Bi-centennial history of Albany. History of the county of Albany, N. Y., from 1609 to 1886. With portraits, biographies and illustrations, Part 111

Author: Howell, George Rogers, 1833-1899; Tenney, Jonathan, 1817-1888
Publication date: 1886
Publisher: New York, W. W. Munsell & Co.
Number of Pages: 1452

USA > New York > Albany County > Albany > Bi-centennial history of Albany. History of the county of Albany, N. Y., from 1609 to 1886. With portraits, biographies and illustrations > Part 111

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The North River Line was established in 1826 by John and Robert Stevenson. The boats used by this company between 1826 and 1828 were the New Philadelphia-the first boat that ever had boilers on the guards-the Albany, North Ameri- ca, Victory and De Witt Clinton. The De Witt Clinton was the first steamboat entirely built at Albany. She was 380 tons burden, and made her first trip September 29, 1828.

In 1827 a new steamboat, called the Emerald, commenced running between Albany and New York, but to what line she belonged we are unable to say. About this time there appeared the follow- ing article in the Daily Advertiser : "One who is not an eye-witness of the fact can scarcely imagine the number of persons who daily arrive at and depart from this city in steamboats, and the vast quantity of produce that is shipped from our wharves and conveyed to market by steam and wind. Last Sunday evening [August 26th] within one hour there arrived six steamboats with passengers, three of these having in tow barges, each with freight and passengers. Together they must have landed some 1,600 passengers. There never were more sloops than at present employed on the river, and they all go hence fully freighted."

The South America was also in use at this time. She was one of the largest steamers plying on the Hudson at this date, being 266 feet long, of 640 tons, cost $83,000, and was furnished with 294 berths and had accommodations for 450 persons.

The Reindeer was also a celebrated craft at this period, and considered a model of beauty, and, in the language of a writer of this date, was a " steamer which might challenge comparison with anything that swims, beginning with a naiad and leaving off with a dolphin."

489

ALBANY FERRIES.

In 1832 the Troy Line was established with the Champlain and Erie, the former of which was fur- nished with two engines and four boilers.

At this same period the steamboat Novelty was engaged in carrying passengers. She had a high- pressure boiler, and was the first to use coal for fuel.

About 1833 the North River Line, the Hudson River Line and Troy Line consolidated and formed the Hudson River Association Line. This com- pany ran a day and night line. The steamers Al- bany, Champlain, Erie and Novelty were used as day boats, and the North America, Clinton and Ohio as night boats.

The People's Line was established in 1834 as a day line and as an opposition to the Hudson River Association. The late Cornelius Vanderbilt was largely interested in this venture. The first boat used was the West Chester, which was followed, in 1835, by the Nimrod and Champion.

In 1835 the People's Line was sold to the Hud- son River Association for $100,000 and $10,000 yearly for ten years. But in 1836 the People's Line was revived as a night line by Daniel Drew, who purchased the West Chester and Emerald. During this same year the Rochester was built by this com- pany, and in the following year the Utica. In 1844 the Knickerbocker was built, in 1845 the Henry Hudson, in 1846 the Isaac Newton, in 1864 the St. John, in 1866 the Dean Richmond, and in 1867 the Drew.

The present day line of steamers was started by John McBride Davidson in 1864, who bought the Drew and Armenia. In 1866 the Chauncey Vib- bard was put upon the river by this line, and in 1881 the Albany. This line at present use the steamers Albany and Daniel Drew, while the night line employ the Drew and Dean Richmond.

At frequent periods of steam navigation the com- petition between the several lines has been very great. In 1837 this was especially true. One night several boats would leave, crowded to suffo- cation, at fifty cents a head; the next night a soli- tary boat would depart at three dollars a head.

The conveyances by water between this city and neighboring ports have been brought to the highest perfection. The steamers that ply between Albany and New York may be properly termed floating palaces, affording all the elegant accommoda- tions of a first-class hotel. In 1800 it was the boast of a sloop captain in Albany that he had re- ceived $1,675 for carrying passengers in one year; now this would hardly be considered a large receipt for one day.

THE PIER. - After the completion of the Erie Canal, the necessity of a basin where canal boats and other smaller erafts could be safely stored, was apparent. To provide such a place in Albany Harbor, the Legislature authorized the construction of a pier. This was begun April 5, 1823, and com- pleted in 1824. It is 4,400 feet long, 80 feet wide and 20 feet high, and cost $130,000. It incloses a basin of about 32 acres, capable of harboring 1, 000 canal boats and .50 vessels of a larger class. July 27, 1824, the Pier was divided into 132 lots and

sold at public auction. In this way $199,410 was realized, each lot ranging from $1, 200 to $2,625. The Pier is now covered with valuable warehouses and stores, and is reached by two bridges. The opening in the Pier at the foot of Maiden lane was authorized in 1836. The Pier affords an extensive wharfage, while the docks or quays now extend almost two miles along the Albany shore of the river.

TOWING LINES. - As soon as canal navigation began to assume much proportion, the business or towing boats from Albany with steamboats became very lucrative. For many years it was done by tugs or steamboats owned by private individuals, but in 1848 the Schuyler Steamboat Tow Line was started, and now employs eighteen boats, used exclusively for towing canal-boats. Thomas Schuyler is President of this line, and T. V. Wol- cott, Secretary.

The Cornell Steamboat Company was started about the same time as the Schuyler Line. This company has only a branch office at Albany, the principal business being done between Rondout and New York. Between the latter places not only towing is done by this company, but three passenger boats are run, being the City of Kings- ton, Mary Powell, and the Cook. About seven- teen propellers and steamers are used by this line. Thomas Cornell is President of this Company, and S. D. Coyendell, Vice-President.

The Ronan Towing Line was started in 1885, and now employs four propellers.

ALBANY FERRIES.

The exclusive rights of ferriage across the Hudson between the original four wards of the city and the opposite shore of Greenbush, was vested in the Corporation of Albany by the Dongan Charter of 1868. By the present City Charter the power, right, and privilege of the Corporation is ex- pressed in the following language : "The right of ferry granted by the Charter of the said city to the Mayor, Aldermen, and Commonalty thereof, should be so construed as to vest in the said City of Albany the sole and exclusive right of establishing, licensing, and regulating all ferries on each side of the Hudson River, leading from Greenbush, op- posite the east bounds of the original four wards of the said city, to the said city, and from the four original wards of the said city to Greenbush."

The first ferry across the Hudson at this point was established in 1642. By some authorities it is said to be the oldest in the United States. The landing on the Albany side was at a point a little north of the Bever Kill, which flowed into the river where now is the eastern termination of Arch street. The Greenbush landing was directly opposite this point.

The first ferry-boat was a rude scow, propelled by hand by means of poles. This was used for the transportation of teams and wagons, while a sim- ple boat or a batteau was employed in carrying passengers. The first ferry-master was Hendrick Albertsen, who died in 1648-49. He built the

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HISTORY OF THE COUNTY OF ALBANY.

first ferry-house erected on the Albany side of the river. Albertsen was succeeded by Jacob Janse Stall, who came to Beverwyck in 1630. He re- mained as ferry-master until 1657, when he removed to Esopus.

The history of this early period fails to show that, at this date, any consideration was demanded by either the Dutch or English proprietors for the right of ferriage. Even many years after the Dongan Charter, no record exists in the Common Council proceedings proving that the ferry rights granted the city were considered of such value to the Cor- poration as to demand remuneration for their use. But later the city took exclusive charge of the Greenbush ferry ; established the rates of ferriage ; made regulations governing the means of conduct- ing it ; and decided who should have the right to run it.

In 1754 the following rates of ferriage were adopted by the Common Council:

For every person, if single. 3 coppers

if more than one .. . 2

" head of cattle 9

" cwt. of beaver or skins. 4

The ferry-masters to run their boats from sunrise to eight in the evening.

At this time the ferry was in charge of Barnardus Bradt and Johannes Ten Broeck, who had paid the city £5 for its use. From this date until 1786 the names of Barnardus Bradt, Harme Gansevoort, Philip John Schuyler, Johannis Ten Broeck, John Courtney, John Bromley, Thomas Lotridge, Dirck Hansen, and Baltus Van Benthuysen appear as ferry-masters at different times. It was the cus- tom of the Common Council to advertise a certain day when the right of ferriage would be sold to the lowest bidder. From 1754 to 1786 the amount paid for this privilege ranged from £5 to £130, the latter amount being paid in 1786. In 1786 the Corporation issued a schedule of ferry rates as follows :

Man or horse, ox of cow. 9d. 2 coppers. 66

A calf or hog.

A sheep or lamb.

For every wagon, or two horses with its loading, providing the same re- mains on the wagon 25.

For every cart or wagon drawn by four horses or oxen, with or with- out loading .. 3s.

And 6d. for every ox or horse above that number.

For every chaise or chair or horse. Is. 6d. full chest or trunk. 4 coppers. 2

empty "

barrel rum, sugar, molasses, full barrel. 4

During 1786 a new ferry-house, 40 by 50 feet, was built by Baltus Van Benthuysen, who was to reimburse himself at the rate of {150 per annum, the yearly rent of the ferry. Up to this time no longer lease than three years was granted by the Corporation, and it was the common practice to lease each side of the river to separate individuals.

Until about 1817 the only kind of ferry-boat used at the South Ferry was an ordinary scow, guided by means of a rope stretched across the

river, to which the scow was attached by a rope and pulley, the boat being propelled by hand. About this time what was known as the horse ferry-boat came into use at the South Ferry. This kind of boat was peculiar to America, and of most singular construction. A platform covered a wide, flat boat. Underneath the platform was a large, horizontal, solid wheel, which extended to the side of the boat. Here the platform or deck was cut through and removed, so as to afford sufficient room for two horses to stand on the flat surface of the wheel, one horse on each side, and parallel to the gun- wale of the boat. The horses were harnessed in the usual manner for teams, the whiffletree being attached to stout horizontal iron bars, fixed, at a proper hight, into posts, which were a part of the fixed portions of the boat. The horses looked in opposite directions, one to the bow, the other to the stern; their feet took hold of channels or grooves cut in the wheel. As they pressed for- ward, although they did not advance, their feet caused the horizontal wheel to advance in a direc- tion opposite to that of their own apparent motion. The motion of this wheel, by a connection of cogs, moved two vertical wheels on each side of the boat, similar to the paddle-wheels of steamboats, pro- ducing the same effect, and propelling the boat for- ward. The inventor of this kind of boat was Mr. Langdon, of Whitehall.

The number of horses on the first boat used was two only, but this was governed by the size of the boat. As business increased at the ferry, larger boats were required. In 1825 as many as twelve horses were used on the boat at the South Ferry.

In 1827 the subject of procuring a steamboat for the South Ferry began to be agitated. John Towns- end, a member of the Common Council, was es- pecially prominent in connection with this scheme, and procured the passage of a resolution to pur- chase a steamboat. At a meeting held June 6, 1827, a short time subsequent to the passage of this resolution, an attempt was made to have the act reconsidered. Estimates were offered to show the economy of horses over steamboats, but Towns- end succeeded in defeating the opponents of steam ferry-boats. In 1828 the Chancellor Lansing was purchased, and began to ply between Albany and Greenbush.

At the time of the advent of the horse-boats, the South Ferry was leased to "One-armed " Bradt, for a term of ten years. He was succeeded, in 1828, by Benjamin Patrick, who remained for two years, succeeded by George Stanwix. Stanwix was succeeded in 1846 by Lansing D. Able. Samuel Schuyler became Ferry-master in 1854, succeeded by McEvoy & Moore in 1864. The last Ferry- master at the South Ferry was George Marks, who leased the ferry in 1874, and remained in that posi- tion until the right of ferriage was sold by the city to the Greenbush Bridge Company. This com- pany, in 1876, began the construction of a bridge at this point and completed it in 1882.

At several periods in the history of the South Ferry, the city authorities, instead of leasing it, em- ployed a Ferry-master and kept it entirely within

Joseph Mather.

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ALBANY FERRIES .- JOSEPH MATHER.

their control. In 1805 it was conducted in this way. In the papers of this year an announcement was made that the Corporation had licensed James Wynkoop to conduct the ferry, "that he had good scows and boats, and that he would employ only sober and obliging ferry-men." The rates of fer- riage were announced to be as follows:

Foot passengers Man and horse

2 cents.

Wagon and two horses. loaded with firewood . 4

1212

Chair, sulky or chaise 1212

Each saddle-horse. 6

Mail stage, two horses

Each additional horse.

Horse and cart.

3 6

Double ferriage from one hour after sunrise to day- break, except for the mail carriages.

After the revolution, business began to increase rapidly at the South Ferry, and in 1792 it was leased to Mr. Wendell for the sum of $5,890, whereas only ten years previous it had only yielded a revenue of a trifle over £100. In 1830 the re- ceipts of the ferry amounted to nearly $9,000.

The last boat used at the South Ferry was the John Adams.

The North Ferry, now in operation between this city and Bath, with a landing in Albany at the foot of North Ferry street, was established many years after the Greenbush Ferry, and, as near as can be ascertained, during the first quarter of the last cent- ury. It was originally outside of the city limits, that point being, until 1815, in the town of Colonie. The territory along the river where a landing was made, belonged to the Van Rensselaer grant, which included all ferry privileges. By the early Patroons the right of ferriage was leased for a certain sum, and the heirs of their estate still retain exclusive control of the ferry rights at this point.

For many years batteaux were the only kind of boats used at this ferry. Even a rope-scow was not used until about 1800. A horse-boat was first used about 1831. A steam ferry-boat was first em- ployed in 1841. The business done at the North Ferry was light compared with that at the South Ferry. For many of the early years not much can be learned of those who operated it. Among them were Clark & Van Alstyne and John Vanden- burgh. About 1840, William P. Van Rensselaer, son of the old Patroon, took charge of it him- self, and for two years employed a ferryman. With this exception it has been leased. For a number of years the Dearstyne brothers (James, Samuel and Cornelius) operated this ferry. They were suc- ceeded by Samuel Schuyler, whom Fitchett & Smith succeeded. It is now leased by the firm of Costello & Kiernan.

The Boston and Albany Ferry was established in 1842 by the Boston and Albany Railroad, and runs from a point a little north of Maiden lane to the depot of this company in Bath. Before the railroad bridge was built this was a very important ferry, all the freight for the Boston and Albany Railroad be- ing taken across the river at this point.

Since the South Ferry has been abandoned, a small tug-boat has been employed in carrying pas- sengers from the foot of State street to Greenbush and Bath.

The following are the most serious accidents . that ever occurred at these ferries: In 1807, the scow which was used at the South Ferry was swamped and thirty-three persons were drowned. In 1852, the boat of the Boston and Albany Ferry upset. At the time it contained fifteen or twenty persons, all but five of whom were drowned.

JOSEPH MATHER.

Joseph Mather, familiarly known as Captain Mather, came from the old colonial family of that name, being a lineal descendant of the Rev. Richard Mather, who was grandfather of the cele- brated Rev. Cotton Mather. This family furnished ministers for three generations to the Old North Church in Boston-the Revs. Increase, Cotton and Samuel, whose united ministries covered a period of one hundred and twenty-five years. The Rev. Increase Mather was one of the earliest Presidents of Harvard College, and the first one in this country upon whom the title of D.D. was conferred.

Joseph Mather was born at Lyme, Conn., May 8, 18co. While he was yet a mere boy, his parents removed from his native place to Otsego County, N. Y. In so doing they sailed up the Hudson River, the beauty of whose scenery so impressed the youth, that he at the time formed and expressed a determination to become actively engaged in the navigation of the Hudson when he should be- come older. This early resolve was one which he never forgot, as subsequent events proved.

With his father's family he removed from Otsego County to a portion of Ontario County, which has since been set off to form Livingston County, where he passed his youth.

He was yet a very young man when he came to Albany, and connected himself with the river navi- gation. For many years he commanded a sloop which plied between Albany, New York, and inter- mediate points. It was during this period that he came to be known by the title "Captain," which clung to him all his life, to his often expressed dis- taste. Later, as a member of the firm of Greene & Mather, he was engaged in the towing business, the line being known as the Eckford Line, and having its office on Quay street, about where the Dunlop elevator has since stood.

Something over thirty years ago, when the New York Central Railroad Company established a sta- tion at West Albany, Captain Mather was selected by Hon. Erastus Corning as agent; and, much against his inclination, was prevailed upon to ac- cept the position, which he foresaw would be one involving great responsibity. A business was to be built up at West Albany, and whether it was more than a measurably successful one would depend largely upon the energy, enterprise and application of the agent in charge. The success which at-

492

HISTORY OF THE COUNTY OF ALBANY.

tended Mr. Mather's administration was remark- able. His time of service embraced a period dur- ing which West Albany grew from the smallest beginning to its present importance, both com- mercially and in point of population. His habits and physique gave him robust health, and his life was singularly free from many of the ills which afflict the majority of men. As advancing years came upon him, he delegated some of his most onerous duties to another, but he retained his po- sition and exercised a pleasant supervision over the business of the station. It was his wish that he might "die in the harness." This wish was liter- ally fulfilled. While hastening to board a car at the corner of State and Pearl streets, February 25, 1884, he fell in crossing the street and expired al- most instantly. It was the opinion of physicians present that his death was caused by concussion of the brain. He was then past eighty-three, and so lightly did his years rest upon him, that he was as erect and apparently as vigorous as he had been twenty years before. He was one of the most genial and sociable of men; and for years his had been a familiar figure to the residents of Albany, where no man was more widely acquainted or more highly esteemed. His loss was felt deeply, not merely in his own family circle, but by men of all classes who had come to regard him as friend or benefactor. No man ever enjoyed in a higher degree the confi- dence of his fellow-citizens. It was remarked by a prominent resident of Albany after his death, that he had been one of whom all his acquaintances were proud-a man of unflinching devotion to right, with no compromise with wrong; a man who had handled $170,000,000 for a great corporation and promptly accounted for every cent of that immense sum.

Mr. Mather was married in Lima, Livingston County, N. Y., to Miss Chianna Brockway, of that town, in 1819. They walked hand in hand adown the pathway of life for sixty-one years, to be temporarily separated by Mrs. Mather's death on the 26th of December, 1880, only a little more than three years before the death of Mr. Mather. They left two surviving childen, a son, Frederick W. Mather, now a resident of New York, and Mrs. George W. Gibbons, of West Albany. Baptized into the Episcopal Church at an early age, by the cele- brated Father Nash, of Otsego County, he was identified more or less closely with that religious body ever afterward.

Early in manhood, Captain Mather became an adherent to the principles of the great Whig party of the United States. He was one of those who felt the deep importance of the transition which cul- minated in the organization of the Republican party. He became an earnest and active supporter of the war, throwing his influence in favor of the suppression of the Southern rebellion, and aiding the Northern cause by every means in his power, sending his son into the thickest of the fight. He was not, in the common acceptation of the time, which is often a term of reproach, a politician; but no man watched the course of events more closely than he, and none with more intelligent solicitude

for the public weal. Open-hearted he was; open- handed and helpful in all good causes. He was wisely benevolent, and many a man in Albany is glad to say that he owes his start in life, his ad- vancement, his position, to Captain Mather.

WALTER WINNE.

The well known barge and transportation line of Winne & Co. recalls to the citizens of Albany, especially to such of them as are engaged in com- merce, the name of Walter Winne, its founder. There are few of the old-time merchants of the city who have not personal recollections of Mr. Winne, who was born in Albany, September 10, 1815, and died September 26, 1871. He was a son of Fran- cis D. and Cornelia (Groesbeck) Winne. The Winnes are a family both numerous and highly esteemed throughout Albany County at the present time; and the Groesbecks were among the early settlers along the Hudson, and, generations back, had numerous representatives in Albany.

Deprived of the protecting care of a father at an early age, young Winne was compelled to shift for himself from a period in life at which most such boys are laying the foundation of an education. He became a cabin boy on board a vessel which navigated the Hudson His sterling qualities man- ifested themselves, and he was advanced gradually until he became master of a vessel. But even this, then, responsible and important position did not satisfy him. He saved a little money, and, with a friend, also a very young man, who had saved a little more, became joint owners of a vessel. They - immediately engaged earnestly and industriously in the transportation of lumber. This partnership soon terminated, and Mr. Winne became sole owner of the business, in which he continued suc- cessfully until his death, and which is now carried on, by members of his family chiefly, under the firm name of Winne & Co. Gradually he estab- lished a line of large barges which plied between Albany and the most important Eastern ports. During the War of the Rebellion he was quite largely engaged in the transportation of raw cotton.

Mr. Winne was married January 1, 1838, to Miss Harriet E. Rouse, of Pittstown, Rensselaer County, N. Y., who survives him. They became the parents of ten children, of whom seven are living. He was a quiet, unassuming, earnest man, who attended strictly, and to the exclusion of other general inter- ests, to his growing business. His interest in pub- lic affairs was intelligent; but he never mixed in politics, though he favored and voted with the Re- publican party. He was for about thirty years a member of the Methodist Church, and for some time a trustee of the old Hudson avenue Church of that denomination. About two years before his death he became a member of the First Congrega- tional Church of Albany. The same earnestness which characterized him in business was manifested in his relations with his brethren in the Church. He was zealous, active, liberal and thoughtful. He was charitable as well, helpful to the struggling, and more than generous to the deserving poor.

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Bi-centennial history of Albany. History of the county of Albany, N. Y., from 1609 to 1886. With portraits, biographies and illustrations, Part 111

Author: Howell, George Rogers, 1833-1899; Tenney, Jonathan, 1817-1888 Publication date: 1886 Publisher: New York, W. W. Munsell & Co. Number of Pages: 1452

Author: Howell, George Rogers, 1833-1899; Tenney, Jonathan, 1817-1888
Publication date: 1886
Publisher: New York, W. W. Munsell & Co.
Number of Pages: 1452