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Description accompanying print: The original painting, by noted artist, John Gould, might well be called an inspired masterpiece. It was developed with help for accuracy from the well known expert, retired captain William O. Benson of Sleightsburgh, N.Y. He is an authority on the Hudson River History, its boats and shipping. Learn more about John Gould (1906-1996) here: https://johngouldart.com/about/ The maiden voyage of the "Alexander Hamilton" was placed by the artist for this painting, passing Rondout Creek, Kingston, N.Y. The area with the two Kingston Lighthouses makes an important historical background for this great documentary painting. The maiden voyage suggests a wedding procession with the gleaming white boat, the accompanying flotilla and the sparkling reflection of the sun on the water, resembling wedding confetti. [Editor's note: 2023 season lighthouse tours and Solaris solar powered boat rides are offered by HRMM here: https://www.hrmm.org/all-boat-tours.html] The ALEXANDER HAMILTON'S First Trip The following is a brief description of the event by Captain William O. Benson: On the 29th of May, 1924, the Hudson River Day Line steamer ALEXANDER HAMILTON made her first voyage on the great Hudson River from New York City to the State Capital at Albany. I was a student in the old District No. 13 School at Port Ewen, and we had been told the HAMILTON was making her first trip up river. I was wishing she would be late, so I could rush out at 3:30 p.m. and run to the sand bank at Sleightsburgh and watch her come up. I will admit all day in school my mind was on the new HAMILTON and sure enough when school was dismissed I guess I was the first out and on my way to the sand bank. I could see the new flyer coming up off Schleede's brick yard south of Port Ewen. She was about an hour late due to some problem with her new engine, I guess due to the fact she was new. As she was passing the Rondout Lighthouse, the steamer JACOB H. TREMPER was just coming out of Rondout Creek. When the HAMILTON blew her landing whistle for Kingston Point of one long, one short and one long, how the sea gulls and egrets rose high in the air. The Lighthouse keeper rang the fog bell three times and the ferry TRANSPORT, just inside of the Lighthouse, blew three whistles in salute which the HAMILTON answered. Also on the starboard side of the HAMILTON, out in the river, was Cornell Steamboat Company tug HARRY blowing her chime whistle. It sure was great to stand and watch a new sidewheeler being greeted by other much older steamboats from another age. She was all decorated out with American flags and signal colors for her first trip up the river. She was faithful to the old Hudson for 47 long years, carrying many happy people up and down and to the pleasure parks along the beautiful Hudson River. More about Port Ewen brickyards: At the end of his school day in Port Ewen, William O. Benson ran to the Sleightsburg shore and spotted the ALEXANDER HAMILTON coming up off Schleede's brickyard south of Port Ewen. The tall brick stack in the painting might have been remnants of one of the Port Ewen Brickyards, Turner or Jacob Kline/Bishop. The chute was probably used to load bricks or ice blocks onto barges for transport to New York City. In 1852, Jacob Kline, became cashier for the Pennsylvania Coal Co., and John Ewen (namesake of Port Ewen) became President. From then until 1865, Port Ewen thrived as a terminal for Honesdale, PA coal which came on Delaware & Hudson canal boats and was transferred to barges going to New York City on the Hudson River. However, after litigation between the D&H and Pennsylvania Coal companies, the latter moved to Newburgh in 1865 leaving many Irish canal workers who lived on that Port Ewen hill unemployed. Jacob Kline built a brickyard which employed these workers and saved Port Ewen from economic collapse. Tugs were named after Kline's daughters. John D. Schoonmaker of Kingston had a large 23,000 ton ice house erected, helping employment in the winter when the river was frozen. Ice was harvested from Turner's pond on the Port Ewen hill and stored in the icehouse. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
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Editor’s Note: The following text is a verbatim transcription of an article featuring stories by Captain William O. Benson (1911-1986). Beginning in 1971, Benson, a retired tugboat captain, reminisced about his 40 years on the Hudson River in a regular column for the Kingston (NY) Freeman’s Sunday Tempo magazine. Captain Benson's articles were compiled and transcribed by HRMM volunteer Carl Mayer. This article was originally published October 22, 1972. Most boatmen are notoriously sentimental. A fine example of their feelings for an old veteran of the river was the last trip of the Cornell tugboat “Osceola." The "Osceola" finished her travels and work on the Hudson River on a Sunday afternoon during the latter part of October 1929. At the time I happened to be down along the shore at Sleightsburgh. On that Sunday afternoon of mid-autumn, the "Osceola" came down river with a large tow, the tugboat "George W. Pratt” helping her. When opposite the Rondout Lighthouse, the big tug "Edwin H. Mead” of the Cornell Steamboat Company came up river, running light, and took over the tow from the “Osceola." As soon as the towing cables were shifted to the "Mead, the “Mead” blew three very long whistles of farewell. The “Osceola" then turned and headed for Rondout Creek, answering the "Mead’s" salute with her own whistle. Answering Whistles The steamboat "Poughkeepsie" of the old Central Hudson Line at the time was coming out of the Rondout Creek on her run to New York. The "Poughkeepsie" also blew three long whistles which the "Oscy” answered. Finally, the "Osceola’s” old running mate and helper for many years, the "George W. Pratt," blew three very long blasts on her whistle saying good-bye, knowing the “Osceola" was to sail the river no more. As the “Osceola"’ was going between the dikes on either side of the creek, she answered the “Pratt’s" last salute. I can still see in my mind’s eye the white steam from her whistle as it trailed around her big black smokestack in the clear autumn air. It was the last time that old familiar whistle was to echo along the banks of the Hudson. The "Osceola” tied up at the Cornell shops at Rondout and the fires in her boiler were let die. The "Oscy’s" hull was worn out, but her engine and boiler were still considered to be in good shape. The Cornell Steamboat Company had acquired a sound hull from another company and it was Cornell’s original intention to take the "Osceola’s'’ engine, boiler and deck houses from her original hull and install them in the newer one. During 1930, the work progressed to a point where the transfer of engine, boiler and upper works was almost completed. Then the Great Depression set in and the project was never finished. Stranded on Beach The "Osceola’s” original hull, as soon as the engine, boiler and topside gear were removed, was towed to Port Ewen where it was stranded in 1930 on the beach outside of where the Hidden Harbor Yacht Club is now located. The uncompleted newer hull, after work was stopped in the fall of 1930 or early 1931, was shifted to Sleightsburgh where it weathered away for almost 20 years. Finally, in the late 1940’s it, too, was towed to Port Ewen and sunk off the shore, almost right next to the "Oscy’s” first hull. The "Osceola" was a big tug and very similar to the Cornell tugboat "Pocahontas." Both had been built during the same year, 1884, at the same shipyard at Newburgh. Both were used in the same type of service and after World War I the two tugboats pretty much handled Cornell's business on the upper river. One would leave Albany one night, and the other the following night with Cornell’s daily tows for down river. The tows would meet the daily up tows from New York in the vicinity of Poughkeepsie where the meeting tugboats would exchange tows. As a result, the "Osceola" and "Pochahontas” [sic] in their latter years were to be seen almost always on the northern half of the Hudson — and their whistles heard on the foggy nights of spring and autumn. In the "Osceola’s” last trip to her home port of Rondout, Howard Palmatier was captain, Dan McDonald her pilot and Victor Matt chief engineer. AuthorCaptain William Odell Benson was a life-long resident of Sleightsburgh, N.Y., where he was born on March 17, 1911, the son of the late Albert and Ida Olson Benson. He served as captain of Callanan Company tugs including Peter Callanan, and Callanan No. 1 and was an early member of the Hudson River Maritime Museum. He retained, and shared, lifelong memories of incidents and anecdotes along the Hudson River. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Night Boat …. Night Boat …. Night Boat …. That once familiar cry of dozens of youngsters who would rush to the banks of the Hudson at the first blasts of the Night Boat's whistle as she blew to the drawbridge at Albany, and a cry so familiar to many of us who have spent most of our lives along its banks has drifted away into oblivion, but the memory lingers on. For that one proud fleet of night line steamers, some of them quite appropriately called "floating palaces" is likewise but a memory. Yet it was but a few short years ago that hundreds of folk, both old and young would stroll down to the docks, sit on the benches in Riverside Park or line the rail of the bridge waiting for the boats to leave, and would watch as the brilliantly lighted steam boats would gracefully glide through the open span, play their powerful searchlights along the shore as many a young maiden, with her beau, would pretend to shy at the strong rays, and would continue to watch as the river queen faded away in the distance "round the bend." Yes, all of the nightline steamers have answered the last bell, and, with the passing of the last, the "Berkshire", all hope for a renewal of nightly passenger steamer travel to the metropolis has vanished. Thus a "finis" is written to a huge chapter in Memories Garden which to many of us river folk, who love the sound of the splashing paddle wheels, the purring of the engines, the escaping steam in the piston cylinder and the golden throat of the steam whistle, seems like the passing of old friends. Indeed, the only comforting thought is the Day Line's resumption each spring, something which is looked forward to by many of us quite as the robin the tree top or the crocus pushing its way upward to the sunlight. Many of my readers will remember the double-ended ferries "W.M. Whitney", "R.C. Reynolds", W.H. Frear", and "C.V.S. Quackenbush" of the Albany-Troy Steamboat Co., which made half hourly trips to Troy, stopping at Midway Beach on their way back and forth. Thousands of area folk took advantage of the cooling breezes of the Hudson during the hot summer evenings on a trip to Troy for a dime. Then too, they must remember the little passenger steamers "C.H. Evans" and "General" that made regular trips to Castleton for a quarter, the afternoon sailings of the "Alice May" and "Ursula", one of which left Albany every week day at three and stopped at all towns and villages on her way to Catskill. And the "Jacob Tremper" and "Milton Martin" with the spare boat, "James T. Brett", as one of them left from Albany every morning except Sunday loaded mostly with beer for landings all the way to Newburgh. And surely those same readers cannot forget the engineless barges named "Empress", "Geraldine", "Baldwin", "Merchant", and "Harvest Queen" that used to carry thousands of excursionists down the river about fifteen miles to Bareana Park at Coeymans. There is scarcely a church within twenty miles of the Capitol Building at Albany, that has not at one time sponsored a Sunday School or Church picnic on these hay barges towed by one or more little steam tugs, such as the "Arnold", "Skinner", "Chubb", "Guide Star", or "Paul Le Roux". And who that has ever seen can forget that grand old steamer, the "Mary Powell", affectionately called "The Queen of the Hudson," a steamer known all over the world, and who's name in steamboat lore has become quite as famous as the river itself, and rivaled only by the "Tashmoo" of the Great Lakes. Built in 1861, she ran on the Hudson for 56 years without a major accident, and without the loss of a single life. She holds the record of being the fastest sidewheeler ever to sail the Hudson. Even though she was dismantled in 1920, she still lives, for at Indian Point, her bell rings out a welcome as the steamers of the Day Line land there. [Editor's Note: The "Mary Powell" bell is now in the Hudson River Maritime Museum yard.] The name from across her pilot house adorns the front of a cottage at Connelly, N.Y., and her deep-throated golden whistle echoes and re-echoes among the hills and mountains along the river as the "Robert Fulton" blows for a landing. Finally, from out of the past, we can see the hundreds of tugs, old side-wheelers, steam canalers, ice and hay barges as they lay at the docks from the lumber district in North Albany to the slips at the south end of the city. We can see the "Norwich", built in 1836, as she proudly took her place in the Hudson-Fulton parade in 1907, the "Oswego," at the "Rensselaer" dock in 1918 on her last trip up river, the large tugs "Pocahontas", "Osceola", "Washburn", and "Cornell" together with many smaller tugs as they docked awaiting orders. And we can see several of them even to this day, tied up in Rondout Creek, at Sleightsburg, awaiting the call to the boneyard. Editor's Note: A marine railway is a wide track that leads on an inclined plane from dry land to deep water. A carriage rolls on the rails. A boat can be placed on the carriage and lowered into the water until she floats. A boat needing bottom work can be positioned over the carriage and drawn out of the water by cables or chains over the rails. The one at the Baldwin ship yard was built 1883-1884 and is about 8-10 feet wide. There was a heavy timber bulkhead at the deep water end to prevent the carriage from rolling off the track into the shipping channel. AuthorThis article was written by Tracey I. Brooks and originally published in "Steamboat Bill of Facts" Journal of the Steamship Historical Society of America issue of December 1946.. The language, spelling, grammar and references in the article reflects the time period when it was written. Thank you to HRMM volunteer Adam Kaplan for transcribing the article. For more information about Tracey I. Brooks visit New York Heritage here: If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Editor's Note: The following text is a verbatim transcription of an article written by George W. Murdock, for the Kingston (NY) Daily Freeman newspaper in the 1930s. Murdock, a veteran marine engineer, wrote a regular column. Articles transcribed by HRMM volunteer Adam Kaplan. Steamboat "Jacob H. Tremper" Built originally for a local concern, Romer & Tremper, with offices in Rondout, the steamboat “Jacob H. Tremper” was a familiar sight sailing in and out of the Rondout creek a few years ago. Today, the “Jacob H. Tremper” is no more as she was broken up in 1928, but memories of this graceful steamboat are not very dim in the minds of local residents, and the tone of her whistle still haunts the hillsides along the banks of the Rondout creek. The wooden hull of the “Jacob H. Tremper” was built by Herbert Lawrence at Greenpoint, New York, in 1885, and her engine was constructed by W.A. Fletcher & Company of New York. She was 180 feet long, breadth of beam 30 feet, two inches. Her tonnage was listed as gross 572 and net 432, and her vertical beam engine had a cylinder diameter of 44 inches with a 10 foot stroke. The “Jacob H. Tremper” was built for the firm of Romer & Tremper of Rondout to be used as a freight and passenger vessel on a daytime run between Newburgh and Albany. She ran in line with the steamboat “M. Martin.” In August of 1884 the steamboat “Eagle,” which had been running on the Newburgh route since 1856 and for several years before 1884 in line with the “M. Martin,” was destroyed by fire, and the “Jacob H. Tremper” was built to replace the “Eagle.” The new steamboat proved to be an exceptionally fine vessel for the purpose for which she was built. She had a large freight capacity and fine accommodations for passengers, and these advantages soon made themselves evident by the appearance of the “Jacob H. Tremper” as one of the first vessels placed in service in the spring of the year and the last steamboat to be laid up in the fall. In the winter of 1899 the Romer & Tremper fleet of river steamboats was purchased by the Central Hudson Steamboat Company of Newburgh. This transaction included the steamboats “Jacob H. Tremper, “M. Martin,” “James W. Baldwin,” and “William F. Romer.” Another distinction which places the “Jacob H. Tremper” apart from many of the other Hudson river steamboats was her exceptionally clear record. In fact, only one accident to the “Jacob H. Tremper” was demed worthy of note in her history. This accident occurred on Monday morning, July 21, 1913. On this morning, the “Jacob H. Tremper” left Newburgh at her usual time for Albany. On her way up the river she struck an uncharted rock off Esopus Island. The captain immediately ordered her course set for the mud flats off Staatsburgh on the east side of the river, and at this place she sunk rapidly. Following this experience, the “Jacob H. Tremper” was raised and repaired and again placed in service, and in 1916 she was plying her regular route under the command of Captain John Dearstyne. The “Jacob H. Tremper” was also one of the last of the sidewheel steamboats of her class to continue in service on the waters of the Hudson river as a freight and passenger vessel. In the fall of 1928 the “Jacob H. Tremper” was deemed unfit for further service and was laid up at Newburgh, and in July of the following year she was sold to a junk dealer and broken up at Newburgh. AuthorGeorge W. Murdock, (b. 1853-d. 1940) was a veteran marine engineer who served on the steamboats "Utica", "Sunnyside", "City of Troy", and "Mary Powell". He also helped dismantle engines in scrapped steamboats in the winter months and later in his career worked as an engineer at the brickyards in Port Ewen. In 1883 he moved to Brooklyn, NY and operated several private yachts. He ended his career working in power houses in the outer boroughs of New York City. His mother Catherine Murdock was the keeper of the Rondout Lighthouse for 50 years. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
A different mural this time! This mural featuring an image of the steamboat "Mary Powell" is one of Hudson River Maritime Museum's early artifacts. It measures 12 feet by 5 feet 4 inches and was donated in 1984, shortly after the museum's move to the present location at 50 Rondout Landing. The museum's donor file tells us that this section of the mural was painted in the 1920s and hung in a branch of the Bowery Savings Bank opposite Penn Station in New York City. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
The Claire K. Tholl Hudson River collection of Hudson River Maritime Museum has just been added to the New York Heritage website. Thank you to volunteer Joan Mayer for her work digitizing these images. See all of the Hudson River Maritime Museum collections here: Claire K. Tholl (1926-1995) was an architectural historian, cartographer and naval engineering draftsman. Born in Hackensack, New Jersey Claire Koch Tholl studied engineering and naval designing at Stevens Institute of Technology from Cooper Union in 1947. She worked as a draftsman during World War 2 at Pensacola Naval Air Station, Florida. She moved into historic preservation and architectural history and over her career worked to preserve more than 200 stone houses in New Jersey. She was an early member of the Steamship Historical Society of America and retained her love of steamboats. The collection includes postcards and photographs of steamboats, ships and ferries. Hudson River Maritime Museum is able to contribute to New York Heritage thanks to the work of the Southeastern Regional Library Council. New York Heritage enables the museum to share a sample of the thousands of Hudson River images in the museum's collection with viewers around the world. About New York Heritage: New York Heritage Digital Collections features a broad range of materials that present a glimpse into our state’s history and culture. Over 350 libraries, museums, archives, and other cultural institutions make their collections available in our repository. These primary source materials span the range of New York State’s history, from the colonial era to present. Our stories are told through photographs, letters, diaries, directories, maps, books, and more. New York Heritage is a collaborative project of eight of the nine Empire State Library Network library councils: Capital District Library Council, Central New York Library Resources Council, Long Island Library Resources Council, Northern New York Library Network, Rochester Regional Library Council, Southeastern New York Library Resources Council, South Central Regional Library Council, and Western New York Library Resources Council. Take a historical tour of New York State here. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Editor's Note: The following text is a verbatim transcription of an article written by George W. Murdock, for the Kingston (NY) Daily Freeman newspaper in the 1930s. Murdock, a veteran marine engineer, wrote a regular column. Articles transcribed by HRMM volunteer Adam Kaplan. For more of Murdock's articles, see the "Steamboat Biographies" category. "City of Troy" The hull of the “City of Troy” was built of wood by John Englis and Son of Greenpoint, N.Y., in 1876, and was 280 feet long. Her engine was a vertical beam engine from the steamboat “Fire Cracker,” and was rebuilt by the Quintard Iron Works of New York. The “City of Troy” was built for the Citizens’ Line of Troy to take the place of the “Sunnyside” which was lost the year previous, and she made her first trip under the command of Captain L.D. Deming on June 15, 1876, from New York to Troy. At that time the new craft was one of the finest and largest of the night boats plying the waters of the Hudson and she had accommodations for a large number of passengers as well as ample space for freight. The running mate for the “City of Troy” during its first year in service was the “Thomas Powell.” In 1877 the new steamboat “Saratoga” was added to the Citizens’ Line and the two boats ran together on the same route for many years. The fastest trip ever made by the “City of Troy” occurred in the summer of 1897, when she completed the New York to Troy run in nine hours and six minutes. The engine of the “City of Troy” has an amazing history. As was stated above, it was originally built for the steamboat “Fire Cracker,” constructed in 10861 for service in Chinese waters. The “Fire Cracker” traveled to China under her own power but was later wrecked on the China coast and her engine shipped back to New York. Thomas Cornell of Rondout purchased the engine and then in the winter of 1876 sold it to the Citizens’ Line. Once again the flames ended the career of a river steamer. On April 5, 1907, the “City of Troy” left her pier at the foot of West 10th street at 6:15 p.m., heavily loaded with freight and passengers, bound for Troy. On the way up the Hudson she caught fire and burned up to the water’s edge alongside the private dock of Edwin Gould at Dobbs Ferry. Every one of the 90 passengers reached shore safely due to the coolness and bravery of Captain Charles H. Bruder and his crew, but the magnificent steamer was completely destroyed, with the exception of her boilers, which were later used on the “Saratoga.” AuthorGeorge W. Murdock, (b. 1853-d. 1940) was a veteran marine engineer who served on the steamboats "Utica", "Sunnyside", "City of Troy", and "Mary Powell". He also helped dismantle engines in scrapped steamboats in the winter months and later in his career worked as an engineer at the brickyards in Port Ewen. In 1883 he moved to Brooklyn, NY and operated several private yachts. He ended his career working in power houses in the outer boroughs of New York City. His mother Catherine Murdock was the keeper of the Rondout Lighthouse for 50 years. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Editor’s Note: The following text is a verbatim transcription of an article featuring stories by Captain William O. Benson (1911-1986). Beginning in 1971, Benson, a retired tugboat captain, reminisced about his 40 years on the Hudson River in a regular column for the Kingston (NY) Freeman’s Sunday Tempo magazine. Captain Benson's articles were compiled and transcribed by HRMM volunteer Carl Mayer. This article was originally published November 21, 1971.. Way back in the 1890’s, the Cornell Steamboat Company had a big tugboat by the name of “John H. Cordts.” And at that time, the steamboats, “New York” and “Albany” were the regular steamers of the Hudson River Day Line. One summer afternoon, the “Cordts” came out of Rondout Creek to run light to Hudson and to relieve the “Norwich” of a large tow of canal boats. At the same time, the “New York” was leaving Rhinecliff on her way up river, crowded with passengers. The “Cordts” pulled slightly ahead of the “New York” and as the “New York” got up her speed, the “Cordts” dropped back and then hooked up so she lay off the port side aft of the “New York.” The suction from the “New York” dragged the “Cordts” right along with her all the way to Catskill, where the “New York” made a landing. The “New York” and “Albany” were in that day and age very fast wide wheelers and ordinarily could outrun the “Cordts” like a rabbit would a turtle. However, when those side wheelers were in shallow water they would drag their stern down deep in the water and a bid suction wave would follow right along with them. Whatever lay off the after quarters on the Day Liners would go right along with them. Disbelief from Distaffers The “New York” and the “Albany” were advertised in the newspapers of the day as very speedy. Some ladies who were passengers on the “New York” that day wrote a letter to the Day Line saying they did not think the “New York” was so fast when a tugboat could stay right alongside her for so long a distance. A. Van Santvoord, a president of the Day Line, wrote a letter to S.D. Coykendall, president of the Cornell Steamboat Company, requesting him to please ask his captains to stop trying to race with the Day Line steamers. Of course, Van Santvoord and Coykendall knew what the score was, but passengers on the “New York” wouldn’t understand about shoal water, suction, etc. Coykendall called captain of the “Cordts”, Jim Monahan, on the carpet about the incident and told him not to do it again or he would be discharged. But the way it has been told to me, Jim Monahan was a very stubborn man. Sure enough, he tried it again and that was the last of Captain Monahan on the “John H. Cordts.” After leaving Cornell, Captain Monahan was captain of the steam lighter “Uriah F. Washburn,” carrying cement and lime all along the Hudson River and Long Island Sound. After that, until his death, he was captain of the steamer “Newburgh” of the Central Hudson Line. All river men agreed he was always a very good captain or pilot tugboats, steamboats or whatever he happened to be on, the sleigh rides and dismissal notwithstanding. AuthorCaptain William Odell Benson was a life-long resident of Sleightsburgh, N.Y., where he was born on March 17, 1911, the son of the late Albert and Ida Olson Benson. He served as captain of Callanan Company tugs including Peter Callanan, and Callanan No. 1 and was an early member of the Hudson River Maritime Museum. He retained, and shared, lifelong memories of incidents and anecdotes along the Hudson River. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Editor's note: The following text was originally published in 1831 and 1834 from the newspapers listed below. Thanks to volunteer researcher George A. Thompson for finding, cataloging and transcribing this article. The language, spelling and grammar of the article reflects the time period when it was written. Racing of Steamboats. – We are sorry to learn that the practice of putting certain steamboats to a competition of speed, on the North River, has been resumed this season. This practice is in itself highly reprehensible, and in the present state of alarm, in consequence of the late fatal explosion on board the General Jackson, it is an act of disrespect to the passengers, and to those of a more timid make, particularly ladies, an act of absolute cruelty. If the proprietors of the boats engaged in this practice were to give fair notice – if they were to advertise that on such a day there would be a trial of speed between certain boats – that people would not then be landed at Colwell's and West Point, and other usual landing places along the river – that the steam would not be let off at the few places where the boats stopped to leave or take in passengers; and that those only who were willing to risk their lives under such circumstances, were desired to become passengers, then all would be fair. Those who liked to witness the sport, and were willing to run the hazard of being blown up, could then go on board; and those who preferred a safe and comfortable passage, could take some other boat. Besides the alarm and terror of the passengers, there are other inconveniences. A gentleman sets out with his family, on a trip of pleasure, to go to West Point. In spite of his remonstrance, he is carried by West Point, and landed at Newburgh, amidst a mob of people, assembled at the wharf to witness the race between the boats. Here he is obliged to stay in a grog shop for several hours, waiting for a boat to come along and take him down again to his place of destination. In the meantime, his only amusement is to witness the tumultuous excitement which the strife between the boats has created among the people who are divided into regular factions on the subject; and who celebrate, as we are informed, the victory of a favorite boat, with discharges of rockets, and other fire-works. New-York Evening Post, June 27, 1831, p. 2, col. 1 Hyde Park, Sunday, Sept. 14. -- We left Albany at half-past six this morning, in the steamboat "Champlain." There is a violent opposition between two lines of boats. The fare to New York is fifty cents. We were contending with the "Nimrod" all the way down, and for five or six miles before we reached Hyde Part landing, the boats were in contact, both pushing furiously at the top of their speed, and we and our trunks were pitched ashore like bundles of hay. The people at the landing being all in favour of the opposition, except Dr. Hosack himself, nobody would take a line, and we might have drowned without an arm being reached to save . September 16. -- We left Hyde Park and came on board the "Champion," an opposition boat, at half-past twelve o'clock. The "Albany," passed the landing a few minutes in advance, but did not stop. Our boat had three or four hundred passengers, and such a set of ragtag and bobtail I never saw on board a North-river steamboat -- the effect of the fifty-cent system. If the people do not rise up in their might and put a stop to the racing and opposition, it will be better to return to the primitive mode of travelling in Albany sloops. I would rather consume three or four days in the voyage, than be made to fly in fear and trembling, subject to every sort of discomfort, with my life at the mercy of a set of fellows whose only object is to drive their competitors off the river. Philip Hone, The Diary of Philip Hone, 1828-1851, Bayard Tuckerman, ed., N. Y.: Dodd, Mead, 1889, vol. I, pp. 111-12, entries of September 14 & 16, 1834. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
The newest collection of Hudson River Maritime Museum material on the New York Heritage website is the Tracey Irving Brooks photograph collection. See all of the Hudson River Maritime Museum collections here: Tracey Irving Brooks was a professional quality photographer based in the Capitol Region of New York State's Hudson River Valley. Born in 1888 Mr. Brooks photographed Hudson River steamboats during the first half of the 1900s. The collection covers an extensive variety of steamboats on the upper portion of the Hudson River. The collection includes photographs, postcard images and glass plate negatives of steamboats, tugboats, and ferries from the Tracey I. Brooks collection. In addition, museum volunteers Carl and Joan Mayer have compiled a list of publications with background information about many of the boats. Hudson River Maritime Museum is able to contribute to New York Heritage thanks to the work of the Southeastern Regional Library Council. New York Heritage enables the museum to share a sample of the thousands of Hudson River images in the museum's collection with viewers around the world. About New York Heritage: New York Heritage Digital Collections features a broad range of materials that present a glimpse into our state’s history and culture. Over 350 libraries, museums, archives, and other cultural institutions make their collections available in our repository. These primary source materials span the range of New York State’s history, from the colonial era to present. Our stories are told through photographs, letters, diaries, directories, maps, books, and more. New York Heritage is a collaborative project of eight of the nine Empire State Library Network library councils: Capital District Library Council, Central New York Library Resources Council, Long Island Library Resources Council, Northern New York Library Network, Rochester Regional Library Council, Southeastern New York Library Resources Council, South Central Regional Library Council, and Western New York Library Resources Council. Take a historical tour of New York State here. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
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