Welcome to Sail Freighter Fridays! This article is part of a series linked to our new exhibit: "A New Age Of Sail: The History And Future Of Sail Freight In The Hudson Valley," and tells the stories of sailing cargo ships both modern and historical, on the Hudson River and around the world. Anyone interested in how to support Sail Freight should also check out the Conference in November, and the International Windship Association's Decade of Wind Propulsion. The rotor ship Buckau was originally built as an auxiliary sailing schooner in 1920, she was converted in 1925 as the first rotor ship using Flettner Rotors. These modern sails are now being used as wind assist systems on dozens of ships, and are projected in some cases as the principal propulsion of a number of vessels currently in the design stage. Flettner Rotors work on the principle of the Magnus Effect, which is what causes baseballs to curve when thrown. Flettner Rotors also provide much more thrust from the same surface area when compared to traditional sails. The tests with Buckau were successful, and the idea caught on to a degree. While Backau was only 600 tons, thus a small ship, others were later launched after her tests, including the 3,000 ton Barbara. Anton Flettner wrote a book about his inventions which is now available on Google Books, and in it details that he had taken a sailing excursion as a young man to Australia, which inspired his maritime endeavors. There were a number of smaller experiments with Flettner Rotors in the early 20th century, but the collapse of shipping rates in the 1920s did not provide an incentive for building more ships. It wasn't until the Oil Crisis of the 1970s that more research was poured into the idea, and until the early 21st century not many Flettner Rotors were installed or used. However, they are now considered one of the best options for wind-assist retrofits on all kinds of modern vessels. Buckau proved that rotors are a viable form of propulsion nearly a century ago, and now they are being put to regular use in the pursuit of decarbonizing shipping. These types of pioneering efforts are not frequent, but they are capable of changing what the future of sail will, quite literally, look like. AuthorSteven Woods is a Contributing Scholar at HRMM. He earned his Master's degree in Resilient and Sustainable Communities at Prescott College, and wrote his thesis on the revival of Sail Freight for supplying the New York Metro Area's food needs. Steven has worked in Museums for over 20 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!
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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. See more of Captain Benson’s articles here. This article was originally published February 18, 1973. One day back in February of ‘36 I took a drive to Bear Mountain where the steamboats “Onteora” and “Clermont” were layed up for the winter. I planned to pay a visit to my friend John Tewbeck, who was the mate on the “Clermont” and acting as shipkeeper for the two steamboats. He had been second Mate with my brother, Algot, when Algot had been first Mate of the “Onteora” back in 1921. It was an overcast day and looked as if a snow storm might be in the making. Sure enough, after I arrived aboard the “Clermont” about 2 p.m., it started to snow. John had to go on an errand to Highland Falls and suggested I wait until he returned. After he left, I took a walk around the two steamboats, all dark and still in their winter hibernation. As I stood in the silent, cold pilot house of the “Onteora” I couldn’t help but think how it must have been there in the day when the “Onty” was new, back at the turn of the century, and running for the old Catskill Evening Line to Catskill, Hudson, Coxsackie and other up river landings. I could almost see the ghosts of Captain Ben Hoff and the Pilots and quartermaster during the early morning hours discussing the political events of the day, as pilot house crews are wont to do. Perhaps talking about Teddy Roosevelt’s campaigns against Judge Alton B. Parker in 1904 and in 1912 against Wilson and Taft. Boyhood Memories Then my thoughts wandered to the early 1920’s when the “Onteora” had been converted to an excursion steamer and was running between New York and Bear Mountain. How as a little boy I would visit my brother and be sitting enthralled in that same pilot house. On one such visit, I remembered looking out the port windows and seeing the steamer “Poughkeepsie” of the Central Hudson Line running up river at about the same speed as the “Onteora,” getting a little too close. And Captain Hoff saying “Come on, Amos (meaning Captain Amos Cooper of the “Poughkeepsie”), get over there.” Now, however, all was still and quiet in the pilot house and the only sound was a train on the New York Central going up the east side of the river at the foot of Anthony’s Nose. How the steam would “siss” across the cold, icy river. I then leisurely walked back on the “Clermont” and went through her cold, silent engine room. The bright work and moving parts of her engine were all covered with black grease as protection against the onslaught of winter’s rust. Up in her pilot house, it sure was cold with the snow falling outside. The brass was all tarnished and dark. By that time, dusk was falling and the now was coming down heavier. I couldn’t even make out the Bear Mountain bridge or the aero beacon on top of the Nose. John Tewbeck came back and said, “Well, Bill I guess you will have to stay here tonight as the roads are very slippery.” So I stayed aboard the “Clermont” all night. On the second deck, in one of her former staterooms on the port side, John had two cots and a small stove. Rattling Windows During the night, how the wind rattled her windows and how the “Clermont” creaked and groaned as she tugged on her mooring lines. It was very snug and comfortable that winter’s night in the “Clermont’s” cabin with the reassuring dull red glow from the coal fire in the small stove. How nice and warm it was to lay in bed and dimly see the lights up in Bear Mountain Park and the snow plows going along the highways very slow with their red lights blinking their warning signals. About 3 a.m. I woke up and dressed. John, somewhat taken aback, said, “Where are you going at this hour?” I answered, “I’m going to take a walk around the boat to see how it is this hour of the morning in a snowstorm.” After giving me his flashlight, which I took, John said, “I guess there is only one Benson like you in this world.” I replied. “Well, I will never again have this opportunity to stay all night and walk around a passenger boat tied up at Bear Mountain, so I thought I’d take advantage of it.” John retorted, “Well, Bill, enjoy yourself, while I sleep in this warm bed.” Cold on Deck I went out on deck. It was bitter cold, but the snow had lightened up considerable. I could now clearly see the Bear Mountain highway bridge and the aero light atop the Nose. How different the river looked all full of ice and snow. I went up to the dark, still pilot house of the “Clermont.” There was something about it that drew me there. Although it was very cold, I couldn’t help but think of how it must have been in that pilot house in seasons past when the steamboat was alive. Things were all hustle and bustle with passengers out on the decks, and perhaps the “Clermont” might be going into Stockport on a warm summer's morning with all the pilot house windows and doors open to catch the warm breezes. Finally, the cold brought my thoughts back to the present and that warm bed and coal stove on the second deck. John was fast asleep and in a few moments so was I. About 7 a.m. I awoke to the aroma of freshly brewing coffee and frying ham and eggs. It was indeed pleasant to eat breakfast by the warm fire and look out on the snow covered park with the sun shining brightly. Recalling That Night About 10 a.m. I left for home. After that I went to visit John a number of times, but never again did I stay overnight. In 1946 he died of a heart attack and the “Clermont” herself was broken up in 1949. A number of times in years later when going by Bear Mountain on cold and stormy nights, I would think about that night in February 1936 and recall my pleasant winter visit to the layed up steamboats. I remember an editorial that once appeared in the old New York Herald Tribune when the Day Liner “Washington Irving” was finally sold for scrapping. The writer observed that of all inanimate objects, ships and steamboats seemed to be endowed with a life of their own and have friends. I know the truth of the writer’s words, for this was my feeling for the “Clermont” and “Onteora.” 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!
On the bitter cold winter night of December 16, 1835 a fire caused by a burst gas pipe ignited by a coal stove broke out in lower Manhattan and burned for hours. The gale-force winds spread the flames rapidly across 17 city blocks. The frozen East River and Hudson River hampered the fire-fighting efforts. More than 600 wood frame buildings were destroyed. The Hudson River Brick Industry flourished during the rebuilding process as more durable brick replaced the former wooden buildings. Watch at www.hrmm.org/lecture-series for upcoming Follow the River Lectures in 2023 to learn more about the Great Fire and the Brick Industry. Come visit the brick exhibit at the Hudson River Maritime Museum. Listen as The History Guy gives more details. 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 1970s Oil Crisis saw a major revival in interest around Sail Freight, which coincided with the bicentennial of the American War of Independence, itself a trigger for renewed interest in traditional crafts and tall ships. As part of this whole scene, Folk Music also experienced a rise in popularity, and in this particular song, you have these threads all combined. While the lyrics are certainly dated, they do encapsulate the spirit of their times, and a seed off which we build today. Folk tunes are always changing, and the lyrics could be modified just slightly to be far more inclusive and encouraging in a modern context. I propose the following as a candidate, for those interested in recording an updated version: "Sailing ships and sailors 'gain will sail the open waters... so all you brave windjammers climb your way into the rigging..." The verses will all need a bit of work as well, but that's not a terribly hard task either. We construct our world through the stories we tell, and as I once heard it said, all stories aspire to be songs. We could use more of these types of stories and songs in the face of the challenges we face today. LYRICS: You can see the squares of canvas dancing over the horizon You can hear the chanty wailing to the heaving of the men You can feel the seas up to your knees and you know the sea is risin' And you know the clipper’s day has come again To the men on high the bos'n's cry commands a killing strain ’Til every mother's son begins to pray With a hearty shout she comes about and she heads into the rain And the ship has never seen a better day Sailing ships and sailing men will sail the open water Where the only thing that matters is the wind inside the main So all you loving mothers keep your eyes upon your daughters For the sails will mend their tatters and the masts will rise again Wooden beams and human dreams are all that make her go; And the magic of the wind upon her sails We'd rather fight the weather than the fishes down below; God help us if the rigging ever fails As the timber creaks the captain speaks above the vessel's groans 'Til every soul on board can hear the call It's nothing but the singing of the ship inside her bones And this is when she likes it best of all Sailing ships and sailing men will sail the open water Where the only thing that matters is the wind inside the main So all you loving mothers keep your eyes upon your daughters For the sails will mend their tatters and the masts will rise again Where the current goes the clipper's nose is plowing fields of green Where fortune takes the crews we wish them well Where men could be when lost at sea is somewhere in between The regions of a heaven and a hell Well they're sailing eastern harbors and the California shore; If you set your mind to see them then you can As you count each mast go sailing past you, prouder than before Then you’ll know the clipper’s day has come again Sailing ships and sailing men will sail the open water Where the only thing that matters is the wind inside the main So all you loving mothers keep your eyes upon your daughters For the sails will mend their tatters and the masts will rise again Sailing ships and sailing men will sail the open water Where the only thing that matters is the wind inside the main So all you loving mothers keep your eyes upon your daughters For the sails will mend their tatters and the masts will rise again So all you loving mothers keep your eyes upon your daughters For the sails will mend their tatters and the masts will rise again. AuthorSteven Woods is the Solaris and Education coordinator at HRMM. He earned his Master's degree in Resilient and Sustainable Communities at Prescott College, and wrote his thesis on the revival of Sail Freight for supplying the New York Metro Area's food needs. Steven has worked in Museums for over 20 years. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Editor's Note: The following text is a verbatim transcription of an article written by George W. Murdock, for the Kingston (NY) Daily Freeman newspaper in the 1930s. Murdock, a veteran marine engineer, wrote a regular column. Articles transcribed by HRMM volunteer Adam Kaplan. For more of Murdock's articles, see the "Steamboat Biographies" category. Poughkeepsie The tale of the steamboat “Poughkeepsie” is the story of a vessel that is still in service- although today the name “Westchester” has replaced “Poughkeepsie" and she is no longer a familiar figure on the Hudson river. The steel hull of the “Poughkeepsie” was built by the Tampa Foundry and Machine Company at Tampa, Florida, in 1916. Her hull was 206 feet 8 inches long, with an overall length of 215 feet; breadth of beam 47 feet; depth of hold 14 feet 2 inches; gross tonnage 1,366; net tonnage 948. She carried a triple expansion engine with cylinder diameters of 18 1/2, 28, and 46 inches, with a stroke of 30 inches. The “Poughkeepsie” was built for the Central Hudson Steamboat Company of Newburgh, and was the largest steel steamboat built south of Virginia yards up to that time. She was launched on September 25, 1916, and was delivered to the Central Hudson Company at New York in April 1917. The hull of the “Poughkeepsie” was or extra heavy steel construction with reinforced frame below the water line for the purpose of battling river ice during the winter months. The first deck was used exclusively for freight, the second deck containing staterooms which would accommodate 32 passengers, aft of the pilot house. The new steamboat represented an investment of a quarter of a million dollars at the time she joined the fleet consisting of the “Benjamin B. Odell,” “Homer Ramsdell,” and “Newburgh.” The first route of the “Poughkeepsie,” under the banner of the Central Hudson Steamboat Company, was between Rondout and New York, running in line with the “Benjamin B. Odell.” She was under the command of Captain Amos Cooper, with William Ross, pilot, and Howard Caniff, chief engineer. During the period in her career she became very popular with the traveling public, especially as an excursion vessel during the summer months. In May 1929 the Hudson River Night Line and the Hudson River Dayline jointly purchased the Central Hudson Company’s steamboats, and then the “Poughkeepsie” and the “Benjamin B. Odell” were placed on the night line between New York and Albany. These two steamboats made their last trip on the night line late in November 1936, and were then withdrawn from service. Measurements were taken of the “Poughkeepsie" for the purpose of conversion into an excursion vessel, and on January 13, 1937 she was transferred to the Meseck Steamboat Company who immediately solicited bids for her conversion. On February 4, John A. Meseck, president of the new owners of the “Poughkeepsie,” announced that the Tietjan and Lang yards had been awarded the contract for the re-construction at a cost of $169,780. The name “Westchester” replaced “Poughkeepsie”, and the re-vamped vessel made a trial trip on May 15, 1937 with a thousand guests aboard. On Memorial Day, 1937, the “Westchester” entered regular service between Jersey City, New York, and Rye Beach. Today the “Westchester” is considered to be the finest equipped excursion vessel in New York harbor, with a licensed carrying-capacity of 2,000. She still carries the deep, booming whistle which echoed from the Highlands of the Hudson when she sailed on the river under the name “Poughkeepsie,” but she rarely plows the waters of the Hudson. Occasionally she appears on a moonlight excursion on the Hudson river, but her regular service keeps her in and around New York harbor, and the steamboat “Poughkeepsie” no longer exists in the pages of Hudson river history. AuthorGeorge W. Murdock, (b. 1853-d. 1940) was a veteran marine engineer who served on the steamboats "Utica", "Sunnyside", "City of Troy", and "Mary Powell". He also helped dismantle engines in scrapped steamboats in the winter months and later in his career worked as an engineer at the brickyards in Port Ewen. In 1883 he moved to Brooklyn, NY and operated several private yachts. He ended his career working in power houses in the outer boroughs of New York City. His mother Catherine Murdock was the keeper of the Rondout Lighthouse for 50 years. If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
On the 5th of November, the Hudson River Maritime Museum, Center For Post Carbon Logistics, and Schooner Apollonia held a conference on small-scale inland and coastal sail freight at the HRMM Wooden Boat School. Over 30 representatives from all types of organizations and fields were present, including farmers, distillers, sailors, teachers, journalists, naval architects, and marine engineers. Activists such as the main figures of WindSupport NYC were in the room, alongside those interested in closing the zero-carbon delivery loop with representatives from Revolution Rickshaws cargo bikes, among others. Gavin Allwright, Secretary-General of the International Windship Association, gave opening remarks. With the declaration of 2021-2030 as the Decade of Wind Propulsion and over 150 member organizations supporting this effort, the IWSA is the international advocacy body for wind propulsion, and has recently been appointed an advisory organization to the IMO. The IWSA and Gavin's support has been important to the museum's whole effort on sail freight over the last two years, and we look forward to more collaborations in the future. Supercargo Brad Vogel and Captain Sam Merrett of Schooner Apollonia presented on finding cargo for sail freight, and the challenges of moving that cargo under sail. From docking issues to the need for a large volume of cold calling, there are a lot of significant challenges to moving freight on the Hudson, but they can all be overcome. The main focus for the moment is maintaining the ship's current route, and finding more cargo to fill out the hold for each voyage. Andrew Willner of the Center for Post Carbon Logistics presented on resilient and sustainable port infrastructure, and how this can be built into responses to climate change. By incorporating both recreational and working waterfront in planned flood zones and threatened areas, the most use can be made of areas which will be underwater or frequently flooded in 20-30 years. By making sure low-to-no carbon transport is incorporated into these plans, we can move into a future with plenty of waterfront jobs and recreational opportunities which re-center our communities around the water, instead of fossil fuel dependent highways. Geoff Uttmark of ShipShares and TransTech Marine presented on possible finance models for small scale sail freighters. By focusing on community finance for community-owned boats, which will bring shared prosperity and a source of economic activity to port towns all along the Hudson Valley as the industry revives in the coming years. Innovative opportunities through crowd funding, community fundraising, government funds, and cooperative ownership models present a wide variety of options for funding the next generation of sail freighters. Capt. Tanya Van Renesse, bosun of Schooner Apollonia, presented on Diversity, Equity, and Inclusion in the re-emerging sail freight industry. The current situation for diversity, equity and inclusion in the maritime industry is highly problematic, and in many cases the maritime trades are mostly filled by an aging white male population. Purposefully including a wider variety of people from different parts of the community will make for higher engagement with sail freight, and a wider distribution of the gains across the community in both health and money terms. It was pointed out, and universally agreed, that active measures to reduce harassment and hazing in the maritime community should be taken immediately, but in the re-emerging world of sail freight, they should be taken pre-emptively. This discussion was one of the most in-depth of the afternoon, as how to implement this moral imperative is not immediately apparent: The solutions to justice issues are rarely simple, and almost never easy, and frequently cannot be solved by a single action. Nonetheless, the room agreed that every sail freighter must make this part of their operational planning, and that the economic changes which will come from adopting sail freight must be intentionally inclusive and diverse, as well as equitable. While a rubber stamp solution may not exist, we can make certain we are trying, and developing a model which will lead to a future better than our present. Lastly, Steven Woods presented on the issue of scale, and how the use of open source ideals can help encourage the growth of a vibrant, democratic, and diverse sail freight movement. By creating openly available ship plans, handbooks, port infrastructure, and other support such as brokerages, the sail freight movement can rapidly expand and be open to a wide variety of communities. You can read the proceedings of the conference at the web page here. AuthorSteven Woods is a contributing scholar at Hudson River Maritime Museum, and coordinator of the sail freight conference. He earned his Master's degree in Resilient and Sustainable Communities at Prescott College, and wrote his thesis on the revival of Sail Freight for supplying the New York Metro Area's food needs. Steven has worked in Museums for over 20 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 report of the Eastern New York Anti-Slavery Society was found by HRMM research George A. Thompson and transcribed by Sarah Wassberg Johnson. The Eastern New York Anti-Slavery society was based in Albany, NY and founded by Reverend Abel Brown in 1842. Although less well-known than the Western New York Anti-Slavery Society, which counted Frederick Douglass and Sojourner Truth among its members, the Eastern New York Anti-Slavery Society nevertheless did important work with the Underground Railroad. Resources for further reading on this subject are located at the bottom of this post. EASTERN N.Y. A. S. SOC. & FUGITIVE SLAVES. ANNUAL REPORT OF THE COMMITTEE. [1843] In a previous Report of the Committee engaged in aiding fugitive slaves, they endeavored to show the propriety and duty of progressing in this work of mercy and benevolence. Another year has passed, and in the light of its experience the Committee have found additional proofs of the importance of this object, and for still more active zeal in the prosecution of their labors. They have ever deemed it essential that a systemic plan of operations should be sustained for the permanent security and protection of those down trodden outcasts of humanity. Among the many reasons considered by them for engaging in this work of benevolent enterprise, the following presents themselves: 1st. The aiding away of fugitive slaves is producing a beneficial effect on the slaveholder. There are in this nation from 200,000 to 300,000 men who are laboring under an alienation or infatuation of mind which leads them to persist in robbing their fellow men of their dearest rights. They are truly led captive by the devil, at his will, for they not only engage in deeds at which humanity shudders, and which God abhors, but are so perfectly and madly insane that they glory in saying and believing that they understand and correctly appreciate the true principles of our moral, religious and political institutions, that they only in all this generation worship God in spirit and in truth. They steal, lie, blaspheme, rob, murder, commit whoredom -- yes, crimes of which it is even a shame [illegible line] have been stolen and now hold and rob the colored people in this nation. They hold their so called property as any other thief holds his stolen goods, and it is as much the duty of honest men to seize these human goods and restore them to their rightful owners whenever opportunity presents, as to aid in restoring any other stolen property. When a man thief loses the property he has stolen, it affects him in the same manner as thieves in general. A moment’s reflection will illustrate. Suppose a man steals $1000 in cash, and after a few months enjoyment of it, the rightful owner by some artful device gets possession of it - what would be the effect of the loss of the unlawful inheritance upon the mind of the thief? - Would he not be more apt to reflect upon the wickedness of the crime he had committed? Would he be as apt to steal again? And would not the effect upon the man who has stolen $1000 worth of human beings be similar? Certainly no one would for a moment suppose that it is less a criminal offence to steal men than money. A member of the committee lately received a letter from a friend who resides in the family one of those unfortunate men who has lost his slaves. A slave by the name Robert was missing. There were frequent conversations in the family about Robert. The mistress frequently expressed her fears that the servant was suffering in the swamps, and perhaps dying of starvation. The children cried because Robert was gone, while the father swore he would thrash the rascal if he ever caught him. Weeks, and even months elapsed, but no news from Robert. The master had given him up for lost, not only to his owner but also to himself, for it was not possible that he could take care of himself. At length during a pleasant evening, as the family were quietly enjoying themselves in the parlor, a letter was handed in addressed to the master in quite a neat and respectable hand writing. - He opened and after looking a moment, exclaimed in surprise, it is from Robert. He informed his master that he had safely arrived in Canada and found himself very happy - was quite pleasantly situated; thanked his master and the family for all their kindness; spoke of his mistress with great respect for her kindness; sent his kindest regards to all and especially his dearest love to the children, and closed by earnestly urging hist master to call and “take-tea” with him, should he ever pass that way. The effect of the unexpected letter upon the family was electrifying. The children were enthusiastic in their expressions of joy - Robert alive, Robert well, Robert free; I wish I could see him; I wish he would come back. The mother of the family wept. She had often expressed her fears that Robert was suffering in the forests or swamps, and the letter seemed to relieve her; she only said “poor fellow, I am glad he has got to Canada.” A son of about twenty years said “I should like to lick the scoundrel an hour.” The master was evidently much chagrined but sat in silence and heard the rejoicing of the children and saw the tears of his wife, finally he said, “I did not think the fellow knew so much.” “I did not mistrust he would run away, but I would have done just so too.” The conversations about the runaway were frequent, and although the master was evidently enraged and chagrined at the loss of Robert, yet the effect upon him was quite salvatory. He was afflicted with his situation. Mad alike with slavery and abolition, and in a right state of mind to accept of emancipation or any thing that would free him from the curse of slavery. He did not buy other servants to fill the place of his most faithful Robert, but contented himself to hire what was necessary to make up the deficiency of labor. One man in Baltimore has lost six slaves five of whom were aided by the Albany Committee, and such has been the beneficial effect on the afflicted man that he has since that time hired his servants. Indeed, the loss of servants has become so frequent that very few persons in towns and cities as far north as Washington buy slaves for their own use. $1000 worth of property on feet is not as valuable as formerly, and such investments are not deemed very safe, and the committee are happy to know that slave stocks are depreciating in value daily. The numerous Judicial trials which have been brought to notice by the efforts of the committee have been instrumental in teaching slaveholders that they cannot much longer make New York their hunting ground. Indeed they are sorely afflicted by these lawsuits, for they cost them a large amount of money, and after all have the honor and satisfaction of getting beat in every case. The Corresponding Secretary of the Committee has received numerous letters from southern men, which indicate that they are far from being uninfluenced by our efforts. Many of these letters are too vulgar and blasphemous for publication. Although evidently written by men of intelligence, they exhibit a corruption of heart that is indescribable. In June last a most obscene and wicked letter was received enclosing two handbills of which the following is one: - [end of page] Sadly, the second page was not included in this find. Although some of this text may seem distasteful today, it was part of an effort to convince Whites of the value of abolishing slavery. The passage about the contrite family of enslavers was especially designed to tug at the heartstrings and engage guilty consciences. In addition, the last selection indicated (accurately or not) that anti-slavery efforts were having some affect even among those who profited from enslaving others. The reference to New York as a "hunting ground" is referring to the Fugitive Slave Act, which allowed Southern slaveholders to send "slave catchers" north to recapture people who had escaped slavery. Sadly, many free people were captured and sold into slavery, as was the case with Solomon Northup. Reverend Abel Brown died tragically young, at the age of 34, in 1844, just one year after this report. His widow would go on to write his memoir (linked below). Further Reading:
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This Monday, how about a classic song about the wild and unpredictable voyage of one of the largest sail freighters the world has ever seen? It's completely fiction, of course, and written to be absolutely ridiculous, but a classic nonetheless. To give you an idea of how ridiculous, here's an illustration of the ship as described in the song's first verse, which I wasted a full 5 minutes on. Having grown up on Irish folk music (specifically the Clancy Brothers), I'd known this song for decades before I really put together how absolutely absurd the lyrics are: 23 masts, a crew of 7, and millions of units of all sorts of just plain preposterous cargo make it a great satire of many other shipwreck songs. Carrying a load of bricks for the grand city hall in New York, but having absolutely no bricks listed in the cargo verse, and a trans-atlantic voyage of seven years in an era when it should be around 3-4 weeks is a great touch of exaggeration. Deadpan delivery tops off the whole performance. Most convenient for us at HRMM, though, is that this can arguably be a legendary song about one of the most unique Brick Schooners ever built and sailed. While legendarily it never made it to New York or the Hudson before sinking, I think we'll claim it all the same. Enjoy this rendition by the Clancy Brothers and Tommy Makem, and of course the song has been sung by many other legends of the Irish Folk scene: The Dubliners, The Pogues, The (aptly named) Irish Rovers, and many others. Mario Rincon, Mike Pagnani, and Andre Ernst all also play this tune on Solaris from time to time, if you come out on one of their concert cruises. For good measure in filling out the post, here's The Irish Rovers playing "The Irish Rover." LYRICS: In the Year of our Lord Eighteen Hundred and Six We set sail from the Cobh quay of Cork We were sailing away with a cargo of bricks For the grand City Hall in New York We'd an elegant craft, she was rigged 'fore and aft And lord how the trade winds drove her She had twenty-three masts, and she stood several blasts And they called her the Irish Rover There was Barney McGee from the banks of the Lee There was Hogan from County Tyrone There was Johnny McGurk who was scared stiff of work And a man from Westmeath called Malone There was Slugger O'Toole who was drunk as a rule And fighting Ben Tracy from Dover And your man Mick McCann, from the banks of the Bann Was the skipper on the Irish Rover We had one million bags of the best Sligo rags We had two million barrels of bone We had three million bales of old nanny goats' tails We had four million barrels of stone We had five million hogs and six million dogs And seven million barrels of porter We had eight million sides of old blind horse's hides In the hold of the Irish Rover We had sailed seven years when the measles broke out And our ship lost her way in the fog And the whole of the crew was reduced down to two 'Twas m'self and the captain's old dog Then the ship struck a rock; oh Lord, what a shock We nearly tumbled over Turned nine times around and the poor old dog was drowned Now I'm the last of the Irish Rover AuthorSteven Woods is the Solaris and Education coordinator at HRMM. He earned his Master's degree in Resilient and Sustainable Communities at Prescott College, and wrote his thesis on the revival of Sail Freight for supplying the New York Metro Area's food needs. Steven has worked in Museums for over 20 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!
With dismantling now almost complete, little that is recognizable remains of the once noted Hudson River steamboat "Berkshire", latterly "USA 1000". Wrecking operations on her superstructure have been in progress at Philadelphia since last fall when the vessel was towed from Norfolk by her present owners who purchased her from the Navy. Soon nothing will remain of what was once the world's largest river steamer, and one of the largest sidewheelers ever built. In 1906, with plans by J.W. Millard & Bro. completed, the contract for "Berkshire's" construction was given by the People's Line to W. & A. Fletcher Company, of Hoboken. They sublet the hull work to the New York Shipbuilding Corp. and made plans themselves to build the engine. Joiner work was placed with C.M. Englis. The People's Line at that time was part of the Consolidated Steamship Company controlled by C.W. Morse, and several other vessels, notably "Yale" and "Harvard", were being built for the same interests. It is said that Mrs. Morse suggested naming the new vessels after colleges. In any case, the steel hull of the new People's Line vessel was launched at Camden, N.J. 21 September 1907 as the "Princeton", a name she never carried in active service. Shortly after launching, the hull was towed to Hoboken where the engine was installed. Work stopped when the panic of 1907-8 brought about the downfall of the Consolidated Steamship Company, and "Princeton" lay at the Fletcher Docks for at least two years. She was then towed to a point on the Hudson River near Saugerties where she remained until 1912 when work was resumed. Early in 1913 construction was completed and the magnificent new steamer commissioned "Berkshire". She made her trial trip 20 May 1913, and two days later went into regular service on the Hudson River Night Line between New York and Albany. The Company advertised that she had cost $1,500,000. "Berkshire's" dimensions and accommodations caused much comment in the newspapers and the marine press. She definitely was impressive, measuring 4500 tons, with an over-all length of 440 feet. Her breadth was 88 feet over guards, and her depth of hold 14 feet 6 inches. She had five passenger decks above the hull, designated main, saloon, gallery, upper gallery and observation. Her dining room on the main deck aft was nearly 100 feet long and had French windows opening out onto the deck where tables were sometimes placed in good weather. Her 450 staterooms and additional berths provided accommodations for nearly 2000 passengers, and the capacity of her freight "hold" on the main deck forward was enormous. The vessel's engine, one of the largest of its type ever built was a single cylinder surface condensing beam engine of 5000 horsepower. The cylinder was 84 inches in diameter and the stroke 12 feet. Paddle wheels were 30 feet in diameter each having 12 curved steel buckets. "Berkshire" was capable of a speed of 18 – 20 miles per hour.. The year 1914 saw "Berkshire's" only serious accident. On 9 August she was forced to anchor off Dobbs Ferry on the down trip because of fog. Near her, also at anchor lay "Rensselaer" and "Frank Jones". Suddenly out of the fog loomed the southbound "Iroquois (a) Kennebec of the Manhattan Line. Too late, her pilot saw "Berkshire's" stern dead ahead, and a moment afterward she crashed into the latter's dining room and two decks above. Fortunately, "Berkshire's" hull was undamaged, although her steering gear was put out of commission. "Iroquois," in sinking condition, was pulled loose by "Rensselear" and "Frank Jones" after about two hours work and convoyed down river. "Berkshire" remained at Dobbs Ferry until her rudder could be repaired, after which she proceeded to New York. Despite her damaged condition, she went back into service the next day. "Berkshire" ran regularly for the Hudson River Night Line through good years and lean. She usually alternated with "C.W. Morse" (b) "Fort Orange" until that steamer was retired in 1930. Later she ran opposite the smaller "Rensselaer" and "Trojan", and in the last few years of her career had "Trojan" alone as consort. With the Night Line stumbling from one financial difficulty to another in the 1930's, "Berkshire's" trips became more and more irregular. Finally, after 1937, she was tied up at Athens and "Trojan" carried on alone for a couple more years. "Berkshire was finished. Residents along the river had heard her deep whistle for the last time. No more would they signal for an answering flash from her big searchlight, nor watch her pass through the narrow reaches of the upper river, her tiers of decks and giant smokestacks towering above everything along shore. Early in 1941, "Berkshire" was sold by Sam Rosoff, final owner of the Night Line, to the U.S. Government as a floating barracks. In February she was towed through the ice to Hoboken by the Coast Guard cutter "Comanche". Nothing further was done with her until June when two Moran tugs took her in tow for Bermuda. Arriving there, she was anchored in St. George's Harbor, painted a dull green, and put to use as a powerhouse and barracks for workers at Kindley Field Army Air Base. The war over, "Berkshire" returned to the United States at the end of a towline late in 1944. There were rumors that she was to be placed in service again, but these were soon disproved when an inspection at Norfolk revealed that her superstructure had been badly damaged by heavy seas on the return trip. She was sold to Bernard Maier and towed to Philadelphia for scrapping. The world will probably never see another vessel like "Berkshire", but she will be long remembered for having been the largest river steamboat in the world. AuthorThis article was written by William H. Ewen and originally published in "Steamboat Bill of Facts" Journal of the Steamship Historical Society of America issue April 1946. We've talked before about the role of WWI U-Boats in the demise of Sail Freight in the Atlantic, and this song is about that topic. As a warning, this song contains strong language and violent references. Anna Maria is the story of a French brigantine sunk by a U-Boat on the fourth of February, 1917. The Brigantine Anna Maria existed, and is present in Lloyd's 1917 register of shipping under the registry number 424. She was 91 feet long, home ported in Bayonne, France, and owned by J. Legasse. Built of wood in 1896, she measured 140 Gross Register Tons, 105 Net. She was 91 feet 4 inches long, and 24 feet 7 inches on the beam. She was sunk in the first quarter of 1917, as reported under "War Losses" by Lloyd's Registry in their casualties supplement. Other sources point to her being sunk by U-83 which was sunk in turn by a Q-Ship submarine hunter 13 days later. While the source of the details for the song are of unknown origin, the basic story is historically sound. As part of the Dreadnought's 2017 First World War Concept Album "Foreign Skies," released during the centennial of the conflict, it brings a story of naval warfare to life vividly. A story of love, loss, and vengeance, it is a bit different than the usual content of HRMM Media Monday blogs, but well worth the listen. LYRICS: Well the waves were breaking sharply ‘cross the oaken brigantine While the misty air came up behind And the sky was acid green Well they called me Jean LaGasse I had just turned fifty three On the day I stood upon her deck And put her out to sea Sweet Anna Maria Never More, Never more I'll see When the thunder ripped across the bow Well I crumbled where I stood And I woke to find she'd kept me alive With her final piece of wood Don't speak to me in a fancy language I can't understand Don't flash your pretty medals Don't you take my blood red hand Just tell me how you let us stray Before the pirate's gun And tell me how I can find the man Who killed my dearest one Sweet Anna Maria Never More, Never more I'll see Sweet Anna Maria Never More, Never more I'll see Well he says she was U83 Some magical machine Sent by Kaiser Willy To the banks of the Lorient Gonna find that coward captain Gonna break his front door down Gonna wrap my hands around his neck And put him in the ground Sweet Anna Maria Never More, Never more I'll see Sweet Anna Maria For Love, For Love, of thee AuthorSteven Woods is the Solaris and Education coordinator at HRMM. He earned his Master's degree in Resilient and Sustainable Communities at Prescott College, and wrote his thesis on the revival of Sail Freight for supplying the New York Metro Area's food needs. Steven has worked in Museums for over 20 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!
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