History of Columbia County, New York. With illustrations and biographical sketches of some of its prominent men and pioneers, Part 45

Author: Everts & Ensign; Ellis, Franklin, 1828-1885
Publication date: 1878
Publisher: Philadelphia, Everts & Ensign
Number of Pages: 648

USA > New York > Columbia County > History of Columbia County, New York. With illustrations and biographical sketches of some of its prominent men and pioneers > Part 45

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Coal was first burned on this line in or about the year 1835, the first furnace and blower adapted to the use of this fuel on steamboats being the invention of Daniel Dun- bar, of Hudson.

In 1836 the business passed into the hands of Jeremiah Bame, and under him was called the " Hudson and New York Daily Steam Transportation Line," which, in the season of 1837, ran the barges No. 1, Captain P. G. Coffin ; No. 2, Captain Henry Hiller ; and No. 3, Captain E. D. New- bery; with the steamboats " Legislator," Captain Thomas P. Newbery, and "General Jackson," Captain John T. Havi- land. The last named did no towing either up or down ; the " Legislator" towed one barge down on Tuesday and one on Friday, and brought two up on the Saturday trip. The steamboat " Rockland," Captain William Allen, also ran in

* Captain John Power, the father of George HI. and William IT. Power, commeneed boating on the Hudson river as early as 1804 or 1805. A few years afterwards he became the senior member of the freighting firm of Power, Livingston & Co. (the others being Monerief Livingston, Peter Ostrander, and - Bingham), who were actively engaged in business during the War of 1812-15. He was the owner of the first steamboat belonging to Hudson. This was the " Bolivar," put on in 1824 or 1825. For many years Captain Power was identi- fied with the transportation business at Hudson, and throughout his life was an active, enterprising, and public-spirited citizen.

+ Barges were first employed in the transportation business at Hudson before the formation of the tow-boat company by a company composed of Samuel Pinmb, Oliver Wiswall, Abner Hammond, and Rufus Reed. Their harges were built in Hudson, on the South bay. They were vessels of about three hundred tons, and were towed to and from New York by the Albany sleamboats. The tow-boat com- pany, upon its organization, purchased the barges of Messrs. Plumb, Hammond, Wiswall, and Reed, and they retired from the business.

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the transportation line during that season, being advertised by Mr. Bame to make daily trips between Hudson and Albany .*

The successors of Mr. Bame were Messrs. Hubbel, Clark & Co., who were proprietors of the line from about 1842 to 1850, and were succeeded by Haviland, Clark & Co.

In January, 1868, the line and its business passed into the hands of George H. Power, who bought of Peter Bo- gardus the docks and buildings pertaining to it, taking possession on the 1st of February. On the night of Feb- ruary 3 fire broke out in a building used as a vinegar- factory, standing on the corner of Water and Ferry streets, and that building, with the office and warehouse of the company, and their contents, were entirely destroyed. Mr. Power then conceived the idea of securing greater safety against fire by using sheet-iron as an outer covering, and immediately erected such a warchouse in place of the one which had been destroyed. This was the first iron-clad warehouse on the river, and was ready for occupancy upon the opening of navigation. The business was conducted in Mr. Power's name, though Messrs. Recd & Powell, of Coxsackie, were interested with him from 1868 to 1872, and were owners of the " Redfield," which was one of the boats of the line, the other being the " Nuhpa," then a new boat.

The company was reorganized and incorporated Jan. 12, 1872, with a capital of $150,000. The president is George B. Fairfield. In 1874 the line was leased to D. M. Ham- ilton and Reed & Powell, of Coxsackie, and it is still run by these gentlemen, with E. J. Hamilton as superintendent.

A large number of boats have run in this line, under its different proprietors, since the days of the old " Legislator." The " Columbia" was built by Jeremiah Bame, and was put on the line in June, 1841, making her first trip from New York to Hudson, under command of Captain New- bery (before of the " Legislator"), in eight and one-quarter hours ; thus establishing her reputation as an exceedingly fast boat. Afterwards, on several occasions, she raced with the " North America" and other steamers. The " Fair- field" was run by Hubbel, Clark & Co., and was charged with having caused the great fire of 1844, by sparks from her smoke-stack. The "Oregon," owned by Haviland, Clark & Co., was sunk by collision in the fall of 1862. The " Knickerbocker," a boat which had run on this line, was lost in government service during the War of the Re- bellion. The " South America" and " Connecticut" also entered the service of the government at that time. The " Berkshire" was built at Athens, and put on the line in 1863, and was burncd at Hyde Park in the summer of that year. A portion of the hull was saved, and upon this was built the "Nuhpa," which is now owned in New York. The boats now running in the line are the " McManus"

# The steamboat "Westebester," owned by H. & G. McDougal, was also running regularly to New York, having been first put on in 1836.

The sloops " Shakespeare," " John Haneock," and "Joseph Mar- shall" at that lime formed the Hudson and New York line of Messrs. Hermance & Mellen, who advertised that they hoped " hy strict atten- tion to their business to be able to satisfy their friends and the public generally that business can be done in the good old way for the mutual benefit of all."

and the " Redfield," both propellers of between six hundred and seven hundred tons burden. These steamers are run daily in connection with the Boston and Albany railroad, and the steamboat company bill freight, and ticket passen- gers, from New York to all points on that road. The com- pany's office and warehouse are located at the first pier south of the ferry-slip.

CATSKILL AND ALBANY STEAMBOAT COMPANY.

This transportation line was first establisbed as a sloop line, and carried on business for many years prior to 1838, about which time Captain William Allen introduced the first steamboat used in connection with it. He continued to operate it till 1842, when he sold to Captain James Burns. In 1844, Burns sold to Captain Peter G. Coffin, who, in 1846, disposed of it to Coffin, Holmes & Co. In 1858 a new partnership, under the name of Power, Holmes & Co, was formed, and existed till 1860. Then Power, Martin & Co. owned the line until 1863, when it was organized as a stock company, under the general law to regulate the formation of companies to navigate the waters of the State, with $80,000 capital, in shares of $100 each. The corporators, who were also the first board of directors, were George H. Power and Stephen L. Magonn, of Hud- son ; Milton Martin, of Claverack ; John P. Acker, of Stuyvesant ; and Henry Lansing, of Albany. The aet of incorporation took effect April 13, 1863.

The steamers used by this line have been named as fol- lows, viz., " Advocate," " Hope," "Shepherd Knapp," " P. G. Coffin," and " City of Hudson." The latter, built in 1862, and rated at six hundred and thirty-six tons bur- den, is now in use by the company, running regular daily trips from Catskill to Albany and return, landing at all in- termediate points.

The present officers of the company are John C. Hoge- boom, president ; John Clow, superintendent and treasurer ; John W. French, secretary ; Jolin C. Hogeboom, John Clow, John W. French, and D. P. Hoffman, directors; D. P. Hoffman, captain.

HUDSON AND ATHENS FERRY.

On the 13th of July, 1786, the common council of Hudson appointed Benjamin Folger, Thomas Jenkins, and Ezra Reed " a committee for regulating the ferriest within the limits and liberties of this city, and to rent the said ferries." At this time the gunwaled boat, before mentioned, was in nse, and so continued until 1789, when it was suc- ceeded by two larger boats of a somewhat similar build, but " double-enders,"-that is, adapted to the entrance of teams at either end. The ferryman was compelled by the terms of his contract to keep these two scows in good working order, and both ready for service, with a crew of four able men to each if necessary. He was required to make regu- lar trips from sunrise to sunset (if not prevented by stress of weather), making a stop of fifteen minutes at Lunen-

t Meaning the ferry at Athens, and the South ferry (or Hollenbeck ferry), erossing the river near Catskill. This ferry was first rented to Jobn R. Hollenbeck, and was operated by him for a number of years. In 1788 be was granted a tavern lieense, " with permission to keep the ferry," all for the sum of two pounds eight shillings.

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burgh, and announcing his arrival there by a blast blown upon a conch or horn. The rates which he might charge for ferriage were established by authority as follows :

8. d.

For every single person, except sucking child. 1 6

any number more than one, each 6

= every man and horse, ox, cow 1

66 " loaded wagon or cart. 2

barrel of rum, molasses, or sugar 6

bushel of wheat or other grain 1

An addition of fifty per cent. was allowed when the ferry- man was compelled to go " round the flatts" on account of low water. If the trip was made later than half an hour after sunset, or before sunrise, double rates could be charged ; and in case of neglect or evasion of payment, a penalty of thrice the amount due could be enforced.

One, or both, of these boats was fitted with mast and sail. These auxiliaries (which were continued in use until 1816) were of great advantage when the winds were favor- able, and the ferryman and his assistants gladly availed themselves of their aid, for the scows were unwieldy affairs, and the crossing was rather difficult,* especially when wind and tide opposed it. Mr. William H. Spencer, of Hudson, recollects a time, during the last year of the old sailing- scow's existence (April, 1815), when a family who were emigrating from Connecticut to Ohio took their wagon and animals on board the boat at Hudson, bound for Athens, against a west wind and an adverse tide. It was early in the day when they set out, but though the ferryman dili- gently " stood off and on" during the long hours of the afternoon, with an eye constantly on his port of destination, they never reached it until after the sun had set. This was an extreme ease of delay, but frequently, under similar circumstances, the passage across the river by this convey- ance was found to be a most tedious one.

The project of a canal through the flats between the city and Athens began to be agitated about 1800, and in Feb- ruary, 1803, the council of Hudson resolved " that the Re- corder and Mr. Dakin be a committee to confer with the People on the other side of the River respecting a Cannall through the middle Ground." On May 7, in the same year, they passed a resolution " that Mr. Power be a committee to superintend the cutting a cannall through the flatt, agree- able to the proposition of Timothy Bunker, for which said Bunker is to pay one-half the expence." And again, on June 9, 1804, a resolution passed the same body " that the Recorder and Mr. Power be a committee to agree with Timothy Bunker for making half of the Caual or Channel through the Middle Ground, agreeable to the act of the legislature, passed the 7th of April last."

But notwithstanding these resolutions, and some unim- portant movements made towards the performance of the work, it was not earnestly commenced until the putting on of the horse-boat in 1816. Then the work proceeded vig- orouslyt under the superintendence of Oliver Wiswall, Judah Paddock, and Robert Jenkins (a committee ap-

# On the 24th of August, 1809, Dr. John Milton Mann lost his life by being knocked overboard from one of these boats, the acci- dent being due, as is said, to the clumsy management of some part of the sailing gear.

+ The funds for the work were supplied by the proceeds of a lot- tery authorized for that purpose.

pointed by the council), and was completed and opened for the passage of boats in the following year.

The horse-boat which was put on the ferry in 1816 was built by William Johnson at a cost of $6000. It was com- posed of two hulls placed several feet apart and decked across, with the paddle-wheel working between them. The horses (nine in number) traveled in a circle in a round- house built in the centre of the deck.

The advent of this boat was the occasion of great enthu- siasm among the citizens, but her trial-trip around the mid- dle ground (the canal not being yet completed ) was not an auspicious one; for, although she carried Mayor Jenkins and several other city dignitaries, she made a most awkward collision with a vessel whose skipper had incautiously ap- proached too near the line of her apparent course.

This boat continued to ply upon the route, with more or less success, for more than eight years; but on Oct. 30, 1824, the council resolved " that it is expedient for this corporation to sell and dispose of their right in the Horse- Boat between this city and Athens," and they appointed a committee " to build a Horse-Boat on Alexander Coffin's plan at the expence of the corporation," and authorized the borrowing of $3000 for the purpose.

This was a smaller boat than its predecessor, being worked by only six horses. It was run until about 1830, when it was superseded by a boat propelled by steam ; but this appears to have proved unsatisfactory, and at the end of about five years gave place to the third horse boat. This also used six horses, but they worked on the treadmill prin- ciple instead of the circular path, as in the earlier boats. For some years this boat was operated by Captain Sylvester Nichols.

In 1858, William H. Morton and Nathan C. Edmonds, ship-builders, constructed for this ferry the boat " J. II. Waterman," eighty-five feet in length, twenty-four feet beam, drawing eight feet of water, and worked by an engine of twenty-eight-inch cylinder and six-foot stroke. The same engine propels the present ferry-boat, the "George H. Power," owned by George H. Power, Esq., of Hudson, who has been the lessee of the ferry since February, 1872.

The first captain on the ferry line was Captain Burtis. Others have been Captains Wandell, James Burns, Sylvester Nichols, H. Seeley, - Waring, and Isaiah Coffin.

The old " canal through the flats" has been abandoned for many years ; it being found too expensive to keep it clear of the large quantities of sediment deposited in it during the season of ice and floods. Therefore the route of the ferry-boats is now round the southern end of the " middle ground" at all stages of water.

FIRE DEPARTMENT.

The people of Hudson, from the time of the first settle- ment, exercised great caution to prevent the spread of fire, and willingly carried out the measures adopted by the authorities to that end. Immediately after the organiza- tion of the city government, it was ordained by the council (July 5, 1785) that there be appointed certain persons " to be viewers of Chymnies, Hearths, and places where Ashes are or shall be kept, who shall view and inspect the same onee in every Fortnight," and that any person who per-

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HISTORY OF COLUMBIA COUNTY, NEW YORK.

mitted his chimney to take fire for want of sweeping should forfeit the sum of forty shillings for the neglect.

An ordinance was also passed requiring the owner or tenant of every house to furnish leather buckets, marked with the owner's initials, to be kept hanging conspicuously in view near the front door, for use in the extinguishment of fire. If these were furnished by a tenant, he was author- ized to deduct their cost from the amount of his rent. Houses having three fire-places were required to have two buckets, and those with more than three fire-places, three buckets. The capacity of the buckets must be at least two gallons, and of those kept by innkeepers, brewers, and bakers, at least three gallons.

In case of fire, two lines of persons were formed, extend- ing (if possible) from the burning building to the water. Along one of these lines the full buckets were passed from hand to hand, and when emptied were returned by the other line, which in cases of emergency was sometimes made up of women and boys.

When the citizens' night-watch was formed, in 1788, a chief object of its organization was declared to be " to guard against the ruinous effects of fires."

THE FIRST FIRE

in Hudson occurred in the year 1793, the property destroyed being a book-store and the office of the Hudson Gazette, both owned by Ashbel Stoddard. There were then no en- gines, nor any organization of firemen in the city, and, still worse, no available supply of water. Under these circum- stances the fire was left to rage without check, and almost without an attempt to subdue it. Fortunately, however, the night was calm and still, and the flames did not spread beyond the premises on which they originated.

This fire was a sharp warning to the inhabitants of Hudson, and was the immediate cause of the first organiza- tion of a fire department. A petition was at once prepared, and was presented to the Legislature at its next session, asking that the power to organize fire companies and ap- point firemen be conferred on the mayor, recorder, and com- monalty of IIudson, and an act conferring such powers was passed March 19, 1794. Meanwhile, in November, 1793, a number of citizens anxious to guard against a ro- currence of disaster by fire, and believing that longer delay would be foolhardiness, headed and circulated a subscription paper for the purpose of purchasing a fire-engine. The necessary amount being obtained, and the matter laid before the council, that body appointed Laban Paddock, Robert Jenkins, and Erastus Pratt a committee to purchase the machine. These proceeded to the duty assigned them, and contracted with Benjamin Cady, for the sum of one hundred pounds, to furnish within the period of three months a four- pump suction engine of one hundred and eighty gallons' capacity, and capable of throwing water a distance of three hundred fect.

Public interest having now become aroused, and probably something of a feeling of emulation awakened, funds were soon raised in a similar manner for the purchase of another engine, and both these machines, though privately owned, were placed under the direction and control of the council,

by which body the first fire companies of Hudson were con- stituted, as follows :

" Firemen appointed. [April 17, 1794] to superintend the Fire-Engine Number One .- John Kemper, Jonathan Purington, Seth Jones, Walter Johnson, Nathan Sears, Phineas Hoyt, Isaac Dayton, Christopher Hoxie, James Morgan, Silas Rand, Elisha Foot, Cornelius Tobey, Thomas Manchester, Robert Taylor, Abner Hammond, Alpheus Smith, Shubael Hoskins, Peter Truman, Joshua Tobey.

" Firemen appointed [Nov. 10, 1794] to superintend Fire- Engine Number Two .- Peleg Thurston, Cotton Gel- ston, John H. Dayton, Laban Paddock, Zachariah Seymour, Robert Jenkins, Erastus Pratt, James Mooklar, John Wal- grove, Amiel Jenkins, Arthur McArthur, Samuel Mans- field, Wm. Jenkins, James Hyatt, William Ashley, Joseph Burrel, Samuel Lawrence, Benjamin Allen."

By some unexplained delay on the part of the manufac- turer, the Cady engine, although first contracted for, was not completed until some months after the time agreed on, and in consequence received the Number Two ; while in the mean time the other company, moving with more celerity, had their engine first accepted, and received the superior number.

It was by the council

" Resolved, That two Houses be crected over the two Wells-on that in Second street and in the Main street-for the Reception of fire- Engines, and that the said Wells he made convenient for the supply of Water."

A short time afterwards the house which had been built or commenced over the Main street well was ordered re- moved " to the corner lot of the late Justus Van Hoesen, and that the committee cause a sufficient covering to be made for the other Engine on some part of the Market Square." Three years later a new engine-house was ordered to be built on the Market square, under superintendence of Paul Dakin and John Kemper.

July 22, 1794, it was by the council ordained,

" That so many firemen shall, from time to time, be appointed as the Common Council shall deem proper, and shall be called fire-war- deus, whose daty it shall be, immediately on notice of fire, to repair to the place where it shall be, and to direct the inhabitants in formning themselves into ranks for handing the buckets to supply the fire-en - gines with water,-under the direction, however, of the Mayor, Re- corder, or any Alderman or Assistant of the said City, if present ; and the Citizens are hereby enjoined to comply with the directions of the fire-wardens upon such occasions; and it is expected that all other persons will hereafter refrain from giving any orders or directions upon those occasions, and cheerfully chey such as shall be given by the persons authorized for the purpose. And in order that the Magis- trates and fire Wardens may be more readily distinguished at fires, the Mayor, Recorder, Aldermen, and Assistants shall each have, upon those occasions, a white Wand of at least five feet in length, with a guilded flame at the Top; and cach of the fire Wardens shall, upon all those occasions, carry in his hand a Speaking-Trumpet painted white, to be used as occasion may require : and each of the firemen shall, within three months from the publication of this ordinance, provide himself with, and upon all occasions shall wear, a Leather Cap with the crown painted white, or shall forfeit and pay the sum of six shillings for every month he shall neglect to provide the same. . . . And the Chief Engineer or overseer of the engines shall, as soon as may be after any fire is extinguished, cause all the buckets to he collected and carried to the Market-flouse in the said City, that the Citizens may know where to find them. . . . And in case of fire in the night-time, it is hereby enjoined on the Citizens to place lighted Candles in the front windows of their Houses, in order that the inhabitants may pass through the Streets with greater Safety."

Photo. by F. Forshew, Hudson.

HON. HARPER W. ROGERS.

Harper W. Rogers was born on the 28th of September, 1819, at Queensborough, Warren Co., N. Y., where he resided on a farm till ten years of age. He then removed with his parents to Stockport, Columbia county.

His ancestors were natives of Rhode Island and ranked among the most prominent of the early settlers. His grand- father, Samuel Rogers, was a Revolutionary soldier, and dis- tinguished himself for bravery and patriotism throughout that struggle. His father, whose name was also Samuel, was in early life an extensive lumber merchant, but afterwards en- gaged in agricultural pursuits. He removed from Warren county to Saratoga in 1821, and thence, in 1829, to Stockport, Columbia county.

Harper followed the occupation of a farmer till 1845, when he removed to the city of Hudson and engaged in mercantile business, about the same time purchasing an interest in the paper-mill at Clavarack.

His educational advantages in early life had been limited, but he possessed a natural aptitude for business. From boy- hood he had been imbued with strict principles of honor, in- tegrity, and industry ; and with these as his sole capital he embarked in the pursuits of life. Both branches of his busi- ness above referred to prospered under his management, and gradually increased in extent and profit until he found it ne- cessary to relinquish the mercantile branch, which he did in 1867, and since then has been engaged exclusively in the manufacture of paper and in agricultural pursuits.

Mr. Rogers has always been a strict Democrat, and although never seeking political preferment, has ever been a promi- nent man in his party. In 1864 he was elected mayor of the city of Hudson by a large majority, although the political preponderance of the city had previously been Republican. As mayor he was very popular, and his administration was

marked with ability, impartiality, and active endeavors to promote the welfare of the city. He was urged to accept a renomination under the assurance that no opposing candidate would be run against him, but he declined the flattering honor upon business considerations.

Much against his inclinations he gave way to the urgent solicitations of his party, and accepted the nomination for member of Assembly in 1876, after it had been given him by acclamation without his knowledge. He was elected by a majority of four hundred and nineteen in his district, and served one term with credit to himself and satisfaction to all concerned.

Mr. Rogers is a man of more than ordinary intellectual endowments; an extensive reader and close thinker. He possesses a remarkably practical cast of mind; is cautious, but firm and reliable in his judgments. In manners he is social, friendly, and urbane, and possesses a liberal and generous nature. Physically he is a man of commanding presence, and readily wins the confidence and respect of his associates.

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History of Columbia County, New York. With illustrations and biographical sketches of some of its prominent men and pioneers, Part 45

Author: Everts & Ensign; Ellis, Franklin, 1828-1885 Publication date: 1878 Publisher: Philadelphia, Everts & Ensign Number of Pages: 648

Author: Everts & Ensign; Ellis, Franklin, 1828-1885
Publication date: 1878
Publisher: Philadelphia, Everts & Ensign
Number of Pages: 648