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

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

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

The largest steamboat ever built for service on the Hudson River was the “Berkshire” of the Hudson River Night Line, built to run in overnight passenger and freight service between Albany and New York.  Because of her imposing size, most boatmen referred to her as the “Mighty Berkshire” rather than by her mountainous name alone. 

The “Berkshire” was some 440 feet long overall, making her 13 feet longer than her one time running mate, the “C.W. Morse,” and nearly 26 feet longer than the “Washington Irving.” the largest steamer of the Hudson River Day Line.  The late Francis “Dick” Chapman of New Baltimore, her last captain, was later a pilot with me on the the Cornell tugboat “Lion” and related to me a number of incidents about the big Night Liner. 

One night back in July 1935, the “Berkshire” was preceding down river on her regular run from Albany to New York.  As they were passing Saugerties at about 11 p.m. the steam steering gear broke.  The men in the pilot house immediately shifted to the big hand steering wheels. 

How Wheels Worked
The steam gear had a small pilot wheel at the front of the pilot house which the pilot could turn with ease with one hand.  This small pilot wheel was in turn connected to an auxiliary steam engine which actually turned the rudder.  The hand steering wheels, on the other hand, were huge affairs located in the middle of the pilot house to be used in times of emergency.  They were connected directly the the rudder and when in use were turned by brute strength. 

The engineers, unfortunately were unable to make repairs to the steam steering gear, the usual means of steering the steamer, and the pilots took her all the rest of the way to New York steering her by the hand gears.  It took four men to constantly man the two big hand steering wheels and, except on straight courses, they had to run dead slow in order to get the rudder over. 

The sharp turns in the river at Magazine Point, West Point and Anthony's Nose were particularly troublesome.  In order to make the sharp turns, the “Berkshire” had to be backed a couple of times to get the rudder over so the turns could be made.  When she finally got to New York they had to get tugboats to put the “Berkshire” in her slip.  There the repairs were made to the steam steering gear and she was able to leave on her regular up trip as usual. 

The “Berkshire” also had a close call on her very last trip down river from Albany.  The year 1937 was the “Berkshire’s” last season in service and her final sailing from Albany for New York was made on the night of Labor Day.

Hazy Weather
All the way down the river the weather was hazy.  When the “Berkshire” was off Esopus Island, fog set in thick.  At Crum Elbow they could hear a bell being run [sic] rapidly at minute intervals, meaning something was anchored ahead.  On the “Berkshire” they were running slow on time courses and sounding her whistle. 

Suddenly, through the fog, the pilot house crew of the “Berkshire” dimly saw two white lights high in the air dead ahead, which they realized was a large anchored ship.

They passed the ship so close the guards of the “Berkshire” rubbed along the ship's side.  Since it was ebb tide and because of his position, Captain Chapman was afraid to back down because he thought his steamer might back across the bow of the anchored ship.  So what could have been a terrible accident, turned out all right for the mighty “Berkshire” on her last trip down the Hudson under her own power. 

The “Berkshire’s” career on the Hudson River from the time she entered service in 1913 until her final season of 1937, in general, was a placid one and relatively uneventful.  Her beginning and ending, however, were a little unusual. 

Launched in 1907
The huge steamboat was launched on September 21, 1907 from the yard of the New York Shipbuilding Co. at Camden, N.J. with the name “Princeton” painted on her bows.  Launched  in the midst of the panic of 1907, funds apparently were not available for her completion.  With engine and boilers installed but with no superstructure, the uncompleted vessel was layed up and not completed until six years later.  When finally completed, her launching name of ‘‘Princeton” had been changed to “Berkshire.”

The “Berkshire” arrived at Albany on her first trip on the morning of May 23, 1913.  The very next day, the “Washington Irving,” the new flagship of the Hudson River Day Line, arrived at Albany on her inaugural trip.  Thus by a turn of fate, the largest night boat ever built for service on the Hudson River and the largest day boat ever built for service on the Hudson both made their first trips to Albany within hours of each other.  It was a big weekend for big steamboats at Albany. 
​
After the ‘‘Berkshire’s” final trip in 1937, she was layed up at Athens.  With the coming of World War II, the big steamer was acquired by the federal government and at the end of January 1941 was towed by the Coast Guard through the ice to New York harbor.  In June, she was towed to Bermuda where she was used as a floating barracks for construction workers engaged in the building of U.S. World War II bases on the island.  After the war was over, the “Berkshire” was towed back from Bermuda to Philadelphia where she was finally broken up.

The Delaware & Hudson Canal furnished much employment for residents of the Village of Rondout. Extending 108 miles from Honesdale, Pa., to Eddyville this was the main artery for the shipping of coal from the mines of Pennsylvania to tidewater at the Hudson River.
On this waterway hundreds of horse-drawn barges, averaging 130 tons capacity were engaged in the commerce. At the peak of its usefulness it was estimated that about two million tons of coal were carried yearly on these barges. The cargos were either unloaded upon the Island Dock where immense piles of coal were stored to be shipped later to customers along the river, or the boats themselves were towed to the destination and unloaded direct. The first shipment of coal arrived in Rondout from Honesdale, Pa., Dec. 5, 1828. The fleet consisted of 11 barges each carrying only 10 tons of coal. The last boat to make the trip before the abandonment of the canal was No.1 107 which arrived in Rondout Nov. 5, 1898. The captains of these vessels after arrival in Rondout found it necessary to purchase supplies of food and other necessities for the return trip. This trade was a great factor in building business in the area. The stabling of horses and mules used for motive power on the canal, during the unloading period, was an important aid to the village business. During the winter months many of these animals were put out to be boarded for the winter while others were used in the harvesting of natural ice on the Hudson River and the Rondout Creek.

Cement
Another industry which contributed greatly to the prosperity of Rondout especially the part known as Ponckhockie, was the Newark Lime & Cement Company. This company had opened quarries in that region but the rock was shipped to Newark to be processed. I 1850 a plant was established here and immense kilns erected, and mills, cooperages and storehouses built where the rock was burned, ground, barreled and stored ready for shipment. The company maintained boats for the transportation of the finished product. Cement also was loaded and shipped in sloops and in two, three and four masted sailing vessels some carrying as many as 2,500 barrels of cement each weighing 320 pounds.
With a general store where employees traded, a community soon built up around the cement plant and individual homes were constructed besides some houses erected by the company for key members of their working force. This industry furnished employment to as many as 500 men at the peak of its prosperity.
With the coming of Portland Cement the demand for Rosendale Cement as it was called, fell off and gradually the business declined until it was finally abandoned in 1901. Monuments of the company's vigor still remain in Ponckhockie where the concrete buildings erected by them such as the store, barn and the Ponckhockie Chapel, now a Congregational Church, are to be seen. This church was erected in 1870 by the company as a Sunday school for the children of that section of the city. The ruins of the old kiln still stand almost like forts reminding of a bygone age.

Boatbuilding
As the village grew and various products were being shipped to all parts of the country the need for boats increased. For that reason the boatbuilding was built up to supply the demand. Soon it was to become one of the main industries with yards dotting the creek front from Wilbur to Ponckhockie. At the peak of its prosperity this business furnished employment to as many as 1,000 men. To supply the vessels for the increasing water transportation here were built canal boats, barges, tugs and other boats of various kinds. During World Wars 1 and 2 the Hiltebrant Company of South Rondout and the Island Dock Shipbuilding Company were the principal builders of government vessels.
The heavy demand for boats of different kinds stimulated the formation of many companies in this field. The most notable of these builders who maintained yards were Conrad Hiltebrant, Dwyer Bros., John D. Schoonmaker, Jacob Rice, Feeney Company, Baisden, Donovan, D & H Canal Company and the Cornell Steamboat Company. With the quicker transportation furnished by the railroads this industry has declined until now there are but a few yards in operation. On these yards few wooden boats are being built, the trend being toward steel barges.

Bluestone
The bluestone industry employed hundreds of men on yards along the creek at Wilbur and Ponckhockie. The stone quarried in nearby towns was hauled to Rondout and there processed and prepared for shipment to market. This stone was used extensively in building in New York City, for window sills and such trimmings'. Also for sidewalks and curbing. Among those who for years maintained yards here were the Booth and Sweeney families.

Hewitt Boice and later the Hudson River Bluestone Company had their yard at Ponckhockie where many men were employed in cutting, sawing and otherwise finishing the stone. This company maintained their own barges which were loaded at the waterfront and then towed to New York and other destinations. With the development of concrete in building and paving the use of bluestone gradually declined. New York City took many of the quarries for the Ashokan Reservoir and this dried up the source in many cases. This industry has practically disappeared in recent years.

Brick
Brick making added much to the prosperity of Rondout. Most of the yards were situated along the river front at Kingston Point and Steep Rocks. These yards were controlled by companies composed of members of the Cordts, Hutton, Terry, Staples and Dwyer families. They employed many men and still do so, although the methods of brickmaking have changed. Where the work was done by hand in the past, now the automatic drying and burning of brick has cut down the working force. These companies also maintain their own barges which required many men to operate.

Ice Harvesting
Harvesting of natural ice during the winter and the shipping of the same in the summer was a business which brought much money into the hands of workers. These ice houses stretched along the river and creek and were manned in a great measure by residents of Rondout. It was estimated that at its most prosperous period approximately $50,000 was paid out for ice harvesting in this area in a single season.
Most of this money found its way into the business channels of Rondout and this formed a most important part of the economy of this village during the winter months when water transportation was at a standstill, both on the canal and on the river. The coming of manufactured ice and electrical refrigeration put an end to this business.

Towing
With all the manufacturing enterprises going at full head the shipping of their products naturally assumed great proportions. To facilitate this shipping the Cornell Steamboat Company was organized in 1837 by Thomas Cornell and later continued by his son-in-law Samuel D. Coykendall and members of the latter's family.
Immense tows of barges carrying brick, bluestone, cement, coal, ice and all sorts of merchandise left the Rondout Creek daily for New York and Albany and other points along the river. It was estimated that at one time there were at least 70 boats engaged in the towing business by the company alone. About 500 men were necessary to man these boats each spring as the season opened. Famous among the old side-wheeler towboats were the Norwich, Austin, Oswego, McDonald. The tugboats included the Cordts, Hart, Washburn, Cornell, Perseverance and many other smaller vessels used for smaller tows and as helpers to the larger tugs.

This company maintained its own machine, boiler, carpenter and paint shops where all repairs were made. These shops have not been active for some time and only recently were sold to the Miron Lumber Company. It is expected that a woodworking plant will be established there. At the peak of the towing business about 250 men were employed in these shops, a valuable addition to the economic life of the community.

Cigar Factories
An industry which from a humble beginning grew to be one of our most important sources of employment for women was the cigar making business. In 1887 Powell, Smith & Co. with George J. Smith the leading figure in the local plant started at Broadway and Pine Grove Avenue and developed a reliable year-round industry. Later the American Cigar Company secured control of the plant.
At its most prosperous period about 1,500 persons were engaged at this one factory with an enormous payroll. Besides the larger factory there was the Van Slyke & Horton and Fitzpatrick & Draper plant employing many workers. These with similar individual shops made cigar making business one of the strongest assets in the business field. However, due to change of the smoking habits of the people these factories have in a great measure disappeared from the life of our city.

Shirt factories
Many shirt factories were established in the section near the West Shore Railroad which furnished employment for both men and women. Some of these still are actively engaged in this line and are an important part of the business life of the central portion of town. In addition to the shirt factories many small dress and other factories have been established both in the central section and in the lower portion of Rondout.

Electrol Plant
The plant now occupied by the Electrol Corporation has furnished employment for many men down through the years. Originally called the Peckham plant here was made at different times trolley car trucks, automobiles and machinery. During the time the Electrol Company has been located there they have maintained large working forces, at times working round-the-clock. This concern still is actively engaged in defense work.

Dr. Kennedy's Remedy
A business which provided considerable employment and brought fame to Rondout was the manufacturing, sale and shipment of Dr. David Kennedy's Favorite Remedy. This patent medicine was prepared at a plant on Ferry Street, the rear overlooking the Rondout Creek. From this point the product was shipped to all parts of the country. The founder, Dr. Kennedy, was a former mayor of Kingston. After the death of founder the business was continued by a company.

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. ​

​                                                A.B. VALENTINE
               
The steamboat “A.B. Valentine” is another of the Hudson river vessels that began her career under a different name than the one which she bore when her days of sailing the waters of the river were ended.
               
The original vessel was built in the early “forties”- a wooden hull steamboat used in passenger service and running under the name “Santa Claus.”
               
The “Santa Claus” ploughed the waters of the Hudson river in 1846 between New York and Albany as a day boat in the service of the People’s Line. In 1847, she ran for a short time between New York and Pierpont, and was later returned to the New York-Albany route.
               
One notable feature of the “Santa Claus” was a painting which she displayed on her wheelhouses. This painting portrayed Santa Claus himself making his entrance into the chimney of a home- the spirit of the legend of old Saint Nick coming down the chimney with his sackful of toys at Christmas-tide.
               
During the season of 1848 the “Santa Claus” carried passengers between Wilbur and New York in dayline service. At that early period there were few docks along the Rondout creek and the section did not represent the beehive of activity which later developed.
               
About the year 1853 Thomas Cornell of Rondout purchased the steamboat “Santa Claus” and converted her from a passenger-carrying vessel into a towboat. She ran under the Cornell banner as the “Santa Claus” until 1868.
               
During the winter of 1869 the towboat “Santa Claus” was entirely rebuilt at Red Hook, South Brooklyn, and when she next appeared she carried the name of “A.B. Valentine,” in honor of the New York agent employed by Thomas Cornell.
               
The dimensions of the “A.B. Valentine” were listed as follows: Length of hull, 205 feet; breadth of beam, 25 feet; depth of hold, 9 feet; gross tonnage, 308; net tonnage, 191; vertical beam engine with a cylinder diameter of 50 inches with a 10 foot stroke.
               
The overhauling of the former ”Santa Claus” and its re-appearance as the “A.B. Valentine” gave the Cornell line a practically new steamboat. She was placed on the towing route between Rondout and New York, running on this route until the fall of 1887, taking the place of the “George A. Hoyt.” The following spring the “A.B. Valentine” was placed in service between Rondout and Albany, towing in line with the towboat “Norwich,” under the command of Captain Jerry Patterson and with Andrew Barnett as chief engineer. She continued in service until the fall of 1901, when she seemed of no further use and was sold to J.H. Gregory of Perth Amboy, New Jersey.
               
A peculiar coincidence in connection with the history of the steamboat “A.B. Valentine” is found in the fact that on the day she was sold two the wreckers, the man whose name she bore, died. A.B Valentine had served as superintendent of the Cornel Steamboat Company of New York for half a century.
               
​The “A.B. Valentine” left Rondout on her last voyage on December 17, 1901, sailing to Perth Amboy, where she was broken up.

Local People Help Make Event a Success as Splendid Spirit is Shown; Bridge Will Mean Much to Entire Section

The big day has come and gone, but the spirit shown in Highland for the bridge opening will long be remembered for Monday was the greatest in the history of the village.
With the weather dawning bright and clear, the cars bearing those to witness the ceremonies started to arrive early in the morning and by noon all roads leading into town were jammed, but that able body of fifty State police deserve a lot of credit for the way they kept things moving.

From the time Fire Chief John H. Parks sounded the fire alarm at three o'clock as a signal for the marshall of the parade to start, everything went off with the smoothness of clock work. The parade, the largest ever held here was a colorful one with eight fire companies, Arlington, Excelsior of Kingston, Enterprise Seamer of Walden, New Paltz, Port Ewen, Clintondale, Marlborough and Highland, with the drum corps and gay uniforms, also the Jr. O., U.S.M. of Kingston with the local lodge, the Sons of Italy, the Italian-American club, with their band, and some beautiful floats, all went to make up a most  inspiring line up.

1900 Model Auto in Parade to Bridge
One of the features of the parade was the appearance of an automobile of the vintage of 1900, entered by the New Paltz boys and driven by two men in costume in keeping with that time. The progress of this could be traced by the laughs along the line. After parading the main streets of the town, the march to the bridge was made where the arrival of Gov. and Mrs. Roosevelt and Mr. and Mrs. Alfred E. Smith was eagerly awaited. By the time the official party drew in sight, it was hard to find standing room on the plaza.

At about five o'clock the party reached the western end of the bridge where they were given a rousing reception by the estimated crowd of 5,000 that were gathered, hundreds of who were clinging to the rocks above the plaza.

Mrs. Roosevelt Cuts Ribbon
Mrs. Roosevelt was handed the scissors with which she walked to the ribbon amid a moment's hush, but with the fluttering to the roadway of the severed ribbon, a cheer went up that surely must have been heard in Poughkeepsie. Mrs. Roosevelt then returned to her car, and Judge A.T. Clearwater came forward to make Highland and Ulster county's address of welcome to the guests of honor. Following his address, Judge Clearwater introduced former Gov. Smith and Gov. Roosevelt – more cheers Both made short speeches, with the many advantages of the new span for a keynote.

When the official car had left the bridge on the Poughkeepsie side, the police lowered the ropes and came a grand rush of those who wished to walk the bridge, led by scores of eager youngsters, many running the entire length of the bridge.

Rose Car First to Cross From Here
The first Highland car to cross was that of Mr. and Mrs. Jesse D. Rose. This was followed by that of Congressman Harcourt J. Pratt containing Mr. Pratt, his secretary, George Yaeger, George E. Dean and Robert Dean. The third car carried the village board – Charles Carpenter, S.G. Carpenter, Walter Hasbrouck, John F. Wadlin and Lorin Callahan.

INTERNAL IMPROVEMENT. A Sketch of the Great Northern or Champlain Canal.
WATERFORD, 28TH NOV. 1822.

On this day the last stone of the Northern or Champlain Canal, was laid by Governor Clinton, President of the Board of Canal Commissioners, kin the presence of a great assemblage of people. [a speech by Clinton and the invocation of a blessing]

The company passed in two boats, drawn by five elegant horses, from the river through a tier of three locks of white marble and excellent workmanship, into the Canal. The marble was procured from Westchester county, and is firmly cemented by hydraulic mortar, made of Northern limestone. The locks are of eleven feet lift each, and are almost perfectly water tight. Between the locks there are two spacious circular basins for the accommodation of boats passing out and into the river. Waterford is the head of sloop and boat navigation of the Hudson, and the Northern Canal is now finished to it; indeed it has already been navigated by boats of transportation. One has just arrived from Lake Ontario, by the St. Lawrence and Sorel rivers, and Lake Champlain; and I saw with great pleasure, packages and boxes, stowed on the banks of the Canal, destined for Whitehall and Peru, in Clinton county.

As the importance of this Canal is not sufficiently appreciated, nor its character extensively known, it may not be amiss to subjoin a few remarks, which I have derived principally from the enlightened acting commissioner.

From Whitehall, where it unites with Lake (col. 2) Champlain, to Waterford, where it finally enters the Hudson River, the distance is about 61½ miles. From Whitehall to Fort Edward, there are 19 miles of Canal, and about 5 miles of the waters of Wood Creek. In this space there are ten locks: three at Whitehall to let boats down into the Lake: three at Fort Edward for the same purpose, as to the Hudson River; about half way between Fort Edward and Whitehall, to wit, at Fort Ann, there are three locks, which descend to the level of Wood Creek and Halfway Brook. These streams white below the village, and feed this lower level of the Canal. Some short distance below this junction, there is a lock recently located and made of wood. The upper level of the canal from Fort Edward to Fort Ann is supplied by the Hudson: the water is impelled into a feeder by a most stupendous dam of 30 feet altitude, erected across that river, and there is now another feeder preparing to run from above Glen's Falls, and to pass into the Canal north of Sandy Hill, which will also serve as an auxiliary Canal, to convey lumber and other commodities from an extensive range of country in that direction.

There is a striking feature in the geology of this route, which deserves a scrutinizing examination. It appears that the Hudson River at Fort Edward, which, you know, is below Glen's and Baker's Falls, is 22 feet higher than Lake Champlain. There is a descent of 50 feet from the summit level at Fort Ann, to the Lake at Whitehall, and 28 feet to the river at Fort Edward. Forty or fifty feet high, in the primitive rocks at a place called the Narrows in Wood Creek, there are great cavities or pots, produced by the action of rotary stones falling perpendicularly: a critical inspection of these lapideous excavations might determine whether the Hudson River did not, previous to its rupture of the great barrier at the Highlands, diverge to the north in this direction. From the Canal at Fort Edward to Fort Miller Falls, 8 miles, the river is used in lieu of the Canal, and is kept up to the requisite altitude by a dam. Round those falls there is a short Canal of half a mile, which unites again with the river by two locks; the river is again used for about two and a half miles, and then by a dam it is forced into a canal, on the west side, which extends about 26½ to Waterford. -- This contains six locks, and at Waterford there are three more, making in the whole extent 21 locks; 46 miles of artificial navigation, and 15½ miles of improved natural navigation, to wit, five miles of Wood Creek, and 10½ miles of the Hudson River. From Waterford the Canal proceeds 2½ miles further south, where it unites with the western or Erie Canal, after crossing the Mohawk River by a dam, and which river is thereby put into requisition as a feeder for the northern Canal, in both a northern and southern direction, and also before and after its junction with the western. This latter portion is nearly completed.

The whole extent is 64 miles. The work was commenced on the 10th of June, 1818, and has been finished in somewhat more than four years. When compared with similar works in the old world, the execution may be pronounced a rapid one, and has never been exceeded in that respect, except by its relative, the western Canal. The celebrated Canal of Languedoc is 148 miles long, it took fourteen years to finish it, and it employed always the labour of 8,000, and sometimes of 12,000 men. The Forth and Clyde Canal is 35 miles long,. It was commenced in 1768, and not completed until 1790.
***
The influence of these works is already felt, not only in different parts of the United States, but has extended to Europe. The transportation of merchandise from Philadelphia to Pittsburgh, has fallen from 120 dollars to 40 dollars a ton. When the western Canal is finished, goods can be transported from New York to Pittsburgh for 30 dollars a ton. They formerly cost 100 dollars from New-York to Buffalo. It will now be done for less than 15 dollars. The receipts of the Holland Land Company have this year been immense, because the western settlers have found a market; and the share holders of our vader-land will be astonished at the unexpected increase of their profits.

In their report of 1817, the Canal Board estimated, that the country within the reach of the northern Canal, would furnish annually two million of boards and planks; one million feet of square timber, and immense quantities of dock logs, scantling, masts, and spars. Besides, those northern regions are the sites appropriated by nature for her mineral productions; and it is well known that they contain iron ore unsurpassed for quantity and quality; marbles of various kinds and colours; lime stone from the primitive to the secondary, and the materials for the best hydraulic cement; bark for tanning and other manufacturing processes; inexhaustible stores of pot and pearl ashes; wheat, flour, butter, cheese, flax, flax-seed, wool, beef, pork, and maple-sugar; the best of cattle for the butcher, dairyman and grazier, and the finest sheep, hogs, and poultry, besides the fruits of autumn. In going to the New-York market, the proprietors of these articles follow the current of interest, and the direction of political affinity, and their preference is enforced by the act of the British Parliament, fettering our commerce with the Canada, and thereby imposing the necessity of a limited or partial trade with those countries.

We cannot form any definite opinion of the value or the amount of commodities, that will be conveyed down the Canal, nor of the merchandise that will be returned, because it has not been in operation until this day. So far back as July last, it was estimated such was the immense amount of lumber in the Canal and in the Lake, waiting for the advent of the waters, that it would take twenty days for that in the Lake to pass into the Canal, and forty days for that in the lower level to pass into the upper; and the waters of the Hudson are, even at this advanced period of the season, covered with rafts, making their way to our great commercial emporium. - G. W.

The Hudson River was a main highway for a many years for all of Ulster County, including the Wallkill Valley. The Milton Turnpike was built to connect the western part of southern Ulster with the Hudson River and the Milton Dock, where first sloops, and then steamers, came for cargo.

Many wagon loads of produce were hauled by oxen or horses along this route to reach the vessels that would take their merchandise to New York, Albany, and points along the way. There was also much trading between towns, in the Turnpike and on the river, but for river trade, of course, docks were necessary.

Alonzo Wood, the earliest Milton settler of a name still (1969) well known in the Town of Marlborough, was the builder of the "Quaker Packet," owned by a company of Friends. This was about 1800. Shortly afterward the "Stranger" made regular trips, though not very often; and after 1812 the "Eclipse" traveled to the city once a week, which was then unheard of. These were sailing sloops.

Many steamboats ran to the city with stops along the way, after steam became practiced, most of them starting at Wilbur or Rondout, both adjacent to Kingston.

In 1836-37 with Captain Tremper in charge the "Fanny" ran between Marlborough and New York.

The Central Hudson Steamboat line carried both passengers and fruit and other produce for many years – a few passengers only but the writers of these lines have traveled to the city that way on night runs in the early 1920s, perched on fruit crates on deck in the moonlight!

Ralph Young was long the agent for this line, and when trucking finally took over the fruit carrying business, about 1925 or 6 – Ralph was certain it was "only temporary," for trucks would shake the fruit to pieces.

And so they did until roads were improved, which increased truck traffic itself soon brought about.

The steamer "St. John", whose Captain was Romer Hadley of Milton, was a favorite carrier, but was burned to the water's edge in November, 1865, when her boiler exploded, opposite Elysian Fields, New York City. Thirteen lives were lost and many people injured

Furnishings on the "St. John" were removed to the home of Captain Hadley in Milton and stored there awaiting the building of another vessel. The second "St. John" was not built until the 1880s when the simple "early American" style of the first vessel's rooms was "out" and fancy late Victorian adornments were "in". The many items from the first vessel remained in the Hadley house at Milton until the last member of the family died leaving her estate to All Saints Episcopal Church. The auction held to settle the estate lasted several days, and many interesting items landed in local as well as distant homes.
…
Other members of the Hadley family worked in various capacities on the new "St. John", one as purser.

Older people in the 1920s told many true tales of the small ferries that crossed the Hudson before the Mid-Hudson Bridge was built between Highland and Poughkeepsie. One ran from Milton; another from Marlborough to New Hamburg and Wappingers Creek.

​In the winter when the ice was thick enough, merchandise was carried back and forth on bobsleds pulled by horses. There are many sad accounts of the ice breaking through, with horses and cargo lost.

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 Hudson River steamboats of the past were expected to refrain from racing each other.
But when a boat was shiny and new, its officers could be expected to wonder how fast their modern beauty would go — especially if it was pitted against other steamers on the river.  And what better way to settle the matter than a friendly little “go.”
 
When the “Clermont’’ of the Catskill Evening Line arrived on the scene in 1911, Francis “Dick” Chapman of New Baltimore was pilot of the new steamer.  And one group of officers on the ‘‘Clermont’’ were convinced she could trim anything on the river.  One Saturday morning, as the “Clermont’’ was dead-heading to New York to come out on the evening run to Catskill, the “Benjamin B. Odell” of the Central Hudson Line (also new that same year), was lying at Poughkeepsie in anticipation of leaving.  Aboard the ‘‘Clermont,” officers looked upon this fact as a good chance to test out their steamer as “No. 1.”  So, on the “Clermont,” they took it a little easy to give the “Odell” a chance to get out in the river and let go.
 
As the “Odell” slowly left the dock, the crew on the “Clermont” could see by the way the black soft coal smoke was coming out of the “Odell’s” smokestack, that the crew on the “Odell” also had ideas of making ready to “have it out.”  And it took very little time for the “Odell” to show which steamboat was master of the river as far as any race between these two was concerned.
As the “Odell” landed at Newburgh, the “Clermont” was just passing Roseton.  And so ended any idea that the “Clermont” could trim the “Benjamin B. Odell.”
 
Another Challenge
 About two weeks later, as the “Clermont” was passing Newburgh, the tugboat ‘‘George W. Washburn” of the Cornell Steamboat Company was leaving to run light to Tompkins Cove to start a stone tow to New York. They could see on the “Clermont” that the “Washburn” was going to see what she could do against the new steamboat, and the “Washburn” was one of the fastest tugboats on the river.
 
Down through the Highlands, the “Washburn” was astern of the “Clermont.”  Below West Point, the chief engineer of the “Clermont” thought he would tease the “Washburn” a little and around Conns Hook he let the “Washburn” get alongside.
 
As the chief engineer of the ‘‘Clermont’’ opened her up, he found he could not shake the ‘‘Washburn.”  By this time, the “Washburn” appeared to be pushing the whole river ahead of her.  On reaching Anthony’s Nose, the “Washburn” had the inside of the turn and eased ahead of the “Clermont,’’ the great new “‘Clermont’’ doing the best he could against the lowly tugboat.
 
Going down to supper that night, pilot Dick Chapman said to the chief engineer, “Well chief, I guess she is not as fast as some will have us believe.  First the “Odell” beat us and now the tow boats are even walking by us.  What’s next?” The chief engineer replied, “You mind your business and I’ll mind mine,” and after the incident never again spoke to the pilot for years.
 
With Her at End
 Two years later, Dick Chapman left the “Clermont” and went to the Hudson River Night Line where he later became a captain.  Nearly thirty years later, in 1943, Dick Chapman went back on the “Clermont” as captain and stayed on her until she was layed up for good in 1948.
 
By this time, the “Clermont” was an excursion boat running from New York to Bear Mountain.  All during this time, from the day she entered service until she ended her career — some 37 years — the “Clermont’’ had but one chief engineer.  I never got a chance to ask Dick Chapman how he and the chief got along after he returned and if the chief had ever gotten over his losing bouts with the ‘‘Benjamin B. Odell” and “George W. Washburn.”

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!​