No. 10- Francis Skiddy
Appearing on the river for the first time in June, 1852, the 1,235 ton, 322 foot “Francis Skiddy” created somewhat of a sensation, as she was one of the most up-to-date vessels that had yet sailed into the waters of the Hudson.
              
During the “forties,” steamboats began to appear with saloons on the second deck, with the “Empire,” “Oregon,” “Isaac Newton” and “Hendrick Hudson” among the first to be so constructed. These vessels were used on the night lines, and the dayboats had their dining rooms in the hold aft. They all carried pilot houses on the second deck, but in the year 1852 the “Francis Skiddy” was launched with the saloon on the second deck and the pilot house resting on a third deck. As a further departure from the usual standards, the “Francis Skiddy” sported a long and extensive promenade on her second deck for the use of the passengers. This innovation was formed by a roof extending from just forward of the boilers to a point a short distance aft of the after boilers, and from that point to the stern a light framework was erected on which an awning could be stretched. The design was the creation of George Collyer, of New York city.
              
On June 30, 1852, the “Francis Skiddy” left the foot of Chambers street, New York, and sailed up the river to Hudson in the time of five hours and three minutes, allowing 20 minutes for five landings en route. This is a speed of 23.04 miles per hour and established a record which this vessel held until some time after the Civil War. On her regular run between New York and Albany, the “Francis Skiddy” averaged seven and a half hours and made a round trip every 24 hours for a period in 1853.
              
In 1855, the “Francis Skiddy” was rebuilt into a three-deck night boat, the cabins being placed on the second and third decks. This added weight brought her down lower in the water and caused her speed to be considerably less than before. These state rooms, built into her in much the same manner as those on the “New World” and the “Isaac Newton,” caused her to draw too much to make the trip to Troy, and so an additional hull was built around the old hull, decreasing the draft by two feet and thus making it possible to put into Troy. The larger hull was framed the same as that of a new boat and was fastened around the hull of the “Francis Skiddy” in such a manner that amidships there was a distance of six feet between the inner and outer hulls.
              
On the night of November 21, 1861, the “Francis Skiddy” was proceeding down the river off Blue Point, two miles below Poughkeepsie, and encountered the schooner “W.W. Reynolds.” It was a “pitch dark” night and the schooner had failed to hang out her lights, and before the pilot of the “Francis Skiddy,” Hazzard Morey, realized his proximety of the schooner, there was a crash. Morey veered his vessel to the windward but too late to avoid the collision, and the schooner’s bowsprit entered the galley’s window and penetrated the boiler of the “Francis Skiddy,” causing an explosion in which three of the firemen were killed and four passengers fatally scalded.
              
​The damage was repaired and the “Francis Skiddy” resumed her schedule. Then on the night of November 5, 1864, she ran aground at Van Wie’s Point, four miles below Albany, and was wrecked. Her engine was salvaged and placed in the new steamboat, “Dean Richmond,” in 1865, but her hull was broken up for scrap.

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. 100- Homer Ramsdell
Although she left the waters of the Hudson- the river where she was launched- nine years ago, the memory of the steamer “Homer Ramsdell” is still a vivid picture to many of the present generation, and the vessel which once plowed the waters of the Hudson river, is still in service although the name “Homer Ramsdell” no longer appears on her bow.

The steel hull of the “Homer Ramsdell” was built by the T.S. Marvel & Company at Newburgh in 1887, and her engine was the product of William Wright, also of Newburgh. Her dimensions are listed: Length of hull, 225 feet, 8 inches, breadth of hull 32 feet, 6 inches (over guards, 37 feet, 6 inches), depth of hold 11 feet, 9 inches; engine compound fore and aft, diameter of cylinders, high pressure 28 inches, low pressure 52 inches by 36 inch stroke. She had two steel boilers of the lobster-back type which were constructed by W. & A. Fletcher Company at Hoboken, New Jersey. Her gross tonnage was 1181, and her net tonnage 822.

The “Homer Ramsdell” was built for the night line between Newburgh and New York, and was launched on February 24, 1887. She was owned by the Homer Ramsdell Transportation Company of Newburgh, and was a large, speedy, first class propellor steamboat of the most modern design. Her speed was rated at 16 miles per hour and she cost $115,000 when she was completed.

Two fast trips recorded in the history of the “Homer Ramsdell,” one on August 21, 1887, and the other on July 28, 1889, (from New York to Newburgh), give a good indication of the speed of the steamboat, when she completed the trip in three hours and nine minutes, and three hours and seven minutes respectively.

One year before the launching of the “Homer Ramsdell,” the Homer Ramsdell Transportation Company had the propeller steamboat “Newburgh” built at Philadelphia. The “Newburgh” was launched at the Quaker city on April 1, 1886, and the steamer “Homer Ramsdell” was constructed as a consort for the “Newburgh” on the New York line. These two vessels plied this route until 1899 when a new company was formed. This new company, the Central Hudson Steamboat Company, was formed out of the former Poughkeepsie Transportation Company and the Romer & Tremper Line of Rondout.

On Sunday evening, May 21, 1911, after 24 years of service on the Hudson river, the steamer “Homer Ramsdell” burned to the water’s edge at her wharf at Newburgh. Michael Boyle, a deckhand, was drowned when he jumped overboard to escape the flames. The fire was caused by the explosion of a lamp, and four of the crew were on board when the fire started. Three escaped to the dock while Boyle remained behind in an endeavor to start the pumps. The deckhand, believing his escape to the dock to be cut off by the fire, leaped overboard and was drowned. The owners of the “Homer Ramsdell” estimated their loss to be $250,000.

The hull of the burned steamboat was rebuilt- part of the wood for the joiner works coming from the steamboat “Central Hudson.” (formerly the “James W. Baldwin”), which had been abandoned. The rebuilt “Homer Ramsdell” made her first trip on December 2, 1911, and continued in the service of the Central Hudson Steamboat Company until May 1929 when the Hudson River Night Line and the Hudson River Dayline jointly purchased the assets of the Central Hudson Steamboat Company at a receiver’s sale. Five steamboats were included in the transaction. These were the “Jacob H. Tremper,” “Homer Ramsdell,” “Newburgh,” “Benjamin B. Odell,” and the “Poughkeepsie.” The “Jacob H. Tremper” was of little use and was broken up at Newburgh in 1929, but the other four vessels were placed in service on the Hudson river.
              
On November 28, 1929, the Nantasket Beach excursion fleet was burned. The destroyed vessels (all sidewheelers) included the “Old Colony,” “Mary Chilton,” “Rose Standish,” “Betty Alden,” and “Nantasket,” and this event marked what is probably the end of the “Homer Ramsdell’s” service on the Hudson river. In the spring of 1930 the “Homer Ramsdell” and the “Newburgh” were sold to the Nantasket Steamboat Company and were converted into excursion steamboats. May 1, 1930, saw the name “Homer Ramsdell” disappear from the bow of the former Hudson river vessel and the name “Alleston” take its place. The “Newburgh" was renamed the “Nantasket” on the same date, and the two vessels were taken east to run from Boston to Nantasket Beach where they are still in service.

                                                                    No. 89- Nuhpa
Built originally for service on the Hudson river, the “Nuhpa” was in use for 33 years and was finally broken up at Boston, Massachusetts, after spending her last years on Long Island Sound. During her career on the Hudson river, she ran afoul of the ice on two occasions, sinking in one instance and being run aground to save herself in the second encounter.
              
The hull of the “Nuhpa” was rebuilt from the hull of the ill-fated steamboat “Berkshire” which was destroyed by fire in 1864 with a loss of 30 lives.  [Editor's Note: see "Berkshire"'s story below.} J.R. Baldwin and H.S. Baldwin rebuilt this hull in 1865 at New Baltimore, N.Y., the length recorded as 253 feet, breadth of beam 37 feet, depth of hold 10 feet. The gross tonnage of the “Nuhpa” was listed at 1232, not (sic) tonnage 906, and she was powered with a vertical beam engine with a cylinder diameter of 37 inches with a five foot stroke. A feature of this engine was its placement- crosswise of the vessel with a direct connection with the propeller which was a departure from the usual custom of gears. This resulted in an exceptionally fast steamboat, and the “Nuhpa” was the largest propeller steamboat built for the Hudson river up to that period.
              
The “Nuhpa” was constructed for George H. Powers and other parties of Hudson, N.Y., for service on the Hudson and New York night route, and she has the distinction of being the largest and fastest vessel that ever made the city of Hudson her home port.
              
April 7, 1873, is the date of the first encounter with the ice- and the “Nuhpa” came out of the affair “second best.” She was on her way from the up-river city to the metropolis when she was crushed by the ice off Barrytown about 2 o’clock in the morning. She sank and was abandoned, and about April 25th was raised and towed to New York. She was repaired and returned to her regular route. In December, 1876, she again met defeat before the crush of the river ice- this time she was cut through by the ice and run ashore on Esopus Island to avoid sinking. This accident took place just above the location where the “Sunnyside” met her fate a year before.
              
​In the spring of 1877 the “Nuhpa” was returned to her regular route- seeing service for another year, when she was transferred to the excursion business, making a round trip per day from New York to Iona Island. On August 24, 1878, she was sold by the New York and Hudson Steamboat Company to parties in Bridgeport, Conn., and in 1879 she was again placed in service on excursion trips to Iona Island. In July, 1879, the name of the “Nuhpa” was changed to the “Metropolitan” and in 1880 the “Metropolitan” was sold to the New London Northern Railroad Company who operated her in line with the “Tillie” and “Doris” between New York and Groton, Connecticut, until 1896 when two new steamboats, the “Mohawk” and “Mohegan,” made their appearance, and the “Metropolitan” was laid aside as a spare vessel.
              
​ In 1897 the “Nuhpa” under the name of the “Metropolitan” was sold to a concern in Boston, Mass., who took her to Boston where she was broken up.

                                                            No. 22- Berkshire - 1864
The largest steamboat ever constructed for the Hudson-New York Route, the “Berkshire,” was one of the show boats of her time, but her career was short, and the memory of the “Berkshire” is one of those horrors which occurred in the early days of steamboating.

The “Berkshire” was built at Athens in 1864 with a 250 foot keel and a beam of 37 feet. She was owned by George H. Powers, of Hudson, and had a speed of 18 miles per hour.
           
On June 8, 1864, one of the most heartrending disasters in the annals of steamboating occurred to the “Berkshire.” She left Hudson early in the evening for New York City, and as she was rounding Krum Elbow about two miles from Hyde Park, a fire was discovered in her crank pit. The cause of this blaze was never determined but it was thought that some interested passenger who had been watching the great crank revolve, had actually dropped the lighted stump of a cigar into some cotton waste in the pit.
           
It was not long before the flames were roaring up through the engine shaft and setting fire to the deck cargo of bailed hay, cutting off communication from either end of the boat. There were 130 passengers aboard, most of whom had embarked at Hudson and Catskill, and of these 40 were either burned to death or drowned. The scene of the catastrophe was one that will long be remembered by the survivors, and the bravery of a Mr. Carter, of the editorial staff of the New York Times, who crawled over one of the paddle boxes to safety, leading with him many more, was one of the highlights of the accident. A Mrs. Hannaford, with a baby in one arm and her daughter in the other, leaped overboard, leaving her little son on the deck. Both her baby and daughter slipped from her grasp in the water and she herself was saved by a man who was obliged to let go his grasp on his own little boy in order to save the woman. All the children were lost. A Saugerties merchant by the name of French, jumped from the hurricane deck with his son and daughter clinging to him, and escaped the clutching fingers of death.
           
The heat of the flames had driven the engineers from their posts and the paddle wheels continued to revolve after the boat had run aground. Many of the struggling passengers who found themselves in the water, were disabled by being struck by the paddles or were forced out into the river by the current set up by the motion of the wheels, and were drowned. Those who were fortunate enough to escape were picked up by the “James W. Baldwin” of Rondout, which hurried to the rescue and put out small boats to pick up those in the water.
           
​What remained of the “Berkshire” was rebuilt into a freight and passenger craft named the “Nuhpa”, which ran the same route between Hudson and New York.

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

                                                            No. 174- Berkshire
The tale of the steamboat “Berkshire” is yet uncompleted as the vessel is still in existence, but for the past two seasons she has not been in service, and it is doubtful as to whether she will ever again ply the waters of the Hudson river.
              
The steel hull of the “Berkshire” was built by the New York Shipbuilding Company of Camden, New Jersey, in 1907, and her engine was the product of W. & A. Fletcher Company of Hoboken, New Jersey. The dimensions of the vessel are listed as follows: Length of keel, 422 feet; overall length, 440 feet; breadth of beam, 50 feet six inches; over guards 90 feet; depth of hold 12 feet nine inches. The gross tonnage of the “Berkshire” is listed at 4300, with net tonnage at 2918. Her engine is the vertical beam type with a diameter cylinder measuring 84 inches with a 12 foot stroke.
              
The launching of the steamboat known to the Hudson river as the “Berkshire” occurred in September, 1907, with the name “Princeton” appearing instead of “Berkshire.” The vessel was originally built for service between New York and Albany under the banner of the People’s Line, but for some reason was not completed after she was launched. For almost six years the uncompleted steamboat lay off Turkey Point on the Hudson river, and finally in 1913 construction was completed and the “Berkshire” began her career on the Hudson river.
​      
The People’s Line was always known to travelers of the river for its up-to-the-minute steamboats. Their vessels were the last word in steamboat construction with comfortable accommodations and luxurious furnishings- and the “Berkshire” was no exception. If there was anything lacking in the make-up of the “Berkshire” that would add to the safety and comfort of the passengers or the beauty and stability of the craft, it had not yet been invented or discovered.
              
In 1913 the “Berkshire” entered service, running on the Albany route in line with the “C.W. Morse,” and taking the place of the steamboat “Adirondack.” The latter vessel was laid up as a spare boat. With accommodations for 2,000 passengers and an average speed of 18 miles per hour under ordinary conditions, which could be increased to 20 miles per hour if necessary, the “Berkshire” son proved to be a popular vessel with river travelers. She boasted passenger elevators, a palm room, café and smoking room on the upper deck, richly furnished salons, and other modern features of river travel.
              
The “Berkshire” and the “Fort Orange,” formerly the “C.W. Morse,” were in regular service as night boats running to Albany in 1927. The “Berkshire” continued on the Hudson river until 1937- running in line with the “Trojan” during that season; and then she was laid up at Athens, where she has remained without turning a wheel for the past two seasons. Whether or not the “Berkshire” will again appear in regular service is unknown, but with the decline in river travel, followers of the steamboats are inclined to believe that the next trip of the “Berkshire” will be her last- to the scrap heap.
              
In 1941 the U.S. Government took an option on the “Berkshire.” She was towed to Hoboken, New Jersey on January 31, 1941. On June 25, 1941, “Berkshire” was towed to Bermuda to be used there as quarters. After the war she was broken up in Philadelphia.

                                                        No. 33- Adirondack
The last and largest of the wooden hull steamboats built for service on the Hudson river- that’s the distinction that belongs to the 420 foot “Adirondack”.
              
The “Adirondack” was built in 1896 by John Englis & Son at Greenpoint, for the People’s Line, of which John Englis was vice president. She was one of the most handsome and one of the best equipped vessels ever constructed for river navigation, and was a great improvement over the magnificent “Dean Richmond,” “Drew” and “St. John.” Her hull was built chiefly of wood, the frames were of oak, chestnut, and red cedar. She boasted five decks, the main, saloon, gallery, dome, and the hurricane, and she had 350 staterooms, including 24 parlors and four suites of parlors.
              
All rooms were furnished with iron and brass bedsteads, and there were also 286 berths in the cabins and 120 berths for the crew. The dining room was on the afterpart of the main deck with a seating capacity for 250 people. The main saloon was decorated in white, green and gold. An electric plant furnished power for 2,000 lights, plus a powerful searchlight mounted on the pilot house which would reveal objects over two miles away. The entire vessel cost well over a million dollars when completed.
              
The “Adirondack” was known as one of the Hudson river flyers. In May, 1899, she made a remarkable fast run- traveling from New York to Albany with 350 tons of freight and 400 passengers in six hours and 24 minutes actual running time.
              
The “Adirondack” ran in line with the “Dean Richmond” until the advent of the “C.W. Morse” in 1904. She then continued sailing the Hudson until 1913 when the “Berkshire” replaced her. The “Adirondack” was used as a spare boat until 1915, and then in the summer of 1917 she was commandeered by the federal government and taken to the Brooklyn Navy Yard for the purpose of housing recruits for the war.
              
​At the close of the World War the “Adirondack” was taken up the Hudson river to Athens and laid up. In December, 1925, she sank while laying at the dock and was then sold to a junkman and broken up.

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

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

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

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

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

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

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

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

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

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

                                                                 No. 31- Iron Witch
The “Iron Witch,” built in 1844 by Hogg and Delamater of New York, was constructed for Hudson river service and was one of the “freaks” of the early forties, having an iron hull. She was designed by John Ericsson, designer of the famous “Monitor” which engaged the Confederate ram “Merrimac” in the first battle of iron-clad vessels during the Civil War, and was fitted with a special type of engine and very small side-wheels.

The “Iron Witch” appeared on the river on August 10, 1846, and was placed in service on the Albany day route in line with the “Metamora”, forming an opposition line.

The first trip, from New York to Albany, required nine hours and 23 minutes. This time, which was the best she could do, placed the “Iron Witch” as a failure, and she was withdrawn from service in September. During the winter her side paddle wheels were removed and side screw wheels geared to the shaft were substituted, but they were of less value as a sped producer, and the steamer was abandoned.

After a time a beam engine with ordinary radial wheels was placed in the hull of the “Iron Witch”, and she was renamed the “Erie”. Under this name she was placed in service between New York and Piermont, the terminus of the Erie Railroad before the Civil War. In 1861 this engine was removed and placed in the ferryboat “Pavonia”, the first ferryboat built for the Erie Railroad Company to operate between New York and Jersey City. The “Delaware” and “Susquehanna” were the next two ferryboats built for the Erie Railroad in 1863. Then in 1869 the Erie Company had the “Jay Gould” and the “James Fisk, Jr.” built and added to their fleet of ferrys which were at that time the most handsome ferryboats in New York harbor.

Thus to the “Iron Witch” goes the honor of being the beginning of the Erie Railroad Company’s present fleet of ferryboats. 

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

                                                              No. 60- C.W. Morse
The 427 foot “C.W. Morse” was built in 1903 for the People’s Line of Albany, and was the first of the steamboats to be constructed with a steel hull. She was one of the most luxurious steamers built for Hudson river travel up to that time and was constructed to run in line with the magnificent “Adirondack” which had set a standard for excellent steamboat accommodations. The “C.W. Morse” had no less than 450 staterooms exclusive of those used by the officers.

The travelers first impression of the “C.W. Morse” was gained upon entrance into the magnificently proportioned and richly finished lobby or reception hall. On one side a beautiful mahogany stairway led up to the salon. From the vantage point of this stairway one could get a fine view of the lobby, brilliant in its gilded arched ceiling and exquisite mural decorations, and the dining saloon, a regal apartment with large windows closely set with an average breadth of 58 feet and with a seating capacity of 300 people. In addition to this main salon there were two handsomely furnished private dining rooms with richly carved mahogany woodwork and the ceiling decorated in gold and white and illuminated by 250 electric bulbs held in bronze-green fixtures.

There were a number of deluxe cabins whose walls were hung in silk and cotton of pleasing pinks, blues, and greens, and ceilings done in ivory and gold. These cabins were richly furnished with double beds, and had private baths and the arrangements were such that the cabins could be taken separately or in a suite.

The decks of the “C.W. Morse” were of unusual width and the upper deck permitted an unobstructed promenade around the entire steamer. Aft upon this upper deck was the large Palm Garden with the café adjoining it.

The “C.W. Morse” was equipped with electric thermostatic push buttons, fire alarms, automatic whistles, watchmen’s clock, telephones for special service, and where auxiliaries were not run by steam, electric motors were used. Two complete and separate systems of steering gear were used- steam driven and hand-driven.

A regular floating palace- that was the term that describes the “C.W. Morse.” The People’s Line had omitted nothing in her construction or equipment which made for safety or comfort, and no detail of luxury had been slighted.

In the fall of 1917 the “C.W. Morse” was acquired by the Federal Government and taken to the Brooklyn Navy Yard where she was used for housing navy recruits. At the close of the war she was returned to her old New York-Albany run. In 1923 she was renamed the “Fort Orange” and continued in regular service until 1927 when she was laid up at Athens and was used only occasionally after that. In the summer of 1935, after having been gradually stripped of her furnishings for use on other boats, she was taken to New Haven, Conn., and partially broken up. The hull was taken intact to Bridgeport, Conn., where it was installed as a breakwater at the entrance to the harbor.

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

                                              No. 61- Benjamin B. Odell
The 264 foot steamer, “Benjamin B. Odell”, was built for the Central Hudson Steamboat Company for service on the Hudson River, and made her first trip on April 10, 1911. She was capable of making over 20 knots an hour and was one of the finest boats of her type on the Hudson river.

The main deck was set aside for freight, but there was a quarter deck passenger entrance with the purser’s office and auxiliary smoking room at one side. Broad stairs led from the deck to the main saloon above. In the extreme after end of the deckhouse was located the kitchen. The grand saloon of the “Odell” was made up of two decks, fore and aft, with galleries. On the fourth or hurricane deck was an observation room.

The “Benjamin B. Odell” had 63 staterooms and 126 berths. These staterooms were all outside rooms with two windows apiece and were furnished in very comfortable manner. The dining room was located on the third deck, extending the full width of the cabin and containing 20 tables seating 100 people.

The pilot house of the “Odell” was large and fully equipped, having both hand and steam steering wheels independent of one another. The captain’s room was directly aft of the pilot house with a door connecting, and built like that of an ocean liner.

Although originally built for night service between New York and Rondout, the “Odell” was capable of being used on day excursions and her license called for 2,533 passengers when she was carrying freight. Without cargo, her capacity was rated as 3,050 passengers.

The “Benjamin B. Odell” was commanded by F.L. Simpson, who was promoted from the “William F. Romer”, where he had been in charge for eight years.

On Friday, February 26, 1937, as the “Benjamin B. Odell” laid at the Rosoff dock at Marlborough where it had been tied up for the winter season, a mysterious fire completely destroyed the huge steamer. Today she still lies at the dock, a charred mass of twisted and tangled wreckage, a sad reminder of the once fine steamboat of the Hudson.