The book “Mary Powell” published earlier this year and written by my good friend, Donald C. Ringwald, justly revived interested in the old “Queen of the Hudson.” However, another Rondout steamboat that had many striking similarities to the “Mary Powell” but never achieved the fame I thought she deserved was the old Rondout to New York night boat “James W. Baldwin.”

Both the “Mary Powell” and the James W. Baldwin” had much in common. Both steamboats were built at the same shipyard at Jersey City, the “Baldwin” in 1860 and the “Powell” in 1861. Both were built for service between Rondout and New York, the “Powell” as a day steamer, the “Baldwin” as a night boat. Both faithfully served their Rondout to New York route for almost the same period of time, the “Powell” making her last run in 1917 and the “Baldwin” ending her service only six years before in 1911.

Although the “Mary Powell’s” period of active service was a few years more, the “James W. Baldwin” probably made more trips. The “Powell” was treated almost like a yacht and her regular season would normally be from early May to mid-October. The “Baldwin,” on the other hand, was a work horse and she would start yearly service just as soon as the river ice broke up in March and run until river navigation was stopped by the ice of the following winter. Whereas the “Powell” carried only passengers, the “Baldwin” also on most trips would be heavily laden with freight and Hudson Valley cargoes.

Also, the “Mary Powell” ran only during the best months of the year as far as the weather was concerned the “James W. Baldwin,” on the other hand, had to combat the fogs of early spring and late fall with their potential accompanying hazards of grounding or collision and on occasion, even had ice to contend with. Clearly, she deserved more credit and fame than was to be her fate.

The “James W. Baldwin” first appeared on the Hudson River on the Rondout run in the spring of 1861. She was built for Captain Jacob H. Tremper of Kingston, one of the best known steamboat operators of his era. Originally 242 feet long and, as was the custom in that long ago day, she was a typical steamboat of her time – a sidewheeler with a walking beam engine and with her boilers on her guards abaft the paddle wheels.

When she came on the Rondout route, she was immediately hailed as the fastest night boat on the river carrying staterooms. Some old timers, as late as 1920, claimed that before she was lengthened and more staterooms added, she was just as fast as the famous “Mary Powell.”

When she was built, it was said she carried on her paddle boxes as the base of the fanlike wheel housings a carved portrait likeness in vivid colors of James W. Baldwin, the man for whom she was named. While under construction, Captain Tremper was allegedly going to name the new steamer “Wiltwyck.” Baldwin was the father-in-law of William F. Romer, Captain Tremper’s partner in his steamboat venture, and on his death a month or two prior to the vessel’s launching Captain Tremper decided to name his new boat after Mr. Baldwin.
In those days, captains frequently also attended to the business affairs of their steamers, as well, and Captain Tremper sailed on his new boat in this capacity from her first trip until his death in 1888. During this same period, the “Baldwin’s” chief engineer was David B. Jackson, known as “Boss” Jackson. It was said he could sit in his engine room and uncannily detect any unusual sound from his boat’s faithful beam engine, immediately tell where it was coming from, and take whatever corrective action was necessary in but a moment or two. He passed away two years after Captain Tremper on June 4, 1890, after 30 years of sailing up and down the Hudson on the “Baldwin.”

Since she sailed on the Rondout to New York run for fifty years, the “James W. Baldwin” had many running mates – as it took two steamboats to provide nightly service. First it was the steamer “Manhattan,” then the “Knickerbocker” and  then for a 19 year period the steamboat “Thomas Cornell” – until the latter was wrecked on Danskammer Point on March 27, 1882. The steamboats “City of Catskill” and the “City of Springfield” then ran opposite the “Baldwin” until the new steamer “City of Kingston” came on the route in 1884. After the “City of Kingston” was sold in 1889 to run on the Pacific coast, the steamer “Saugerties” filled in on the run until the steamboat “William F. Romer” came on the route – the “Baldwin’s” regular companion for her last 21 years of service.

Since the “James W. Baldwin” was built in an era when many vessels – particularly large sailing ships – carried intricately carved figure heads on their bow, the “Baldwin” also boasted fine examples of the wood-carver’s art.
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Only the “Baldwin” carried her carvings on the top of her spars, of which here were four for the purpose of strengthening her hull. On top of the forward spar was a very large eagle with wings spread. The second spar was surmounted by a large gold leafed ball. On top of the third spar was a Union soldier’s liberty cap, somewhat like the fireman’s cap which surmounts today’s flag pole in front of the Port Ewen fire house. Topping the after fourth spar was a sailor peering through a spy glass – always looking dead ahead. These ornamentations were subsequently removed in later years and disappeared, probably due to deterioration caused by the effects of winter snows and summer rains after making hundreds of trips up and down the Hudson.

Like the “Mary Powell,” the “James W. Baldwin” had many devoted followers. One was an old southern gentleman by the name of John C. Alsdorf, who had been a colonel in the Confederate Army. In 1890 at the age of 86 and unattended,  Col. Alsdorf traveled from Atlanta, Georgia to visit some friends in the Catskill Mountains. He took the "Baldwin" from New York to Kingston and told the Second Mate, Charles Steenburgh, he had heard about the "Baldwin" from his son who had been a prisoner of war during the Civil War.

The son had been held as a P.O.W. in the Hudson Valley. When released, he had started his journey home on the "Baldwin." The elderly Colonel said to Mate Steenburgh, "Now, I have done something I wanted to do since my son told me about this sidewheeler. And what a wonderful stateroom I had last night; not even any vibration like the ones down home. She sure is some steamboat to be poud of and I will tell all my friends about her when I get back to Georgia."

Col. Alsdorf's admiration for the "James W. Baldwin" apparently grew during his visit to the Catskills, for on his return about two weeks later he bought a three-way ticket – sail to New York, and then back up to Kingston and back to New York again before resuming his return journey to Atlanta.

Another devoted friend of the "James W. Baldwin" was an early fireman on the steamer who lived in Sleightsburgh and had been drafted for the War between the States. Captured in 1863, he had been held as a prisoner of war at the infamous Andersonville prison. After his release at war's end, he made his way north from Georgia by his own devices, a good part of the journey I've been told literally on foot. Arriving penniless at Jersey City and walking along the waterfront, he saw the "James W. Baldwin" at her New York berth across the river.
The former soldier went to the Jersey City ferry terminal and asked if he could get a ride across the river. The collector curtly told him, "We don't carry people for nothing." A deckhand on the ferryboat overheard the exchange, rand up to the ferry's pilot house, and related the incident to the captain, knowing the captain had lost two sons in the war.

The captain immediately ran down and overtook the crest-fallen soldier walking away in his tattered blue uniform. The captain called out to him to wait and on catching up to him said, "Soldier, if you want to get to the New York shore come back with me. Where are you headed?"

The soldier told him he lived up the river and on seeing the "Baldwin" on which he used to work, he knew he could get a ride of Rondout.

The captain then gave the soldier twenty-five cents to carry with him, saying "I wish I could give you more, but I have to help my son's wives with their children."

The grateful soldier, after crossing the harbor, went aboard the "James W. Baldwin" and saw his old chief, "Boss" Jackson. It was reported to be a very happy meeting with the chief engineer supposedly saying, "You sure can sail up with us. And after you are home awhile and, if a job opens up, I'll let you know." After about a week, "Boss" Jackson was true to his word, and the former soldier was back on the "Baldwin," firing the same starboard boiler he had reluctantly left three years previously.

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. ​

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

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Human nature being what It is, we all have an odd quirk or two.  Boatmen were no exception. 

The foibles of two boatmen that come to mind were those of Staats Winnie and Ira Cooper, two of the better old time boatmen on the Hudson.  Staats Winnie's Whim was that he wore red flannel underwear the year round — Ira Cooper’s was a dislike for uniforms. 

Staats Winnie was an old time pilot for the Hudson River Day line and at the turn of the century was second pilot of the “Albany.”  When the “Hendrick Hudson” came out in 1906 he was to become her first pilot and served as her head helmsman during that steamboat’s early years on the Hudson.  Like many old time boatmen, he had previously been a pilot on towboats and tugboats of the Cornell Steamboat Company. 

With an impressive mustache and a stern gaze, Staats Winnie was a formidable looking man.  As my good friend Donald C. Ringwald observed in his book “Hudson River Day Line,” Pilot Winnie looked as if he could steer anything afloat. 

Like a number of old boatmen in his era, Staats Winnie wore red flannel underwear.  Only he wore his year round, summer and winter.  During the hot days in July and August, Pilot Winnie would frequently doff his uniform jacket and roll up his shirt jacket [sleeves?], exposing a pair of bright red shod forearms.

Steamboatmen were always known as great arm wavers.  Whenever two steamers passed each other, it was rare indeed if several crew members were not observed vigorously waving in the direction of the passing steamboat.  One would have thought the crew members of the two steamers hadn’t seen each other in months. 

As a matter of fact, in some instances this situation would have been true — as when a line had two steamers running between New York and Albany in daily service.  The two steamboats would leave New York and Albany on alternate days and the only time crew members would see each other for months on end would be on their daily passing in the middle part of the river.  Many crew members of a particular steamboat line came from the same community and were neighbors.  During the season they would get but a fleeting glance of each other as their steamboats passed in mid-Hudson and this, perhaps, was the probable reason for the vigorous arm waving. 

Staats Winnie was well known as one of the arm wavers.  During July and August in his years of piloting the Day Liners, boatmen on passing steamers became accustomed to seeing a red shod arm waving a greeting from his pilot house window.  It was said that passengers, however were frequently startled by the sight. 

Ira Cooper was captain of the steamer “Onteora” of the Catskill Evening Line.  During the early years of steamboating, officers of the steamers wore their usual civilian clothes in carrying out their jobs afloat.  During the 1880’s and 1890’s, the larger steamboat companies began to introduce the use of uniforms for their steamer's personnel, particularly the officers. 

The practice of wearing uniforms soon spread to all steamboat lines.  First, it was just a uniform cap.  Then it became a full fledged uniform with brass buttons and gold braid.  On some lines, the uniforms were provided by the companies outright, others granted a uniform allowance and the officers purchased their own uniforms, while on others a partial reimbursement for uniforms was given to officer personnel. 

Captain Cooper was an individualist of the old school.  He would have no truck [sic] with the new fangled idea of uniforms.  For him, what was good enough to wear ashore was good enough to wear afloat.  To the very end, he steadfastly refused to don either a uniform or even the traditional steamboatman's cap.  He undoubtedly was the last captain of one of the larger Hudson River passenger steamboats to command his steamer dressed in civilian garb. 
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It was said Captain Cooper's ideas as to dress did not particularly please the owners and operators of the Catskill Evening Line.  It is my understanding, as a matter of fact, that a clash of wills ensued — and, since the owners held the trump cards, Captain Cooper left the “Onteora.”  He was later captain for many years of the big tugboat “J. C. Hartt” of the Cornell Steamboat Company — where he had no trouble dressing as he pleased.  The Catskill Evening Line’s loss, however, was the Cornell Steamboat Company's gain — for Captain Cooper was one of the best boatmen on the river.  

TERRIBLE DISASTER!!
Steamer BERKSHIRE Burned. Many Lives Lost. Intrepidity of of the Pilot. Incidents of the Conflagration. Full Particulars. (BY OUR OWN REPORTER.)
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The conflagration which was seen by our citizens illumining the horizon to northward, on Wednesday evening, proves to have been another of those awful steamboat disasters which now and then startle the community and plunge multitudes of men, woman and children unprepared into eternity. Our reporter went to the spot Thursday morning and he has furnished us thus far the following communication:
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SCENE OF THE WRECK, TWO MILES ABOVE HYDE PARK, JUNE 9, 1864.
The steamer BERKSHIRE caught fire at a quarter before ten o'clock, P. M. on Wednesday, off Esopus Island, and was burned to the waters edge in a very few minutes, the flames spreading with such rapidity that many lives, and every article of property on board were lost.

The fire is supposed to have started in the lamp room, caused by the bursting of a kerosene lamp.

One of the owners, who was on board, when he discovered the fire ordered the pilot to run her ashore immediately, which was done. The BALDWIN passed, bound up a few minutes after, and rescued about 60 people, who were floating on chairs, life preservers, &c. A number who had escaped were distributed among the houses along shore.

The following are known to be lost thus far:
Wife and two children of Capt. Bullet, of a Harlem boat.
Three children of a lady named Mrs. Hanford, of Delaware county.
The manifest of the passengers was unfortunately lost, the clerk not being able to save his papers on account of the rapidity of the flames.

This morning Joel Beam of Hyde Park, had his leg and thigh broken by the falling of a smoke-stack. Also, a man named Andrew Soper was probably fatally injured by the same cause.  They were digging about the boat, endeavoring to find bodies.

The body of a female, name unknown, apparently about 30 years of age lies upon the shore.

The shore in front of the wreck is lined with people, and the water in the vicinity of the ill-fated steamer is filled with boats and men fishing for bodies. 

It is thought that between 25 and 30 lives were lost, although the facts cannot yet be ascertained. 

Coroner Norris, of Rhinebeck, is on the ground, attending to his duties. It is raining very hard and the work of finding bodies is slightly retarded thereby.

The appearance of the remains of the vessel from the shore is sad. Nothing is left of her but a small part of one wheel house, one smoke stack and the skeleton of her machinery. At this time (low water) her hull lies out of the water, five or six feet. Her guards are entirely destroyed and the smoke of the ruins still continues to ascend. 

The wind at present, not blowing very hard, the search for bodies will be continued with, probably, better success.

A passenger thinks that hardly one escaped from the ladies cabin. The statement of course needs confirmation.

Although the exact number of passengers on board at the time is unknown, yet Capt. Frederick Power, her commander, states that as near as he can estimate, there were about 130 all told.

The conduct of the pilot of the boat is spoken of in the highest terms. It is said that be did not leave his post until the vessel was run ashore, and nearly everything about him was consumed by the flames.

SECOND DISPATCH.   12 o'clock.
The body of a little boy, apparently about eight years of age, supposed to be the son of Mrs. Hanford, has just been picked up. His face and head are badly burned. The mother of this little boy jumped overboard with her two other children in her arms, leaving him standing on the stern of the boat awaiting her return. Her two children were drowned, and she was rescued by a gentleman, who in turn lost his own child while rescuing her.

The steamer W. CRANE, from Rondout, having on board Capt. Tremper, of the BALDWIN, and Capt. Cornell, of the THOMAS CORNELL, arrived here early this morning, and they are doing everything in their power. It is utterly impossible, as yet, to give a detained account of the loss of life.  All sorts of rumors are afloat.

Four bodies have been found thus far.

FURTHER PARTICULARS.
The BERKSHIRE was a new steamer, this being her first season, commanded by Capt. Frederick Power. She plied between Hudson and New York and was on her down trip when the fire broke out. The flames spread with inconceivable rapidity and in half an hour nothing was left but the smoking hull and the skeleton of her machinery.

We were unable to find either of the officers of the boat, or anyone who was on board of her at the time, as the former had gone to Hudson when we arrived at the scene of the disaster, and the passengers who were saved had all departed for their homes. We, however, conversed with the captain and other officers of the BALDWIN which reached the wreck just after she ran ashore, and from them obtained such of the particulars as they could give.

STATEMENT OF J. B. VAN ERTEN.
I am pilot of the steamboat JAMES W. BALDWIN. On the night in question Mr. Mosher, the other pilot, and myself, were in the pilot house of the BALDWIN we being bound up. When opposite the stone quarry two miles above New Paltz on the west side of the river saw a bright light and supposed it to be the reflection of the head light of a locomotive. It growing brighter and larger, supposed it to be the railroad depot at Hyde Park, knew the BERKSHIRE was behind time. On rounding Crum Elbow saw that the flames came from the burning of the BERKSHIRE as we could distinctly see the vessel from that point. Put on all steam and hurried to the spot, arriving there after the BERKSHIRE was ashore. At the same time the river was filled with human beings. We succeeded in rescuing a large number. The whole vessel was completely enveloped in flames. We laid by her about two hours doing all in our power to aid the passengers. We landed 60 or 70 at Rhinebeck, together with the body of a boy.

STATEMENT OF CHARLES D. JOHNSON, 1st mate of the Baldwin.
On arriving at the scene lowered a boat and shoved out towards the fire. Hadn't gone but a short distance before I picked up two men. Went on little further towards shore and took a woman off an island. —  (This was afterwards ascertained to be Mrs. Hanford, spoken of above.) Her little boy, when she jumped off stood on the stern of the burning steamer crying out “mother! save me!” The last seen of the little fellow, he was enveloped in flames. We rescued three from the river and proceeding to the shore took there from a large number who had reached the beach in safety. While looking for persons in the river, one man whom I picked up stated that just before I got him the river about him was filled with human beings, hanging to chairs, &c., but before I got to them they all disappeared. Everything that laid in our power was done to rescue the unfortunates.

THE DEAD BODIES.
The little steamer WALTER B. CRANE, of Rondout, having a number of steamboat men on board, including Capt. Tremper of the BALDWIN, and Capt. Cornell of the steamer CORNELL, left the wreck just before noon for Rondout, having on board six bodies, which, with the one left by the BALDWIN at Rhinebeck the night previous, made seven found up to that time.

The following is a list:
Miss Catharine Niles, Spencertown, Columbia County, drowned.
Three children belonging to Mrs. Hanford, of Davenport, Delaware County. One of them a little girl five years of age, and a baby about seven months old were found on the beach between Kelly's dock and the wreck. The other child, a beautiful little boy about eight years old, was found at the stern of the wreck, lying in the water with his head burned slightly.
A colored man, name unknown, supposed to be one of the waiters of the BERKSHIRE, was found on the beach about five hundred feet south of Kelly's dock. He had on a life preserver, but it was adjusted on his back, which was probably the cause of his losing his life.

SCENES AND INCIDENTS.
An eye witness describes the scene in the vicinity of the burning vessel as awful. As soon as it was ascertained that she was on fire, the pilot immediately headed her for shore, the engine at the time working at full speed, but before she struck the mud, all-the wood work was one vast sheet of flame. The scene that followed beggars [sic] description. Men frantic with fear, children crying, (and it in said that there were quite a number of little ones on board,) men shouting, the flames crackling, and the passengers jumping overboard, formed a sight terrible to behold. Furniture of every description was floating in the water, some of the pieces upholding a few of the unfortunate beings.

One little boy with his grandmother was in a state room, and when he heard the alarm he endeavored to open the door of his room, but could not. He then managed to get out of the window and tried to save his relative, but so close were the flames that he had to jump overboard to save his own life. The lady was probably suffocated.

One of the most heart-rending scenes in this terrible disaster was the case of Mrs. Hanford. On ascertaining her danger she seized her babe and her daughter, spoken of above, and jumped overboard, leaving her little son standing on the stern of the vessel. After she got in the water she was compelled to relinquish her hold on her little ones and they both went down. A man with his child-in his arms who was in the water close by her, seeing that the mother was in the act of sinking, seized hold of her and buoyed her up; but alas! in doing so he lost his own child.

The pilot of the BERKSHIRE, (we are sorry we could not learn his name. [Capt. Frederick Power]) receives the highest praise for his heroic bravery and endurance. With the prospect of almost certain death before him he remained at his post until nearly everything about him was consumed by fire and the boat was brought to land. The officers of the BERKSHIRE and her crew are said to have conducted themselves in the best possible manner.

Too much praise cannot be awarded to Capt. Tremper and all the attachees of the JAMES W. BALDWIN, for their untiring exertions in behalf of the sufferers. It will be impossible to ascertain full particulars of the loss short of three or four day, or  perhaps a week's time.
Whether anyone was to blame  at the commencement of  the conflagration we could not learn, nor can we, in view of the terrible result, hint at such a thing.

STILL LATER.
We learn that a Mr. French, of Saugerties, together with his two children, a boy and a girl, jumped from the promenade deck of the steamer into the river, and reached the shore in safety.

After the vessel ran on the mud, and in consequence of no one being able to reach the engine room to stop the engine, the wheels of the burning steamer continued to revolve, thereby washing those who had jumped overboard from the stern out into the river. Many persons undoubtedly lost their lives in this way.

It is supposed that were about 130 or 140 passengers on board the boat at the time. Probably about 30 or 40 of these were lost. The vessel had on board at the time a large quantity of butter, hay, stock and country produce generally. Her original cost was about $100,000. A vessel like her could not be built now short of $200,000.

Mrs. Hanford, who is at present stopping at the house of Capt. Tremper in Rondout, yesterday proceeded to the steamer WALTER B. CRANE in Rondout Creek, and identified the bodies of her three children. Her feelings can better be imagined than described.

We left the wreck at twelve o'clock yesterday morning and proceeded to Rondout by railroad and ferryboat. The excitement there was great. Returning for Poughkeepsie we left Rondout at 8 o'clock on board the steamer EAGLE, which vessel on her way down passed close to the wreck of the BERKSHIRE. Persons were yet engaged in dredging for bodies, but the distance from us to them was so great that we were unable to find out whether any more had been found.

Most of the passengers on the BERKSHIRE had retired or were about retiring for the night when the fire broke out, consequently those that were saved were shoeless, coatless and some of them almost entirely naked. Their wants were partially supplied by the country people in the vicinity of the disaster and by the proprietor of the Rhinecliff House at Rhinebeck. The calamity has cast a gloom over every community hearing of it.

Early yesterday morning one of the passengers, an elderly lady, was found roaming in the woods near where the calamity happened, in a state of mind  bordering on insanity.

The only possible way to get anything like a true statement of the number lost is to take the number already accounted for, and subtract it from what was thought to be the number on board at the time of the accident, which, as is stated above, was in the neighborhood of one hundred and thirty. The JAMES W. BALDWIN landed about seventy at Rhinebeck, who took the cars from thence to their respective homes up the river. The pilot of the boat left Hyde Park at 10 A. M. yesterday having two ladies in charge. It is also stated that a number walked to Staatsburgh and Hyde Park and took conveyance from there. The loss in drowned and burned will probably reach forty. A large number of the passengers were from Catskill and vicinity, and Hudson.

During the forenoon of yesterday a great ma[n]y country people visited the spot and remained nearly all day watching with in tense interest every movement made by parties engaged in dredging the river.

Both smoke pipes attached to the hulk of the vessel are now down, the last one having fallen yesterday afternoon.

The WALTER B. CRANE sailed some distance up and down the river yesterday close to the shore, each side of the wreck, in search of more dead bodies, arriving at Rondout about 3 P. M., without finding any.

STATEMENTS OF PASSENGERS.
Since writing the above we have been furnished by Mr. Shurter, our collector, with the statement of two passengers who were on board the BERKSHIRE at the time of the conflagration. One of them, Mr. Niles, who lost his wife and daughter, says when he first was made aware of the true state of things, he in company with his wife and daughter started to save themselves. By some means or other his wife got away, leaving his daughter with him, and with whom he jumped overboard. After reaching the water a woman seized his daughter, breaking his hold of her and both sank together. He was picked up by the BALDWIN's boat and landed on a ledge of rocks. He believes his wife was burned to death.

Another passenger, whose name we could not learn, states that he left Catskill in company with a friend and took passage on the BERKSHIRE for New York; after retiring to their berths in the cabin, he suddenly heard a cry of fire. Jumping from his berth he ran to the companion way and ascended the the steps, intending to go out on deck, but on opening the door, the smoke rushed through the aperture with such density and fury as to drive him back. Concluding in an instant that he had to get out of the cabin or be suffocated, he made another attempt to reach the deck and succeeded this time in getting one foot out, when he observed a huge wall of flame directly in his pathway, utterly doing away with all possibility of escape. He again retreated to the cabin, which by this time was so filled with smoke as to make it an imperative necessity for him to make another attempt to get out or die. Groping his way along he entered an ante room in which was a window through which he could see a dim sky light. Rushing to it he broke the sash, when he jostled against a boy who was also endeavoring to escape. Seizing him, the two crawled through the window and dropped into the water. His friend, he believes, was burned to death or suffocated in the cabin. He further more says that he was the first one that made any attempt to escape from the cabin; and he is positive that after he retreated from the companion way the second time nothing could get out of the cabin alive. There being quite a number in their berths in the cabin, it is feared that this gentleman’s statement is too true. 

We will probably get further reports today. 

Most of the cities along the Hudson River, and even some of the villages, at one time had steamboats named in their honor. The old colonial city of Kingston was no exception and for a six-year period in the late 1880's, Kingston was the home port of a sleek and graceful steamboat named “City of Kingston.”

During the post-Civil War years, the Cornell Steamboat Company and the Romer and Tremper Steamboat Company operated freight and passenger steamboats out of Rondout Creek for New York, each company operating a steamer on alternate nights so as to provide daily service.  On March 27, 1882, the Cornell steamboat “Thomas Cornell” was wrecked by running up on Danskammer Paint, north of Newburgh, in a fog.  The “City of Kingston” was built to replace her and was launched at Wilmington, Delaware on March 11, 1884. 

When she first appeared, the “City of Kingston” was a sharp departure from other steamboats of the day.  Almost all steamboats then were wooden hulled side wheelers with walking beam engines, but the “City of Kingston" had an iron hull and a screw propeller powered by a 750 h.p. compound engine.  She was also equipped with 165 electric lights, which in 1884 put her well ahead of almost anything afloat or ashore.  She is generally credited with being the first steamboat of a type that later became standard as overnight freight and passenger carriers out of almost every major city along the Atlantic coast. 

Her First Trip
The “City of Kingston” arrived in New York from her builder’s yard the latter part of May 1884 and on May 31 set out on her first trip to Kingston.  With a group of invited guests, she left New York at about 1:30 p.m. and was escorted through New York harbor by the Cornell tugboats “Hercules,” ‘‘S.L. Crosy” and “Edwin Terry,” all gaily decorated for the occasion with flags and with guests aboard.  She arrived at Rondout shortly after 6 p.m. where she was greeted by a large crowd, including many local dignitaries. 

The “City of Kingston" entered regular service on June 2, 1884.  Her schedule called for her to leave Rondout at 6 p.m. on Monday, Wednesday and Friday with landings at Esopus, Cornwall and Cranston's the later landing being named for the large hotel on the bluff south of the village of Highland Falls.  On Tuesday, Thursday and Saturday she would leave her pier at the foot of Harrison Street, New York at 4 p.m. for the up-river run. 

During the summer, on Saturdays she would leave New York at 1 p.m. and make connections at Rondout at 6 p.m. with a special train of the Ulster and Delaware Railroad for Catskill mountain resorts.  Sunday nights, the train would make connections with the “City of Kingston’’ at Rondout from where she would depart at 11 p.m. for New York.  Arriving in the metropolis at 6 a.m., the steamer would then run right back up river to resume her regular Monday night schedule.  Normally, the steamer would run from the latter part of March until about the middle of December. 

On June 23, 1886 the “City of Kingston” had her first serious accident.  She left her last up-river landing at Cranston’s at about 9:40 p.m. and being somewhat ahead of schedule was proceeding down through the Hudson Highlands at reduced speed.  She had a good passenger list and a large load of freight, the principal item of which was Hudson River Valley strawberries.  It was a hazy night of early summer, the kind when the smoke from passing trains used to lay over the water off Conns Hook, there being no breeze to carry it away. 

Loaded With Cement
All of a sudden off Manitou, directly ahead of the “City of Kingston,” lay schooner the “Mary Atwater,” drifting with the tide.  The “Mary Atwater” had left the James Cement Company, opposite Wilbur, that morning loaded with 550 barrels of cement.  The schooner was displaying no lights, it frequently being the habit of schooner men in those days on a still night to keep all lights out so as not to attract mosquitoes and bugs. 
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They would have a lantern ready in the hold and when they heard the plop, plop, plop — plop, plop, plop of the side wheels of an approaching steamboat, they would then run the lantern up the mast.  On a quiet night, they would normally hear the pounding of steamer's side wheels up to two miles away.  The “City Kingston," however, having a propeller made no noise at all through the water.  Since she made no noise, the “City of Kingston” had become known to sloop and schooner men as ”The Sneak.”

In the haze, the “City of Kingston” was upon the darkened ‘‘Mary Atwater” too late to avoid a collision.  Her knife-like bow cut the schooner in two and the “Mary Atwater” immediately sank.  Although the schooner’s helmsman was saved, her owner and the cook asleep below decks were drowned.  The “City of Kingston" was undamaged. 

Many steamboatmen used to think nothing could surpass a sidewheeler for speed.  So on one of the “City of Kingston's” summer Saturday up-trips — July 2, 1887 — the crew of the smart sidewheeler ‘‘Kaaterskill” of the Catskill Line thought they would give a lesson to the new propeller steamer from Kingston.  The “City of Kingston” left her New York pier a few minutes after 1 p.m. and between there and Rondout was scheduled to make landings at Newburgh and Poughkeepsie.  The “Kaaterskill” got underway a few minutes later from her dock three piers below and was to go straight through to Catskill.

Accepted Challenge
On the “City of Kingston," they could tell by the smoke pouring from the ‘'Kaaterskill's’’ twin smoke stacks and by counting the strokes of walking beam, that her throttle was wide open and she was planning a race.  The “City of Kingston” accepted the challenge and, at the time, it was estimated she had a lead of nine minutes.

All the way up through Tappan Zee and Haverstraw Bay, if one was standing on the shore at Ossining, Rockland Lake or on the Haverstraw steamboat dock they could heard the heavy beating of the “Kaaterskill’s” paddle wheels pounding into the clear waters of the Hudson for more speed.  But try as she might, she could not shorten the distance.

The “City of Kingston" was cutting through the water like an eel and causing hardly any commotion in the water at her bow or stern, while the “Kaaterskill” was causing water fly in all directions from her large paddle wheels. 

The “City of Kingston” lost approximately nine minutes landing at Newburgh and Poughkeepsie which canceled her lead.  Leaving Poughkeepsie, the two steamers were almost abreast of each other, the "City of Kingston" slightly ahead.  Between there and Rondout Light, the "City of Kingston’’ steadily increased her lead and made the 10 mile run from Hyde Park to the mouth of Rondout Creek in exactly half an hour.  As she entered Rondout Creek, her rival, the "Kaaterskill’’ was below Port Ewen and the loser of the race by four minutes.  Many old boatmen told me the “City of Kingston’s” success was due in large measure to the skill of First Pilot William H. Mabie getting her in to her landings and on her way again in minimum time. 

Another Collision
The following year, on June 5, 1888, the “City of Kingston’’ was in a collision in New York harbor with the steam yacht ‘‘Meteor." The steamboat had just left her pier and the yacht was getting underway from her anchorage off 24th Street.  The yacht's bow sprit hit the “City of Kingston” on the starboard side and ripped out considerable joiner work before it broke off.  In the investigation that followed, the ‘‘City of Kingston” was held blameless and the captain of the yacht had his license suspended for 10 days. 
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In 1889, after only six years of service on the Hudson River, the "City of Kingston'’ was sold and went to the Pacific coast.  To get there she had to go all the way around Cape Horn.  

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Editor's Note: The text is an announcement for an 1840 excursion on the steamer American Eagle to the dedication of the Thomas Paine Monument in New Rochelle, NY erected the previous fall on 28  November (Thanksgiving Day) of 1839. The monument was organized and raised through the efforts of Gilbert Vale (1789-1866) of New York City, a teacher of navigation, equal rights reformer, printer, publisher, author and Thomas Paine biographer. Well over 200 persons, mostly in NYC but throughout the country, donated towards the monument's creation. Vale and the New York Assemblyman Job Haskell were the keynote speakers for the 1840 event and the banquet following was held at the Mansion House in New Rochelle aka Captain Pelor's Hotel and The Cross Keys. ​

​NEW-YORK, SATURDAY, JUNE 27, 1840,
VISIT TO ROCHELLE AND THE PAINE MONUMENT ON THE 4th JULY, 1840. The steamboat American Eagle will leave the slip east of but adjoining the Fulton ferry, at precisely 9 A. M on the 4th of July and will return from Rochelle at 6. P. M. on the same day, at their usual prices 50 cents each way. Light waggons will convey passengers, who may not choose to walk, from the landing to the Monument, at 25 cents; as we are informed by a friend who has made the arrangement: and as the distance is at least two miles, we do not recommend any to walk, at least without an umbrella, if it should be a clear day. The waggons will stop at the Mansion House in the village, for a few minutes, and any person wishing to dine there at 50 cents, can leave their names. It is expected that several short addresses not exceeding twenty minutes each will be delivered at the monument or in the nearest shade. N. B. - The Captain will advertise the trip in the Sun two or three days previous to the excursion, and will there name other particulars, and as the party may possibly be large, we advise our friends to be on board the steamboat in time. Several private conveyances will go by land: these will leave the city between 7 and 8 A. M., and cali at Bradford's ("Here she goes," &c.) Harlem. No public land conveyance is engaged, but a stage runs daily at 2 P. M. from the Bowery, near Bayard street.
The Beacon. 1:32 New Series. 27 June 1840. p. 256

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 the past 35 summers the steamboat “Hendrick Hudson” has been a familiar on the Hudson river, and even now she awaits the coming of spring when she will sail again under the banner of the Hudson River Dayline.
               
March 31, 1906, marked the launching of the steel hull of the “Hendrick Hudson” at the yard of Thomas S. Marvel & Company at Newburgh, and at that time she was the largest marine craft ever constructed above New York city. Quite a celebration attended the launching of the new vessel, including a special run of the company’s “New York” from her winter berth.
               
W. & A. Fletcher & Company of Hoboken constructed the engine of the “Hendrick Hudson,” and on August 19, 1906, the new vessel made her first trip to Albany. She had cost more than a million dollars and could do better than 25 miles per hour. Her principal dimensions were: Gross tonnage, 2847; net tonnage, 1,598; length of hull, 379 feet, one inch (overall, 390 feet); breadth, 45 feet, one inch (over guards, 82 feet); depth, 13 feet, four inches; extreme draft nine feet, four inches. Her engine was an incline compound with three cylinders and three cranks, having a stroke of seven feet. The high pressure cylinder has a diameter of 45 inches, and the two lower pressure cylinders, 70 inches; horsepower is 6,200; boilers are the Scotch type, two being double-ended and four single-ended, with a working pressure of 170 pounds of steam; wheels are the feathering type, with 12 buckets to each of the two.
               
The appearance of the “Hendrick Hudson” created a stir in river steamboat circles. She was furnished in regal splendor and licensed to carry 5,500 people- the largest licensed passenger capacity in the world; and she continued to hold this honor until 1913 when the still larger “Washington Irving” made her debut. Under the more stringent inspection laws of today, she is permitted to take aboard 5,252 passengers.
               
Immediately upon her appearance, the “Hendrick Hudson” was placed on the Albany-New York route in line with the “New York” and later with the “Robert Fulton,” “Washington Irving,” and “Alexander Hamilton.” In 1933 she was placed on the New York-Poughkeepsie run, making a round trip daily out of New York, and since then she has continued in this service with the exception of occasional trips to Albany and the annual excursion in late August from Kingston and other river cities to Albany.
               
The “Hendrick Hudson” has compiled an extremely fine record with only one accident of any import being recorded in her history. In September 1930, on Labor Day, she had the through run from Albany down river, and that night she left New York to deadhead back to the Capital city in order to come down again the following day with the large crowd of returning vacationists. The night was somewhat clouded by fog, and at Van Wie’s Point, five miles short of her destination, she ran aground out of the west side of the channel. She was fortunately undamaged, was hauled off by tugs the following day, and returned to New York under her own power.
               
Death has recently claimed three of the principal officers of the “Hendrick Hudson”- Captain Alonzo Sickles, First Pilot Harry Kellermann, and Chief Engineer William Van Wie. During the season of 1940 Captain Frank Brown was in command of the vessel, Theodore Conklin was purser, Elmont Nelson and John Garavan  were assistant engineers, Alexander Hickey and Clarence Plank were pilots, and Thomas Kraljik and John Antoncic were mates.
               
At the present time the “Hendrick Hudson” is in winter quarters at Pier 81, North River, awaiting the coming of spring and another year of work upon the mighty river for whose explorer she is named.

Political Barometer (Poughkeepsie, New York), February 28, 1810
The EDWARD, John Foster, Jun. Master, WILL sail from the Landing of GEORGE B. EVERTSON, &Co. for the accommodation of Ladies and Gentlemen travelling on business and pleasure. As the Edward is designed entirely for the convenience of passengers, the proprietors hope that the extra accommodations will please every person that takes passage on board. Her births are furnished with sacking bottoms, new beds and bedding, and the owners pledge themselves that there shall be nothing wanting on their part to accommodate the public. Passengers will be set on shore or taken on board, if requested, at any place between Poughkeepsie and New-York.

The EDWARD will leave Poughkeepsie on Tuesday the 27th inst. at 4 o'clock P. M. and New-York, at Coentie's Slip, on Friday the 2d day of March, at 4 o'clock P. M. and continue to leave each place every Tuesday and Friday throughout the season. -- Passage 3 dollars -- children half price. Every person engaging a birth and not occupying the same, must expect to pay the usual price.

The subscriber acknowledges the favors of the public since the commencement of the Edward for passengers only, and begs leave to solicit a continuance the ensuing season. JOHN FOSTER, Jun.

New-York Evening Post, April 11, 1812, COMMUNICATION.
A passenger who lately came down from Albany in the Paragon [writes about] the superior accommodations of this extraordinary vessel. With more room than any steam boat on the river, being of the same length of keel with the frigate President, and considerably wider than the Car of Neptune, it may be added that in speed she excels all competitors. It is not too much to say that she unites in herself, convenience, neatness, elegance and dispatch beyond what has been yet seen in this country.


George Temple.  The American Tourist’s Pocket Companion; or, A Guide to the
Springs, and Trip to the Lakes.  New York, 1812.
The different steam-boats afford the easiest, most certain, and expeditious manner; they have, however, their inconveniences, as they leave Newyork of an evening, the opportunity is lost of viewing the romantic scenery of the highlands, the steam boats passing them during the night.  By proceeding in these vessels, little of the country is seen, the glance is transient, and as correct an idea of it might be formed by peeping into a raree-show, which exhibits the same views.  The crown and bustle on board of a steam-boat, is also disagreeable to the valitudinarian, the sedate, and all those who entertain an aversion to be jostled about like cattle in a pen.  The gay, and those in the hey-day of youthful spirits, may, however, find them agreeable, and have ample scope to indulge their exuberance of mirth.

Stages also pass alternately every day from Newyork to Albany, on each side of the river.
       
When a numerous, or a family party, are about proceeding on this tour, they will generally find it to their advantage to agree with the captain of one of the Albany sloops, for the exclusive right of his cabin, and by laying in a small supply for their voyage, will find themselves infinitely more at home, in every respect, than on board of a steam-boat.  They must, however, be possessed of patience to bear the occasional bad luck of contrary winds and calms.  However, to a party of pleasure, not pressed for time, and having no urgent cause for expedition, a day or two longer, passed on the water, especially in agreeable weather, and sailing on a fine river, the banks or which are constantly regaling the eye with a variety of interesting prospects, is no material objection, more especially if the party are happy among themselves, and carry with them books and other resources against tedium.
       
When the tourists form a duo, and are equally desirous of leisurely admiring the romantic beauties of nature, and a few days is of no consequence to them, I would advise the following manner of pursuing this tour.
       
To ferry over the Hudson to Hoboken, and proceed in the stage to Patterson; view the falls of the Passaic; proceed by a chance conveyance to Goshen; thence to the celebrated spot of West-Point, and the romantic scenery of the highlands; proceed to the agreeable village of Newburgh; thence by the steam-boat to Hudson, and wait there for the succeeding steam-boat to proceed to Albany.  Here a day may be passed in viewing the city, and visiting the mineral springs of Harrogate, or the opposite shore of Hudson river.  

. . . as a monitor, I would be careless of my duty, if I did not avail of the present opportunity . . . to caution in the strongest manner, the young, unwary, and unexperienced, against joining strangers on board of steam-boats, packets, and at boarding -houses, at cards, the smallest inconvenience, is their being involved in disputes, which are at all times disagreeable.  And sharpers are always prowling about, to take advantage of the heedless -- besides those, who are professionally sharpers, there are others who, unmindful of their situation in life, make a practice to avail of their dexterity, and boast of defraying their travelling expenses by this polite science -- of all such beware.
       
Where there is such a number confined together in a small space, as there is usually found on board of steam-boats, it is natural that some little intimacies should be formed and groups or little parties assemble, drawn together by some small similarity of taste and relish for conversation; influenced by these circumstances, we formed part of a circle composed of about a dozen ladies and gentlemen, and retiring to a corner of the deck after enjoying much cheerful and agreeable conversation, it growing rather languid, a song from the ladies was proposed; diffidence however, prevented the accomplishment of our wish, and one of the gentlemen favoured us with the appropriate song of the "Heaving of the lead," in a masterly stile.  The person whose turn it next was to regale us, declaring that nature had not favored him with any vocal powers, substituted an amusing anecdote; after which a compromise was arranged with the fair ones, by which they were prevailed on to  sing alternately with those gentlemen who could, and that those who could not, would relate a real story.  The moon rose clear, the night was charming, and the hour for dowsing the lights, and establishing tranquility in the cabins being ten o'clock, we preferred prolonging our agreeable recreation until a late hour, to descending to stew out the night in the regions below. 

Bob Williams, a Negro deckhand on the Hudson River Day Line steamer "Robert Fulton", put himself on the roll of heroes on Wednesday, September 13, when he was cheered by eighteen hundred passengers on that boat who witnessed his thrilling rescue of two students from Maryknoll Seminary, Ossining, who were clinging to a capsized canoe in the Hudson off from Ossining.

The students, Christian Fuss and Harold Dunn, had been canoeing, and when they started to change seats in the boat, the canoe shot from under them and they were precipitated into the water. They were in the water an hour and a half, when the "Robert Fulton" passed at full speed. the big steamer was a half mile beyond the struggling men before Captain Magee could stop and reverse engines.

In the meantime, Williams, with two other deckhands, had lowered the stern lifeboat and in the teeth of a strong tide Williams swiftly rowed back to the men. When the two students were pulled into the lifeboat, the eighteen hundred passengers made the highlands on both sides of the river echo with their cheers.

Dunn and Fuss were attended by a physician for ninety minutes before they were put ashore at Yonkers. Dunn paid a tribute to his rescuer by declaring that "I never thought a boat could be launched and rowed such a distance in such a short time. That man Williams is a wonderful oarsman."

​Hudson, September 26, 1809
On Saturday three steam boats came up the Hudson together, the old North River Steam Boat, and the new Car of Neptune belonging to Messrs. Livingston and Fulton, of Clermont, and the Rariton, owned by Mr. J. R. Livingston.  The old boat continued her course as usual, the new boat (Car of Neptune, capt. Roorbach) goes to Albany, to start from there on Saturday next, and the Rariton returned to New-York.
National Intelligencer (Washington, D. C.), October 4, 1809.
 
The Steam-boat Car of Neptune arrived yesterday from Albany, in 26 hours, with 70 passengers.  She made her passage up in 34 hours.  She left here on Wednesday afternoon, at 5 o'clock, and was back again on Sunday morning at 11, having been absent less than four days --  the shortest trip, we expect, ever made to Albany and back.
Columbian, March 26, 1810,
 
The Steam Boat Car of Neptune arrived yesterday in 26 hours from Albany with between 60 and 70 passengers.
New-York Evening Post, April 16, 1810,

December 7, 1809 The Evening Post (NY) Steam Boats Defeated and Stages Revived. Winter Establishment.
Passengers take notice. The New York and Albany Mail Stage will commence running on Sunday, 10th December, on the east side of Hudson river, every day, to start on Sundays, Tuesdays, Thursdays and Saturdays, at 10 o'clock, and on Mondays, Wednesdays and Fridays, at 12 o'clock, and arrive in Albany in 37 hours.

The proprietors have furnished themselves with excellent horses,  carriages and careful drivers. N.B. 14 pounds of baggage allowed too each passenger, and one hundred lb to pay the same as a passenger, all goods and baggage at the risk of the owners.
REYNOLDS, HUNT & Co. For seats in the above Stage, apply to John Puffer, No. 5 Courtlandt street.