​Very few persons who journey up and down the Hudson River either upon the palatial steamers or upon the railway trains that run along both banks of this great waterway know how great an amount of wealth is daily floated to this city on the canalboats and barges that compose the immense tows that daily leave West Troy, Lansingburg, Albany, Kingston, and other points along the river bound for this city. Twice each day-—early in the morning and in the evening—a large number of tows made up of boats that have come through the Erie Canal from Buffalo, the Northern Canal from points along Lake Champlain as far north as Rouse's Point, and through the Delaware and Hudson Canal from the anthracite coal regions of Lackawanna and Wyoming, in Pennsylvania, leave the above places in tow of huge side-wheel towboats and of puffing little screw propeller tugs, all moving toward one objective point, which is New-York City.

​Frequently these tows will be bunched together, so that, within a distance of three or four miles on the river, there can be seen several hundred barges and canalboats afloat carrying in their holds hundreds of thousands of dollars in merchandise, produce, lumber, grain, and ore. Many of these single tows contain as much as 100 boats, and sometimes a larger number, marshaled six and eight abreast, and reaching back at least a quarter of a mile from the stern of the leaders to the sterns of the last boats. Few persons would believe it, if told that enough freight was carried in a single tow of this kind to load a couple of dozen large trains of freight cars; yet such in the case.

During the past week several such tows have arrived from Albany in tow of the powerful tugs of the Schuyler Steam Towboat Line of 15 South-street. Their largest steamer, the huge side-wheeler Vanderbilt, only a few days ago brought down from Albany 120 grain barges, each barge carrying from 8,000 to 10,000 bushels of grain, weighing 240 tons, with a gross tonnage for the entire tow of nearly 40,000 tons. On Tuesday last one of their smaller boats, the Belle, Capt. John Oliver, assisted by the propeller James T. Easton, brought seventy-four boats from Albany and Troy, many of them laden with iron ore from Lake Champlain, while the others were loaded with grain and lumber and lying so low in the water that much of the time they were partially submerged. The gross tonnage of this tow was over 25,000 tons.
​
In taking a trip from this city to Albany, frequently as many as fifty of these tows are passed, it taking about thirty-six or forty hours for them to reach port at this city after leaving Albany. From Kingston, which is the tide-water outlet of the Delaware and Hudson Canal, another class of merchandise is shipped in the same manner. From the mouth of the Rondout Creek, which forms the harbor of the thriving and busy city of Kingston, can be seen emerging every evening huge rafts of canalboats, tall-masted down-Easters, and barges of various sorts, laden with coal, ice, hay, lumber, lime, cement, bluestone, brick, and country produce. Many of these craft have received their cargoes at the wharves of Kingston, while others have come from the coal regions about Honesdale and Scranton, in Pennsylvania, all bound for this port and consigned to, perhaps, as many different persons as there are boats in the tow.

Of the heaviest part of the traffic of the entire river at least two-thirds is monopolized by the two great towing companies, the Cornell Transportation Company of Kingston and the Schuyler Steam Towboat Line of Albany. The Schuyler Company practically has a monopoly of the trade coming from the Erie and Champlain Canals at Albany and Troy, as well as the towing for the Pennsylvania Coal Company from Newburg, while the Cornells hold in a tight grasp the business of the Delaware and Hudson Canal Company from Kingston, both north and south, on the river. The business of the Knickerbocker and other ice companies, which is something immense in volume, is scattered about among individual towboat owners, the two companies spoken of above, and several smaller towing lines.
On the arrival of the tows that come from various points up the river at this port a complete transformation takes place from the sleepy quiet that has reigned on the boats while slowly, but steadily, on their way creeping down the river. As soon as a large tow is sighted far up the river, a number of tugs belonging to the various towing lines in the harbor start with a full head of steam and race with each other to reach the tow. Each tug carries orders from the consignee of some particular boat to take it from the tow and place it in some selected berth. The boats to be dropped first from the tow are always placed on the outside or on the tail end, and as soon as the tugs reach them they begin to cast off and the tow begins to break up. They are then picked up by the tugs sent for them and taken to their several destinations.

The boats from the Albany tows, laden with flour and grain, are mostly taken to the piers along the East River from Pier 3 to Coenties-slip, the Erie and Atlantic Basins, and the elevator docks at Dow’s stores in Brooklyn. The boats laden with lumber, brick, cement, lime, building material, and bluestone from Kingston and other points are docked at the brick, stone, and lumber yards along the North and East Rivers, the coal barges go to Weehawken and Perth Amboy, and the ice barges to various stations along the North and East Rivers.
​
Among the famous towboats plying between this city and up-river points are the America, Anna, Belle, Cayuga, Connecticut, Niagara, Ontario, Syracuse, Vanderbilt, Oswego, Mount Washington, Austin, Sammy Cornell, James T. Easton, the famous old ice king the Norwich, and many others. Many of these boats have labored upon this great waterway for at least thirty years, and some of them for a longer period. They have earned fortunes for their owners, and have also furnished employment for a huge army of men whose lives have been spent on the river and whose occupation promises to descend to their children in turn. The wealth that has been transported to this city in tow of this fleet of steam vessels is incalculable, and probably far exceeds if not doubles that of any other waterway in the world.

           
In the mid-1800s, the Hudson River was a busy waterway between the fast-growing New York metropolitan area and the cities, crop lands, timber, and mining regions of the West and North. The Delaware and Hudson Canal linked the Pennsylvania coal fields to the Hudson River at its harbor town of Rondout, about one hundred miles north of New York city.
           
In the 1830s, Thomas Cornell came with a sailing sloop to Rondout to ship coal from the D&H Canal. A native of White Plains, N.Y., Cornell was just twenty-two years old. Until then, sailboats had done the work of carrying freight and passengers, but Cornell saw that steam-powered vessels were the future. In a few years, he became the owner and operator of steamboats running between Rondout and New York. Cornell settled in Rondout, where he established the Cornell Steamboat Company.
           
In those booming years of growth and construction, there was plenty of business for steamboats plying the Hudson. New York City’s thriving metropolitan area needed coal from the D&H Canal, ice that was harvested in winter from the frozen river, building material produced in the mid-Hudson valley brick, lumber, stone, and cement- and agricultural products grain, livestock, dairy, fruit, and hay- which came from near and far.
           
Rondout Creek offered the best deep-water port in the Hudson Valley and thus became the center of maritime activity between New York and Albany. The Cornell Steamboat Company made its headquarters in Rondout village, where many boats were berthed and repaired, and some were built. Between 1830 and 1900, few harbors of comparable size anywhere in America were as busy as Rondout Creek.
                                                                
By the mid-1800s, the Hudson River had many sidewheel steamboats passing north and south, one grander than the other. They carried both freight and passengers, and speed was of the essence- both for bragging rights and because passengers favored the fastest boats. In the 1860s, Thomas Cornell acquired Mary Powell, the Hudson River’s fastest and most beautiful passenger boat.
           
In this time, Cornell built a magnificent sidewheeler to ply the route from Rondout to New York. She was named in his honor- Thomas Cornell- and was one of the finest vessels operating on the Hudson.
           
Steamboats not able to compete in speed or luxury were often turned into towboats, hauling loaded barges that were lashed together to be towed up or down the river. Cornell began to develop a fleet of towboats, which in time would be replaced by tugboats, designed and built especially for towing on the river.
           
After the Civil War, Cornell was joined in the business by Samuel D. Coykendall, who became his son-in-law as well as a partner in the firm. The combination of Thomas Cornell and S.D. Coykendall soon would create the most powerful towing operation on the Hudson River. At its peak in the late 1800s, the Cornell Steamboat Company ran more than sixty towing vessels and was the largest maritime organization of its kind in the nation.
           
Early in 1890, Thomas Cornell died at home at the age of 77. In son-in-law S.D. Coykendall, Cornell had a worthy successor.
           
During a career of more than fifty years, Thomas Cornell built a mighty business empire and became a leading figure in New York and the nation. In addition to running the Cornell Steamboat Company and the Kingston-Rhinecliff ferry, he built and operated railroads on both sides of the Hudson, helped establish two banks, was a principal in a large Catskill Mountain hotel, and served two terms in Congress.
           
By 1900, the Cornell Steamboat Company had given up the passenger business and turned completely to towing. There were more than sixty steam-powered towing vessels and tugboats in the Cornell fleet. Their boilers were fired by burning coal. Cornell vessels were well-known on the river, with their familiar black and yellow smokestacks clearly recognizable from the northern canals to New York harbor.
           
As the years passed, S.D. Coykendall gave his six sons positions of authority and management in the Cornell business empire. “S.D.,” as he was known, was the leading citizen of Ulster County, heading up banks, developing railroads, operating a hotel and a ferryboat line, and building and operating trolley lines and an amusement park. He invested in many enterprises, including cement works, the ice industry, brickyards, and quarrying operations.
           
The diverse Cornell-Coykendall business empire faced rapid changes, including the coming of the automobile and the increased use of oil instead of coal as fuel. Further, new construction methods in the cities no longer required the bricks, stone, and cement of the Hudson River valley. So, there was less cargo on the river, and less work for Cornell tugboats.
           
In January 1913, S.D. Coykendall died suddenly at his home in Kingston at the age of seventy-six.
           
Frederick Coykendall, who was forty years of age, succeeded his father as president of the Cornell Steamboat Company. Frederick lived in New York and was active in alumni and trustee affairs at Columbia University. He would become chairman of the university’s board of trustees and president of the  university press.
           
Frederick Coykendall and the Cornell Steamboat Company faced adverse economic conditions that in many ways were beyond their control. Around 1930, the Hudson River was deepened to allow ocean-going ships to reach Albany and this ended the towing of grain barges. Railroads and trucks could transport most cargoes faster and more effectively than shipping them by boat. Also, electric refrigeration ended the demand for natural ice, once a major commodity towed by Cornell- as had been the Hudson Valley brick, cement, and bluestone no longer used in construction.
           
Assisting Frederick Coykendall was company vice president C.W. “Bill” Spangenberger, who had been through the ranks since joining Cornell in 1933. When Frederick passed away in 1954, Spangenberger became president. Although company executives worked hard and with considerable success to rebuild Cornell, they were forced to sell out in 1958 when their largest customer, New York Trap Rock Corporation -a producer of crushed stone — offered to buy the company. Trap Rock retained Spanberger as president of Cornell.
           
In 1960, the Cornell Steamboat Company built Rockland County, an innovative, push-type towboat—the first of its kind in permanent service on the Hudson River. With Rockland County, a new age of towing began on the Hudson, but there would be no future for Cornell. Trap Rock was soon acquired by a larger corporation, and the towing company was no longer needed.
           
In 1964, the Cornell Steamboat Company finally closed its doors, after making Hudson River maritime history for an unprecedented one hundred and thirty-seven years. 

The Hudson River was used as a road for hundreds of years for transport of people and goods before there were paved roads or railroads. The major form of transport on the river from the early 1600s to the early 19th century was the Hudson River sloop, an adaptation of a Dutch single-masted boat which was brought here by the Dutch settlers who were the dominant group among the early European settlers in the Hudson Valley. Everything and everybody traveled by Hudson River sloop, but they didn’t travel fast. In those pre-engine days, it could take a week to sail between New York and Albany. According to ads of the times, the sloops operated on a two-week schedule (one week down and one week back), to allow for the vagaries of the wind and the time it took to fill the boat at various landings and towns. For passengers in a hurry, or perishable freight, such a schedule could be a problem.
           
After 1807, with the advent of the steamboat, life for passengers on the Hudson in a hurry became much better. From a one week trip between New York and Albany, the time was reduced to slightly more than one day, and then became even faster as better and better steamboats and engines were built. However, freight continued to travel by slower sailing vessels because it was much cheaper to ship cargo that way. As more and more steamboats came onto the river and competition made shipping on these boats cheaper, perishable freight like fruit, vegetables and milk traveled by steamboat. Less perishable bulk cargoes traveled in barges pulled by steamboats especially built for towing. Even so, sailing vessels, sloops and schooners still carried bulky heavy cargoes like bluestone and cement until the end of the 19th century. The schooners included a steady traffic of coastal schooners from New England which would bring lumber to the Hudson Valley and return home with cargoes like coal, bricks, bluestone and cement. Ironically, though, the coastal schooners usually did not sail up the Hudson but were towed in convoys by steam towboats or tugs. The smaller Hudson River sloops and schooners, whose scale was more in keeping with the narrow reaches of the Hudson, could sail up the river.
           
By the mid-19th century the railroad began to come on the scene in the Hudson Valley to compete with boats. The railroad had the advantage of being able to run in the winter when the river was frozen and closed for boat traffic, so it steadily gained favor with shippers. However, the river retained a large amount of freight traffic because it was still a cheap way to ship things.

Towing was a big business on the Hudson River during most of the 19th century into the early 20th century. The towing steamers were first outmoded passenger steamers with cabins and extra decks removed. Then steamers especially made for towing were built, like the famous Norwich, the Oswego, the Austin and others which still resembled stripped down passenger steamboats with the usual side paddlewheels. However, around the time of the Civil War a new type of towboat with a screw propeller appeared on the scene. This was the tugboat which we are still familiar with today, a small but powerful vessel, whose attractive shape is easily recognizable and used in many work situations worldwide. Towboats and tugs pulled long strings of barges, often as many as forty, carrying many types of cargoes slowly up and down the Hudson day and night from the late 19th into the early 20th centuries. Usually a second helper tug was employed to take barges on and off the tow as it moved along, helping with the towing also as needed.
           
Often the individual barges had captains who lived in tiny houses onboard their boats, sometimes with their families accompanying them. It was not unusual to see laundry hung out on the backs of the barges or dogs and children playing on deck. Small children were usually tethered with some sort of rope to keep them from falling overboard. Small supply boats called bumboats came alongside the tows as they moved slowly along to sell groceries and other necessities to the barge families.
           
Rondout was the home of the Cornell Steamboat Company, which was the dominant towing company on the Hudson from the 1880s through the 1930s, with a fleet of up to 60 tugs and towboats of all sizes. Rondout was also the home of a number of boat builders who built hundreds of barges and canal boats over the years to carry many different types of cargoes on the Hudson and on the canals like the Delaware and Hudson which fed into the Hudson. Most of the towns along the Hudson had boat-building operations in the early days of the sloops, but by the late 19th century boatbuilding was concentrated in fewer places, like Newburgh and Rondout.
           
What were the cargoes carried on the Hudson River by boat? Farm products and wood dominated the trade from the 17th into the 19th centuries. Industrial products, particularly building products like cement, bluestone and bricks produced in the Hudson Valley in the 19th and early 20th centuries, were the major cargoes traveling on the river to New York City to build the city. Coal was also a major cargo, coming to the Hudson on the Delaware and Hudson Canal in the 19th century, and later by rail from eastern Pennsylvania. Ice cut in the Hudson and lakes along the river was also another major cargo from the mid-19th century into the 1920s transported in fleets of covered barges. Grain from the west was carried on the Hudson, and fruit produced in the mid and upper Hudson regions was transported in huge quantities by steamer through the 1930s.
           
In the 20th century, self-propelled freighters served to carry cargoes not handled by towboats and barges. Sometimes these were cargoes that traveled to or from distant ports, sometimes across the ocean or halfway around the world. Some cargoes that had previously come by coastal schooner, like lumber, now arrived by freighter. Liquid cargoes arrived by tanker including oil and molasses. Fuel oil is today the dominant cargo on the Hudson and it travels by barge and by tanker. The molasses which used to go to Albany by tanker was used as a component in cattle feed. Gypsum remains a cargo carried by freighter on the Hudson.
             
Of the old cargoes carried on the Hudson, few remain today. Only cement and crushed rock or traprock remain of the old building materials excavated and produced along the banks of the Hudson and carried by barge. Most cargo moving along the Hudson today goes by rail or road. Where water was once the cheapest way to ship along the Hudson, it is no longer necessarily true. The industries that shipped by water are gone for the most part. Also much of the bulk cargo that once traveled to Albany from all over the world like bananas or foreign cars now go elsewhere. Those colorful days are gone and are missed by those who remember them.

​Towing on the Hudson River undoubtedly began in earnest with the earliest steamboats once the Erie Canal began at the time of its grand opening on 26 October 1825.1 After that date, canal boats loaded with eastbound grain cargoes needed a way to deliver their cargoes to New York City. Nearly all of the towboats of that age were primarily side-wheel steamers which normally carried passengers.
 
Little is known of how the concept of the dedicated towboat developed. As the traffic on the Canal increased, it was undoubtedly found that there was more traffic than could be handled by the passenger boats. It is surmised that this occurred sometime during the mid-to-late 1830s. It should be noted that the marine propeller did not exist at this time, so that all of this earliest towing was carried out by side-wheel steamboats.
 
The side-wheel steamboats- whether engaged in towing or otherwise employed- were propelled by engines of two designs. One was the walking-beam engine, in which the connecting rod from a vertically-mounted cylinder was attached to one end of a diamond shaped cast iron beam. From the other end of the beam, a rod led to a crank in the transverse shaft that led to the paddle wheels. In this way, the paddle wheels turned as a result of the up-and-down movement of the engine’s piston.
 
The other type of engine used on the side-wheelers was the crosshead engine, similarly configured to the beam engine except that instead of the walking beam, a crosshead moved vertically in guides at each side. The connecting rod movement from the cylinder caused the crosshead to move vertically and a second connecting rod rotated the crank on the transverse shaft in the same manner as that of the beam engine. The crosshead engine, common in the early days of the steamboat, virtually disappeared from production during the late 1850s.
 
Most of the side-wheel towboats in use on the river were former passenger steamers which had been converted to towboats, mainly by the removal of the passenger quarters. During the entire history of the side-wheel steamboat, there were only seven such vessels built for towing purposes between 1848 and 1873. These vessels were Oswego (1848; Cayuga (1849); America (1852); Austin (1853); Anna (1854); Syracuse (1857) and George A. Hoyt (1873). All were built for well-known towboat operators- A. Van Santvoord, Samuel Schuyler, Jerry Austin and Thomas Cornell. The last named vessel was somewhat of an anachronism, built at the beginning of the propeller era.

​The last side-wheel towboat in operation on the Hudson was Norwich, built in 1936 beginning in 1848, she was a member of the fleet of Thomas Cornell (and later the Cornell Steamboat Company).  A star performer in the 1909 Hudson-Fulton Celebration, she last operated commercially in 1917 and was dismantled in 1923. She was also the last vessel afloat powered by a crosshead engine.
 
Small propeller tugs appear to have made their first appearance on the river at about the time of the Civil War. One of these pioneering craft, Wm. S. Earl, was around the river until the later 1940s. She had been built at Philadelphia for Albany owners in 1859. The appearance of these vessels at Albany was to provide a fleet of tugs was for two principal reasons: (1)to handle the towing of barges locally, and (2)to make up the increasingly more frequent and larger New York tows composed primarily of grain traffic through the Erie Canal.
 
During the post-war period and beyond, the burgeoning City of New York required increasingly large amounts of materials to construct the buildings that made up the city. In those days, the principal materials of construction were bricks and mortar, both of which were manufactured along the river. A multitude of brickyards on the upper and lower portions of the river provided nearly all of the brick required for this undertaking, being carried to New York on 100-foot long wooden barges, nearly all of which were built in shipyards along the river.
 
Another commodity that was significant in the pre-refrigerator days was ice, and before the era of manufactured ice, the Hudson River provided a very large percentage of New York’s ice needs for many years. Ice was harvested from the river during the river and stored in riverside ice houses. The ice was shipped to New York by barge, to be used during the warmer part of the year. As a result, ice became an important factor- alongside of brick- for many years in the river’s towing industry.
 
There was still another commodity which required transportation to New York from the middle region of the river. This was coal- the only fuel available during the 19th century. Anthracite coal was brought from the Pennsylvania fields by the Delaware & Hudson Canal to Rondout Creek, where the Island Dock (especially built by the canal company for the purpose) became the entrepôt between canal boats and river barges or sailing vessels. Similarly, rail terminals at Newburgh and Cornwall provided the means for transfer of Pennsylvania coal to barges and seagoing vessels.
 
From the 1870s onwards, the size of the propeller tugboat- and its power- increased continuously, and this was not lost on the Hudson River operators. Most, if not all, of the
operators utilized side-wheelers, but only a single owner was able to foresee the day in which this type of motive power would be obsolete- and eventually non-existent. This was Thomas Cornell, an owner who had come to the river in the late 1830s operating passenger steamers. His towing business grew continually, and by 1872, he had taken delivery of two propeller tugs of then large size- Thomas Dickson and Coe F. Young, each powered by a single cylinder condensing engine of about 240 horsepower. This, it turned out, was a major step towards the future.

​​

During the 1880s, Cornell expanded his propeller fleet with a modest fleet, primarily built in Philadelphia, the largest being J.C. Hartt, which boasted a 750-horsepower compound
engine. Still more technical accomplishments followed, beginning with the iron-hulled Geo. W. Washburn, built at the T.S. Marvel yard in Newburgh in 1890 (with a near sister, Edwin H. Mead, following two years later). Perhaps the only wrong decision of the era was Cornell’s construction of a then-enormous vessel, a 1400-horsepower behemoth named Cornell, at a Staten Island shipyard in 1902. She proved to have a draft too deep for service on the upper river and was sold to a New Orleans operator who kept her in service until the end of World War II.
 
A handful of other operators built and operated modern vessels during this period, but they were no match for the Cornell fleet and their business method. Many abandoned their river operations, some selling their vessels to the Cornell organization, at this time headed by Samuel D. Coykendall, a son-in-law of Thomas Cornell. Some of the long-time workhorses of the Cornell fleet came from these absorbed businesses, such as Ronan’s Osceola and Pocahantas, built in 1883 at Newburgh and still in the Cornell fleet in the early 1930s. Another operator who failed in his tilt with Cornell was C.W. Morse, whose Knickerbocker Ice Company gave up river towing under the fierce Cornell attack.
 
It was during this period of increasing barge traffic that the latter day concept of the river tow came into being. The main towing- either side-wheel or propeller driven- was in charge of the tow. As the New York-Albany tow progressed up or down the river, it was necessary to drop off or pick up barges at intermediate points along the route, such as at the brickyards, stone quarries or other industries that required barges. It was inconvenient, and in most cases, impossible for the towing steamer to accomplish this task, and in this way the concept of the “helper” tug came into being. This small tugboat would shift individual barges from the main tow to a shoreside destination without affecting the movement of the main tow. Similarly, barges were moved to the tow in the same way. In between these shuttle trips, the helper tug would provide its power to assist in moving the main tow, and under certain circumstances, such as rounding the potentially dangerous course change needed when rounding West Point, she would help in altering the course of the flotilla of barges.
 
The sheer size of these tows during the peak period of barge towing on the river was astonishing. Some of the larger tows were made up of as many as 125 barges. Assuming that the average length and beam of individual barges was 100 feet by 25 feet, the area of the entire flotilla might amount to as much as seven acres!
 
The diesel tug made its initial appearance on the Hudson shortly after the end of World War One. The Cornell Steamboat Company purchased two 100-foot tugs that had been
cancelled members of the Shipping Board’s 100-vessel harbor tug fleet. These two- Jumbo and Lion- acquired in 1924 and 1925 respectively, were propelled by 600-horsepower Nelseco engines. These two line-haul tugs were joined during this period by four “helper” tugs- Cornell, Cornell No. 20, Cornell No. 21, and Cornell No. 41- all of which were converted steam tugs.
 
One operational breakthrough in the Cornell company’s latter days was the construction and operation of the diesel-powered Rockland County, a pusher tug in the style of the western river-based towing fleets. Rockland County was built in 1960 by Dravo Corporation at its Wilmington, Delaware yard, and was used primarily to move crushed stone-laden barges (another longtime important cargo on the river) of the New York Trap Rock Company from its quarries on the lower river.
 
The latest towboats seen on the river are powerful pusher tugs which move the oil barges to the upper river. These tugs, owned by K-Sea, Moran, McAllister and others, are typically of around 4000 or more horsepower, with elevated pilot houses to provide adequate
visibility when moving an empty barge. Although these tugs are of a type that could never be imagined in the days of the side-wheel towboat, they are also a remarkable development that might have been unforeseen twenty-five years ago.
 
Today, towing on the Hudson is but a shadow of its former self. Cornell went in the 1980s, when it sold out to New York Trap Rock (although the Cornell shop buildings are still standing in Rondout Creek). Ice, coal and brick disappeared as cargoes many years ago. Still with us are petroleum, crushed stone and cement, and a small quantity of container cargo is brought from New York’s container terminals to the Albany area by barge. One must remember, however, that Hudson River towboats and barges were of great importance in the development of the City of New York and the lower Hudson River virtually from the beginning of the powered vessel.
 
Endnotes:
1. Adams, Samuel Hopkins, “The Erie Canal”, published in New York in 1953 by Random House, Inc. 

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. See more of Captain Benson’s articles here. This article was originally published December 17, 1973.

St. Nick Paintings
The steamboat “Santa Claus” had been built in the early 1840's and first ran as a day steamer between New York and Albany. In 1847 the steamboat was used in a service between Piermont and New York, and then briefly returned to her old Albany run before starting her service from Wilbur in 1848. An unusual decorative feature of the steamboat were paintings of St. Nick himself going down a brick chimney with a bag full of all kinds of toys of the era which appeared on her paddle wheel boxes.

During the early 1850's, the local landing of the “Santa Claus" was shifted from Wilbur to the fast growing and lusty village of Rondout. Operated by Thomas Cornell and commanded by David Abbey, Jr., she now ran as a night boat on opposite nights to the steamer “North America,” commanded by Jacob H. Tremper. The “Santa Claus" would leave Rondout for New York on Monday, Wednesday and Friday nights at 5 p.m. and return the following nights. 
​
During the latter part of the 1850 decade, Thomas Cornell withdrew the "Santa Claus” from the passenger trade, removed the passenger accommodations and converted the steamer to a towboat. During the winter of 1868-69, she was thoroughly rebuilt at South Brooklyn. When she came out in the spring of 1669, the name “Santa Claus" disappeared and on her name boards instead appeared the name “A. B. Valentine," in honor of the man who was the New York agent and pay master for the prospering Cornell Steamboat Company.

Down River Tows
As the "A. B. Valentine,” the sidewheel towboat was first used to pull the down river tow between Rondout and New York. But as some of the older boatmen told me their father had told them, she was not quite powerful enough for the large tows that were coming out of New York — sometimes with over a hundred canal boats and barges. Cornell then put more powerful side wheelers on the lower river and shifted the “A. B. Valentine" to towing between Rondout and Albany. 

On the upper river the “Valentine" ran opposite one of the best known towboats of them all, the old faithful sidewheeler “Norwich." I have been told their helper tugboats were the sister tugs “Coe F. Young” and “Thomas Dickson," the “Young” working mostly with the “Norwich” and the “Dickson" with the “A. B. [Valentine."]

For many years a man lived in Sleightsburgh by the name of Fred Cogswell. He had been the pilot on the “A. B. Valentine" in her latter years. At the time the “Valentine” was withdrawn from service, Mr. Cogswell was a man well along in years and I am told S. D. Coykendall pensioned him off on a pension of $7 a month. He passed away in the early 1920's well into his nineties. 

At the turn of the century, the “A. B. Valentine" had outlived her usefulness and was layed up at Sleightsburgh at what later became known as the Sunflower dock. In the late fall of 1901 she was sold for scrapping. By a quirk of fate, on the day she was sold, the man for whom she was named, A. B. Valentine, died after serving as the New York superintendent of the Cornell Steamboat Company for half a century. 

The steamer left Rondout on Dec. 17, 1901 for Perth Amboy, N.J .where the steamboat built as the “Santa Claus” was finally broken up. 
​
Although there are a number of photographs of the steamboat as the "‘A. B. Valentine,” I know of no photos of her as the “Santa Claus,“ probably because during service under her original name photography was in its infancy. However, during the early 1930's there was a saloon on Abeel Street, just off Broadway, that had a lithograph of the "‘Santa Claus.” It was a broadside view with her Rondout to New York schedule imprinted on the sides. To my knowledge, this was the only likeness of the old steamer as the “Santa Claus." Now, this too, has long since disappeared.

If you'd like to learn more about the steamboat "Santa Claus," check out this extensive Wikipedia article. 

​If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!​

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

The tale of the steamboat “Sarah E. Brown,” known for a period in her existence as the “fish market boat,” begins in 1860, travels through the Civil War and comes to the Rondout creek harbor, and finally ends as the wreckers tear apart the remains of the vessel which lost a battle with the ice in the creek and was wrecked beyond repair, in the year 1893.

The wooden hull of the “Sarah E. Brown” was built at Brooklyn in 1860. She was 91 feet long, breadth of beam 19 feet five inches, depth of hold five feet eight inches. Her gross tonnage was listed at 45, with a net tonnage of 22, and she was propelled by a vertical beam engine with a cylinder diameter of 24 inches with a six foot stroke.

As can be ascertained from the above dimensions, the “Sarah E. Brown” was a small side wheel steamboat, which was built for towing service in and around New York harbor. There were many vessels similar to the “Sarah E. Brown” in use for the same purpose at that period in steamboat history. Shortly after the outbreak of the Civil War in 1861, the “Sarah E. Brown” was taken over by the war department and placed in service on the Potomac river, being used principally in places where the river was too shallow for the larger vessels to navigate safely.

In 1865, at the close of the war, the “Sarah E. Brown” was brought north to the Brooklyn Navy Yard and tied up, and the following year she was sold to Thomas Cornell along with another side wheel steamboat, the “Ceres.” These two vessels, both painted black according to the practice of the federal government during the war, arrived at Rondout and were used for towing purposes in and around the Rondout creek.

Under the command of Captain Sandy Forsythe, the “Sarah E. Brown,” with Peter Powell as chief engineer, became a familiar sight along the river in the vicinity of the mouth of the Rondout creek.

The year 1869 marks the event which brought the nickname of the “fish market boat” to the “Sarah E. Brown.” A collision with an ice barge stove in the wheelhouse of the “Sarah E. Brown” carrying away much of the woodwork and leaving only the letters S.E.B. of her full name. Immediately some wag along the docks found the three letters could be the initial letters to the words “suckers,” “eels” and “bullheads,” and so the “Sarah E. Brown” came into the name of the “fish market boat.”

During the winter of 1870 the “Sarah E. Brown” was rebuilt at Sleightsburgh by Morgan Everyone, and Major Cornell was asked what name he wished for the rebuilt craft. It is reported that Major Cornell in turn asked Captain Sandy Forsythe what name he thought would be appropriate, and the captain replied that the name “Sandy” would do. Thus the “Sarah E. Brown” became the towboat “Sandy.”

​​The “Sandy” was in use around the Rondout harbor until the fall of 1892, and then it was an accident which occurred during the period when she was tied up for the winter, that brought the career of the “Sandy” to a close. N March 13, 1893, the ice in the upper section of the Rondout creek broke loose due to a spring freshet, and thousands off tons of ice rode the raging torrent down the creek. The onslaught of this mass swept many of the tied-up vessels from their moorings, and the side of the “Sandy” was crushed, causing the wrecked steamboat to sink. She was raised but was found to be in such condition that she was no longer of any use, and she was sold to Jacob Herold and broken up at Rondout.

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

Most of the steamboats built during the period before the Civil War were originally passenger vessels, and it was only in the later years of their service that they were rebuilt for towing purposes. Not so with the steamboat “Pittston”- she was one of the few sidewheel vessels built purposely for towing on the Hudson river, and she was in use for 57 years, hauling heavily laden barges on the river.

The wooden hull of the “Pittston” was built at New York in 1852. She was 108 feet long, breadth of beam 20 feet, depth of hold six feet, and her gross tonnage was rated at 74 with net tonnage at 58. The Allaire Iron Works of New York built her vertical beam engine which had a cylinder diameter of 32 inches with an eight foot stroke.

​The “Pittston” was constructed for the Pennsylvania Coal Company and was considered one of the finest vessels of her type to appear on the Hudson river. During this period the offices and yards of the Pennsylvania Coal Company were located at Port Ewen and the towboat “Pittston” was placed in service towing canal boats off the Delaware and Hudson Canal from Eddyville to Port Ewen. She was under the command of Captain Thomas Murry with James Mollin as chief engineer, and she continued on this route for a period of 13 years.

In 1865 the Pennsylvania Coal Company moved its headquarters to Newburgh and the towboat “Pittston” was purchased by Thomas Cornell of Rondout. For the following five years the “Pittston” towed out of Rondout along the river to various ports, and in 1871 she was placed in regular service between Rondout and the city of Hudson. A year later, 1872, found the “Pittston” in service on the route between Rondout and Newburgh, towing in line with the towboats “Frank Carter,” “Ceres” and later the “Isaac M. North” of the Cornell Line. The crew of the “Pittston” during the years of the Newburgh run are listed as captain, William Roberts; pilots, Wash Saulpaugh and Joel Rightmyer; chief engineer, James Purdy.

In the year 1875 the “Pittston” was withdrawn from the Newburgh route and placed in service between Rondout and Eddyville on the Rondout creek, taking the place of the steamboat “Maurice Wurtz” which had been towing on this route since 1857. The “Pittston” was used for towing the canal barges of the Delaware and Hudson Coal Company from tidewater at Eddyville to Rondout and she was under the command of Captain George E. Dubois, with Alonzo Woolsey as chief engineer.

​The “grand old days of the Delaware and Hudson Canal” came to a close in 1898 when the canal was abandoned, and the towboat Pittston” was then used around the Rondout harbor and as a helper for tows on the river. In September 1909 the “Pittston” was found to be in an advanced state of wear, and she was sold and broken up after 57 years of continuous service as a towboat.

The Pittston is one of many wrecked and abandoned boats in and around the Rondout Creek. To learn more about shipwrecks and other vessels, take one of our new Shipwreck Tours aboard our 100% solar-powered tour boat Solaris! 

​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!​

                                                            No. 107- Highlander
              
Almost from the day she slid down the ways into the water the “Highlander” was a part of the contests between steamboats for the honor of being the fastest and most efficient vessel on a particular route on the river. Later, after her days as a passenger vessel gave way to the era of more modern craft, the “Highlander” was converted into a towboat and continued her useful career on the river up which Henry Hudson’s “Half Moon” sailed centuries before in quest of a route to India.
              
The wooden hull of the “Highlander” was constructed at New York in the year 1835 by Lawrence and Sneden. The length of her keel was 160 feet, with an overall length of 175 feet, and her beam measured 24 feet wide, her hold eight feet deep. Her engine was the product of the West Point Foundry, being of the vertical beam type with cylinder diameter of 41 inches with a 10-foot stroke. Two iron boilers were located on her guards, and her paddle wheels were 24 feet in diameter with buckets 10 feet long and a dip of 29 inches. She was rated at 313 tons.
              
The “Highlander” was built for Thomas Powell, Samuel Johnson, and Robert Wordrop, for use on the Hudson river, and she was one of the finest and fastest steamboats of that period. While the “Highlander” was under construction at New York, another steamboat, the “James Madison,” was being built at Philadelphia to run in opposition to the “Highlander” on the Newburgh and New York route. The ensuing contests between these two vessels were frequent, and both steamboats claimed a share of the honors.

The pages of Hudson river steamboat history are marred considerably by the disasters caused by contests between steamboats when overtaxed boilers exploded and fire swept vessels from stem to stern, but these records fail to shed light on any accidents that resulted from the rivalry of the “Highlander” and the “James Madison.”

The “James Madison” was finally placed in service between Albany and New York and her name changed to the “Oneida”- thus bringing to an end the contests with the “Highlander.”

The “Highlander” continued operating on the Newburgh and New York route until 1846 when the steamboat “Thomas Powell,” a new and faster vessel, made her appearance. She was next seen as an excursion steamboat, and later she appeared on the Rondout and New York route, as a passenger vessel.

In 1851 Thomas Cornell purchased the “Oneida” and changed her name back to the “James Madison,” and during this period both the “Highlander” and the “James Madison” were converted into towboats. In 1852 the “Highlander” and the “James Madison” were towing out of the Rondout creek to New York- the “James Madison” in the service of the Delaware and Hudson Canal Company and the “Highlander” for the Pennsylvania Coal Company from the Port Ewen docks.

​Following the season of 1852 the “Highlander” was taken to the Delaware river where she was used as a towboat until 1866 when she was dismantled and her engine installed in a new towboat, the “William H. Aspinwall.”

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. See more of Captain Benson’s articles here. This article was originally published October 31, 1971.

                                 A Riverman’s Log’ New Tempo Feature

TEMPO begins Sunday publication with several new features.  And, proud as we are of all of them, the one that promises to become our own personal favorite is a regular column by Captain William O. Benson.
 
You’ll find the first offering by Capt. Benson taking up a full page spread in this week's issue, complete with nostalgic photos of the tugboat Lion and the steamboat M. Martin, and appearing under the banner headline “Whistles Salute Two Presidents.”
 
Captain William Odell Benson is a life-long resident of Sleightsburgh, where he was born on March 17, 1911, the son of the late Albert and Ida Olson Benson.  As captain of the tugboat Peter Callanan, he retains memories of incidents and anecdotes along the Hudson River; has long known the waterway’s steamboats and the men who manned them.  The perfect choice then to author about steamboating on the Hudson in years past.
 
40 Years on River
Bill Benson's reminiscences on Hudson River life and lore now join this magazine as a regular feature; will be culled from his 40 years of working, will appear weekly for a long time to come.
 
A river boatman his entire working life, he was closely associated with the Hudson and its steamboats long before he took to the tides himself.  His father was ship's carpenter of the famous in-legend Mary Powell; held the same position for the Central Hudson Steamboat Company and the Cornell Steamboat Company. His older brother, Algot J. Benson, before his death in 1923, served as chief mate and pilot of the steamboat Onteora, had been a deckhand and quartermaster on the Mary Powell, and a quartermaster of the Long Island Sound steamers Plymouth, Concord and Naugatuck.
 
TEMPO’s new contributor can lay claim, as well, to having been named after a Hudson River steamboat.  His middle name, “Odell,” derives from the steamboat Benjamin B. Odell, the largest steamer of the old Central Hudson Line, which entered service on the river the year Capt. Benson was born.
 
The wealth of anecdotes at your columnist’s recall date back to his school days at the old District No. 13 School, Port Ewen.  Education completed, he left school in 1927 to work for the Hudson River Day Line at Kingston Point.  The years of 1928 and 1929 saw him serving as a deckhand on the old Day Line steamer Albany.  Then came a long period (1930 to 1946) as a deckhand, pilot and captain on the tugboats of the Cornell Steamboat Company.
 
Served on Many Tugs
Those Depression to post-World War II years saw him serving on the Cornell tugs S. L. Crosby, Lion, Jumbo, Bear, Pocahontas, Perseverance, George W. Washburn, R. G. Townsend, Edwin Terry, J. G. Rose, Cornell, Cornell No. 20, Cornell No. 21, Cornell No. 41, John D. Schoonmaker, Rob, and William S. Earl.
 
During 1946 he captained the tugboat maintained at Poughkeepsie to assist tows to pass safely through that city’s bridges.  Since 1947 he’s been pilot and captain on the Callanan Road Improvement Company's tugboats Callanan No. 1 and Peter Callanan, and other tugs that from time to time have been chartered by the Callanan Company.
 
The steamboat columns we've received in advance read like a riverman’s log of humor and heritage.  Suffice it to say that we're looking forward to each new Benson column with as much enthusiasm as any other TEMPO reader.  We welcome the captain aboard with a salute of three whistles; look forward to pleasurable hours of reading about the men and the boats of the Hudson's past in the months ahead.

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 at right.

                                                Transport 1881
 Hull built of iron by Cramp at Philadelphia, PA. Length of 115 ft., breadth of hull 20 ft., 5 in. depth 9 ft. 5 in, gross tonnage 318, net tons 226. Engine constructed by Harlan and Hollingsworth at Wilmington, Del., Vertical beam engine. Diameter of cylinder 32 inches by 9 feet stroke.
 
The Transport was launched in December 1874 built for the Windmill Island Ferry Company to operate between Philadelphia and Reading wharves and Windmill Island carrying freight cars for a time was laid up. In the early part of the year 1881, the Transport was purchased by Thomas Cornell of Rondout; after making several alterations, was put on the route between Rondout and Rhinecliff on September first 1881. With Captain Benjamin Wells of Port Ewen in charge, William Van Steenburgh Pilot, William Barber engineer, and Isaac Schultz fireman. The Transport was the third ferryboat to operate on the Rondout and Rhinecliff route taking the place of the Ferryboat Lark that had been on the route since the spring of 1860, with Captain B.F. Schultz, John Landers, Pilot; William Morrow, engineer, and Isaac Schultz, fireman. The Lark took the place of the Ferryboat Rhine which was the first steam Ferryboat to operate across the Hudson River at this point of the river in the 1840s. When the Rhine was first put on the Hudson she took the place of a horse boat that was propelled by horses, ran from what was called the Sleight Dock across the river to Kingston Point. That was before the Hudson River Railroad was built. After the railroad was completed in 1852, there was a station built at Rhinecliff, the Rhine ran from Rhinecliff to Kingston Point until the late 1850s, then changed her route to Rondout, where it has run to the present time excepting one year 1876 when it ran from Ponckhockie. When the Transport was put on the route the Lark was sold to the Port Richmond and Bergen Point Ferry Company to ply across the Kill von Kull, Staten Island. The Lark was renamed the Arthur Kills where she ran for several years. Last trip crew: Capt. Nelson Sleight, Pilot Ross Saulpaugh, Silas Wells, chief engineer.

​