. This line was in competition with the regular Harlem boats, “Sylvan Dell,” “Sylvan Stream,” and “Sylvan Glen,” which were in service until 1879 when the elevated railroad system in New York city began to make inroads into the steamboat passenger business and finally forced the steamboats to cease operation- being sold in 1881 under the foreclosure of mortgage. The “Shady Side” was then used in and around New York harbor until 1902 when she was placed in service on the New York-Stamford, Connecticut route. The “Harlem” and “Morrisania” were also used in New York harbor, chartered to excursion parties, and saw service on short routes from the metropolis. In the spring of 1895 the “Morrisania” was taken to Hoboken to have some repairs made. While there she caught fire and her joiner works were damaged to such an extent that it was decided not to rebuild the vessel. Her hull was then taken to Harlem and converted into a coal barge. The “Harlem,” the other vessel which ran in line with the “Shady Side” for the Morrisania Company, was sold in 1903 to a Boston concern and placed in service in Boston Harbor where she was destroyed by fire about a year later. The “Shady Side” ran on the Stamford route until 1921. Later she was sold to Marcus Garvey of the Black Star Steamship Line, who used her for excursions until the fall of 1922 when she was completely worn out. The “Shady Side” was then taken to Fort Lee on the west side of the Hudson River and beached on the mud flats- a short distance from where she had been launched a half-century before. Here she slowly decayed, the last of the great fleet of fast steamboats which ran between Harlem and New York until the elevated railroad forced the steamboats to cease operation. 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. The "Rosedale" was featured in this week's Media Monday blog post, a 1911 film of New York Harbor.  Steamer "Rosedale" underway, flags flying, likely heading to or from Coney Island. Donald C. Ringwald Collection, Hudson River Maritime Museum. Deemed one of the most handsome steamboats of her class ever to sail the waters of the Hudson river, the “Rosedale” enjoyed an existence of 45 years in which she saw service on many routes and finally was consumed by flames in the same port where she was launched many years before. The wooden hull of the “Rosedale” was constructed at Norfolk, Virginia in 1877, being 216 feet long. She had a breadth of beam of 34 feet two inches, depth of hold 10 feet. The gross tonnage was 938 with the net tonnage rating of 677, and she was powered with a vertical beam engine with a cylinder diameter of 50 inches with a 12 foot stroke. The “Rosedale” was built for service on the James river but was soon brought north to New York waters. Her first appearance in New York harbor created much favorable comment among steamboat men who admired her trim lines and considered her a very handsome vessel for her class. Few steamboats in and about New York harbor at that period carried their boilers in the hold and forward of the engine as did the “Rosedale.” In the summer of 1878 the “Rosedale” was placed in service between Peekskill and New York as a dayboat. This period of service was short-lived and the “Rosedale” next appeared as an excursion vessel around New York harbor, also making trips to Coney Island.  Glass plate negative of three passenger steamboats at the Bear Mountain Docks. Steamboat "Mary Powell" at far left, "Commander" in the center, and "Rosedale" approaching at right. Donald C. Ringwald Collection, Hudson River Maritime Museum. On September 18, 1879, the “Rosedale” inaugurated a day service under the management of Captain Anning J. Smith, between New York and Bridgeport as an opposition vessel, and the fare from Bridgeport to New York was reduced to sixty-five cents or one dollar per round trip. This opposition was continued until 1892 when the “Rosedale” was taken into the rival steamboat line. 1902 marked the advent of several new steamboats for use on this route, with the result that the “Rosedale” was laid up for a time. During the summer months of 1905 and 1906, Captain Smith engaged in the excursion business, running the “Rosedale” to Coney Island and Rockaway Beach. The spring of 1907 found the “Rosedale” running on the James river during the Jamestown Exhibition; the following fall the steamboat was back in New York harbor. In the spring of 1908 the “Rosedale” was again used on the Rockaway Beach route and for short routes around New York. Philadelphia was the next port of call for the “Rosedale” as she appeared in and around the Quaker city on the Delaware river in 1917 and continuing there until 1920. She was then taken to Norfolk, Virginia and laid up at the Merritt & Chapman yard. Fire ravaged the Rosedale in 1922 while she was laid-up at Norfolk, ending the career which had begun 45 years previous at the same port. 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.  Steamer "Saratoga" underway on the Hudson River, undated, Tracy I. Brooks Collection, Hudson River Maritime Museum. Known by rivermen as a “hard luck steamboat,” the “Saratoga” plied the waters of the Hudson river for 33 years, and during that time was responsible for some loss of life as well as doing a great deal of damage to the vessel itself. She played a foremost part in the coincidences which labeled steamboats whose names began with the letter “S” as “hard luck vessels.” John Englis and Son of Greenpoint, N.Y., built the wooden hull of the “Saratoga” in 1877. Her keel was 285 feet long with an overall measurement of 300 feet, the breadth of her hull was 56 feet (over the guards she was 70 feet), and she was listed for 1,438 gross tons and 1,281 net tons. Her vertical beam engine came from the “Sunnyside” and was a product of Secor Iron Works of New York city- built in 1866. The cylinder diameter measured 56 inches with a 12 foot stroke. She had two steel return tubular boilers, and her wheels were 32 feet in diameter with 26 buckets to each wheel with a dip of 30 inches. The "Saratoga" and the "City of Troy" ran in line between New York and Troy, forming the Citizen’s Line; the “Saratoga” having replaced the steamboat “Neversink” which had seen service on this route for a year, having replaced the “Thomas Powell” which was discarded in 1876. The month of June, 1877 makes the first trip of the “Saratoga” to Troy, sailing under the command of Captain Thomas Abrams, with Abram Parsell as chief engineer [editor's note - Abram Parsell was a relative of Rondout Lighthouse keeper Catherine Murdock]. She boasted sleeping accommodations for 550 people, a large freight carrying capacity, and a speed of 16 miles per hour. She was built at a cost of $175,000. The first accident recorded in the history of the “Saratoga” occurred on September 29, 1886. She left Troy on Monday evening, bound for New York with 230 passengers and 80 tons of freight aboard. About 2 o’clock in the morning, when the “Saratoga” was a mile south of Tivoli, she suddenly came in contact with something with such force that her joiner work was cracked and the vessel halted. It developed that her pilot had miscalculated his whereabouts and had run at full speed on the flats between Little Island and the tracks of the Hudson River railroad. Soundings showed that the steamboat was embedded in the mud in only five feet of water- and it was not until October 11, 1886 that she was floated again.  Steamer "Saratoga" partially sunk, undated, but probably 1906. Wilton Collection, Hudson River Maritime Museum. On March 26, 1897, the “Saratoga” left her wharf at Troy for New York at 7:30 o’clock. Upon turning around she refused to obey her rudder, with the result that she smashed into the Congress street bridge at Troy. The river was high and the current swift, and she was thrown against the pier on her starboard side, carrying away much of her upper wood-work. Distress signals were immediately displayed which brought the steamer “Belle Horton” and a tugboat to her aid, and she was towed to the dock where she was later repaired. July 29, 1897, the “Saratoga,” while steaming up the river bound for Troy, collided with a large steam yacht, the “Hermonie.” She almost went to the bottom on this occasion- the accident occurring near Stony Point. The “Hermonie” struck the “Saratoga” on the starboard side, destroying her barroom, injuring one passenger and tossing many sleeping passengers from their bunks.  Glass plate negative of the steamer "Saratoga," sunk near Barrytown, Hudson River, Oct. 13, 1906. Donald C. Ringwald Collection, Hudson River Maritime Museum. Other accidents are recorded in which the “Saratoga” was a factor, but she continued on the New York-Troy line until sunk in a collision with the steamboat “Adirondack” on Friday, October 12, 1906, off Crugers Island, 60 miles below Troy. She was carrying a large number of passengers when this accident occurred, and was running in a light fog. Two lives were lost and several were injured. Clarence Sherman, an oiler on the Saratoga, was crushed to death, and George E. Horton, a freight clerk on the “Adirondack,” was knock overboard and drowned. The “Saratoga” was struck on the port side, being torn up from a point just aft of the wheelhouse almost to the stern. The port boiler was torn from the guards and dropped overboard. The “City of Troy” came along at this time and took off the passengers before the “Saratoga” went to the bottom.  Glass plate negative of the steamer "Saratoga" sunken at Barrytown, October, 1906, being raised by a crane barge. Donald C. Ringwald Collection, Hudson River Maritime Museum. The “Saratoga” was raised, repaired, and sold, and was then taken to the Jamestown Exhibition (1907), where she was used as a hotel during the summer. The “City of Troy” burned in 1907 and her boilers were installed on the “Saratoga” which was then placed on the route between New York and Albany (the summer of 1908), as an opposition vessel in line with the steamboat “Frank Jones” and running under the banner of the Manhattan Navigation Line. The “Saratoga” plowed the waters of the Hudson river until the fall of 1910 when she was deemed worn out and dismantled. Her hull was purchased by Charles Bishop of Rondout, in 1911, and taken to Port Ewen and broken up.  Steamboat "Saratoga" at Albany, NY, October, 1908. Tracy I. Brooks Collection, Hudson River Maritime 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. For more of Murdock's articles, see the "Steamboat Biographies" category. The First Steamboat "North America" The first “North America” made her appearance on the Hudson river in the days when steamboats were scarce and not very practical, and after a little more than 10 years of service, she encountered the heavy ice- the nemesis of many steamboats- and had her career abruptly ended on the bottom of the river. The wooden hull of the “North America” was built by William Capes at New York in 1827, and her engine was constructed by John Stevens at Hoboken, N.J. Her hull was 218 feet long, her beam measured 30 feet across, and her hold was only eight feet deep. She had two vertical beam engines with cylinders having a diameter of four inches with a nine foot stroke. Robert L. Stevens was the owner of the “North America,” and she was built for service between New York and Albany at a time when river transportation was entering upon an era of prosperity which brought forth many of the now famous steamboats and recorded in history glorious tales of the Hudson river. The “North America” had a pair of beam engines and, as she was a rather light vessel, her owner had a hog frame on a truss placed in her to stiffen the hull. This was a departure from the methods of steamboat construction of that period and as a result the water lines of the “North America” were rather “hard” and she had what was termed a “spoon bow.” These engines of the “North America” made 24 revolutions per minute and her history indicates that the vessel was not noted for speed- her best time recorded from New York to Albany being 10 hours and 30 minutes. When loaded with freight the “North America” drew six feet of water and burned from 25 to 30 cords of wood on the 155 mile trip between New York and Albany. Robert L. Stevens ran the “North America” for several years and finally sold her to Isaac Newton and others who ran her in line with the “DeWitt Clinton.” In the fall of 1839, while on one of her regular trips from New York to Albany, the “North America” ran afoul of a field of heavy ice a short distance below Albany. She was unable to cope with the pressure of the ice which eventually cut through her planking, causing her to sink into the waters of the Hudson river and thus brought her career to an abrupt end.  Image of painting of the second steamboat "North America". Tracey I. Brooks Collections, Hudson River Maritime Museum. The second steamboat "North America" The 230 foot “North America” appeared in 1839, built by Devine Burtis at Brooklyn. Her vertical beam engine had a 48 inch cylinder and 11 foot stroke and she had two Milliken Patent boilers. The new steamboat was built for Isaac Newton and other parties for the People’s Line of Albany, and was the second boat called the “North America” which was built for this line plying between Albany and New York. The “North America” was in service only a short time when she had a new and larger consort, the “South America.” Together, these vessels brought fame to the Hudson river as they plied between the two cities, setting a fine style for the construction of steamboats. They eclipsed all their predecessors both in speed and style, and the “North America” was the first steamboat to use blowers for artificial blast, in the furnaces of boilers, by an independent engine. The “North America” ran on the Albany route until the year 1850 or 1851, when she was retired from the People’s Line and then used as a consort to the “South America” and the “Hero” on the New York-Hudson night line. She was finally purchased by Captain Jacob H. Tremper, of the Rondout firm of Romer & Tremper night line, and was placed in service between Rondout and New York in line with the steamboat “Manhattan” until the fall of 1860, when she was replaced by the new “James W. Baldwin.” The vessel was then sold to J. W. Hancox and D.D. Chamberlain, and was chartered out in 1862 and 1863 at $325 and $400 per day. Finally, on July 9, 1863, she was sold to the federal government for $55,000. The “North America” was sunk at Algiers, Louisiana, opposite New Orleans, on October 8, 1863- and later was raised and taken to New Orleans, where she was broken up.  1854 advertisement for the second steamboat "North America". Donald C. Ringwald Collection, Hudson River Maritime 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. For more of Murdock's articles, see the "Steamboat Biographies" category  Steamer "Chauncey Vibbard" at dock in Poughkeepsie, sometime prior to 1880. Note the two smokestacks. Donald C. Ringwald Collection, Hudson River Maritime Museum. The “Chauncey Vibbard” was a wooden hull steamer built by Lawrence and Foulkes of Brooklyn for dayline service running between New York and Albany. When constructed in 1864, her original length was 265 feet, but after two seasons on the river she was hauled out of the river, cut in two, and lengthened 16 feet which gave her a hull span of 281 feet. At this time her 55-inch cylinder was replaced with a 64 ½ inch cylinder. Destined to become one of the famous river boats, the “Chauncey Vibbard” began her passenger-carrying career on June 20, 1864, and her appearance was the cause of a great deal of comment concerning her graceful proportions and beauty of structure. While running at high speed she portrayed a dignity and grace which was almost unseen up to that period, and scarcely a wave broke from her stem to the paddlewheels. She was for years the pride of the late Commodore Van Santvoord who spared neither time nor money in his efforts to make the “Chauncey Vibbard” second to none of the steamboats plying the waters of the Hudson. In 1864 she made the run from New York to Albany in 6 hours and 21 minutes- fast time for a steamboat of that period.  Steamer "Chauncey Vibbard" underway on the Hudson, sometime after 1880. Note the three boiler stacks. Tracy I. Brooks Collection, Hudson River Maritime Museum. In 1880 the “Chauncey Vibbard” was rebuilt. Her two boilers located on the guards were removed and three new boilers were placed in the hold of the vessel with three smokestacks going up from the center of the vessel- an operation which altered the appearance of the vessel considerably. Thus she ran for seven years, then giving way to the steamer “New York.” Following her retirement from regular service, the “Chauncey Vibbard” was held in reserve as the “Daniel Drew” had been, but her territory was soon shifted and her last years were spent away from the Hudson river. In 1895 she was sold, going to the Delaware river for service between Philadelphia and Lincoln Park, being used both on regular runs and for excursions. During the peace jubilee in 1899 directly following the Spanish-American War, she joined the naval parade - and this was the beginning of the end for the once-proud vessel. Crowded with passengers celebrating the return of peace, the “Chauncey Vibbard” began leaking and was run on a sand bar to prevent disaster. She was later towed to Cramer’s Hill and there dismantled as late as 1902 where the wreck of her hull remained for many years. One noteworthy fact in the career of the “Chauncey Vibbard” was her clean slate- no disaster or accident until her last trip to the sand bar. During her quarter-century activity on the Hudson river she carried millions of travelers from all over the world who viewed with delight the wonderful scenery of the highlands of the Hudson from the deck of one of the finest steamboats ever to ply the waters of the Hudson river- the “Chauncey Vibbard.” AuthorGeorge W. Murdock, (b. 1853-d. 1940) was a veteran marine engineer who served on the steamboats "Utica", "Sunnyside", "City of Troy", and "Mary Powell". He also helped dismantle engines in scrapped steamboats in the winter months and later in his career worked as an engineer at the brickyards in Port Ewen. In 1883 he moved to Brooklyn, NY and operated several private yachts. He ended his career working in power houses in the outer boroughs of New York City. His mother Catherine Murdock was the keeper of the Rondout Lighthouse for 50 years. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Editor's Note: The following text is a verbatim transcription of an article written by George W. Murdock, for the Kingston (NY) Daily Freeman newspaper in the 1930s. Murdock, a veteran marine engineer, wrote a regular column. Articles transcribed by HRMM volunteer Adam Kaplan. For more of Murdock's articles, see the "Steamboat Biographies" category  Steamboat "Crystal Stream" as painted by James Bard, 1882. Mariners' Museum Collection, Newport News, VA. The steamboat known as the “Crystal Stream” is another of the vessels familiar to folks of the Hudson valley as an excursion boat; but unlike many of her running mates in the same business, the “Crystal Stream” traveled north from the Hudson river to New Brunswick- where she met her end. The 132 foot six inch wooden hull of the “Crystal Stream” was constructed at Bulls Ferry, New Jersey, in 1875. With a breadth of beam measuring 25 feet six inches, the “Crystal Stream” had a gross tonnage rating of 268 with a net tonnage of 167. She was powered with a vertical beam engine constructed by Fletcher, Harrison & Company of New York, which had a cylinder diameter of 36 inches with an eight foot stroke. When the vessel was launched she was christened the “Nelson K. Hopkins.” Being a medium-size steamboat, she was placed in the excursion business in and about New York harbor. The “Nelson K. Hopkins” was in service for only a very short time when she was partially destroyed by fire. Records do not disclose the details of this fire, but the steamboat was rebuilt and, when she again made her appearance, she carried the name of “Crystal Stream.” The initial service of the “Crystal Stream” was on a regular route between New York city and Nyack on the Hudson river. Just how long she remained on this run is not known, but she was later found to be in the excursion business, and was finally purchased by William Myers who used her for towing the excursion barges on the Hudson river during the summer months. The “Crystal Stream” became a familiar sight along the lower section of the Hudson valley and along the shores of the picnic groves on Long Island Sound. At this particular time in the nation’s history, excursions were a popular sport, and many such outings were a regular part of the program of Sunday Schools and organizations. The “Crystal Stream” hauled many heavily-laden barges of merry-makers to various picnic grounds, and her record does not show any black mark of misfortune in this service. In the summer of 1902 the “Crystal Stream” was sold to parties in St. Johns, New Brunswick. Thus, instead of traveling south as many of the Hudson river excursion vessels did, the “Crystal Stream” headed north for more service- and her destruction. The “Crystal Stream” was in service on the St. Johns river until the night of June 21, 1907 - when the flames brought her career to a close. Most of the people aboard the vessel were asleep when fire turned the “Crystal Stream” into a seething furnace. Those who were sleeping aft, when awakened by the choking smoke and roaring flames, escaped in a small boat. Others on the vessel found themselves shut in by walls of fire and were forced to dash through the flames in an effort to escape. Many were fortunate to make the wharf at River Point, where the vessel was tied up, but several women were badly burned, and three of the crew lost their lives. The steamboat was a total loss- thus ending a career of 34 years. 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!
|
AuthorThis blog is written by Hudson River Maritime Museum staff, volunteers and guest contributors. Archives
March 2023
Categories
All
|
RSS Feed