History of Orange County, New York, with illustrations and biographical sketches of many of its pioneers and prominent men, Part 72

Author: Ruttenber, Edward Manning, 1825-1907, comp; Clark, L. H. (Lewis H.)
Publication date: 1881
Publisher: Philadelphia, Everts & Peck
Number of Pages: 1336

USA > New York > Orange County > History of Orange County, New York, with illustrations and biographical sketches of many of its pioneers and prominent men > Part 72

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Such-with the addition of several large reservoirs

On May 24, 1743, Alexander Colden presented a petition to the IIon. George Clark, Lieutenant-Gov- ernor of the province, and Council, for letters patent enabling him to establish a ferry between Newburgh and Fishkill. This petition, after reciting the patent to the Palatinates, states "That as there are now many settlements on both sides of the Hudson River, persons frequently have occasion to cross over from one side of the river to the other, but are often obliged to wait a considerable time for a passage over the same, there being no ferry established on either side thereof: that your petitioner is willing to provide proper boats and persons constantly to attend for the transportation of passengers, horses, and goods across the said river to and from the aforesaid tract of land, now commonly called the Newburgh Patent ; and has obtained liberty of the owners of the land on the

296

HISTORY OF ORANGE COUNTY, NEW YORK.

easterly side of the said river to land or take on board any passengers that shall have occasion to cross the said river with their horses and goods, which will be of great use and benefit to travelers and other persons that may have occasion to cross said river." The petitioner asked that the letters patent be issued to himself, his heirs and assigns forever, for " all the soil under the water one hundred feet into the river from the high-water mark, the whole length of the patent (219 chains), that he .may be enabled to make proper wharves and landing-places ;" and also that "His Honor and the Council" should establish " such fer- riage fees" as they should deem reasonable.

The petition was accompanied by a statement show- ing the "Rates heretofore taken by way of Ferriage for crossing Hudson's River above the Highlands," as follows :

" For every Man and Horse. £0 Gs. Od.

For every person without a Horse .. 0 2 0

And if bad weather, a Man and a Horse .. 0 10 0"

The following were the " Rates" proposed to be taken :

" For every Man and Horse. £0 28. 6d.

But if three or more together, for each Man and Ilorse. 0 2 0

For a single person only

0 1 0

For each footman (if three or more together). 0

For every llorse or single Least.

0 1 6

0 1 3

0 0 6

For every Sheep or Lamb. +

0 1 0

For every empty Barrel.

0 0

For every Pail of Butter. 0

For every Firkin or Tub of Butter. 0

0 G

For every bushel of Salt or Grain

0 0 3

For every hundred-weight of Iron, Lead, &c.

0 0 9

For every Chaise, Kitterin, or Sleigh 0 4

For every Wagon and Cart. 060

and so in proportion for all things according to their bulk and weight."

At a meeting of the Council, May 24th, the patent asked for was granted, and the petitioner thereby invested with the "sole keeping of a ferry between any and every part of the said tract, and for the soil under water (so far only as his own land run), 100 foot into the water from high-water mark, under the yearly quit-rent of five shillings" at the "rates pro- posed to be taken."

kill, and John Anderson and James Denton, of New- burgh, who announced that they had " built boats for the purpose of attending said ferry, of the best con- struction, for the transporting of wagons and horses, and a good scow for the convenience of transporting loaded wagons," and that the prices of ferriage would be as they were before the war, viz. :

" For a footman .... ... I shilling. Fonr-horse Wagon ....... 14 shillings.

Man and horse ........... 2 shillings.

Loaded do. ...... 1 pound.

Two-horse Wagon ..... 10 shillings. Pha ton and pair ......... 12 shillings

Loaded do. ... 12 shillings.

Ton of Irou ... .. 8 shillings.

Riding Chair ... ...... G shillings. Hogshead of Rum ......... 5 shillings. and so in proportion for every other article."

This ferry was continued until after 1826, under the proprietorship of John P. DeWint. Its place of land- ing was changed to near the foot of Fourth Street, and was subsequently consolidated with the Colden ferry, as hereinafter stated.

The Colden charter was sold by the heirs of the patentce (Dec. 15, 1802) to Leonard Carpenter for the sum of $2500. On Oct. 24, 1804, Leonard Carpenter sold to Jacob Carpenter one-half of the charter for the sum of $1250. In Angust, 1805, the New Windsor and the Colden ferries were combined, the joint owners being Leonard and Jacob Carpenter, Martin Wiltsie, Martin Wiltsie, Jr., and Peter Bogardus. On Oct. 26, 1825, Ann and Catharine Bogardus, heirs of Peter Bogardus, sold their interest in the ferry to Benjamin Thorne for $200; and on November 9th Mr. Thorne sold the interest thus purchased to J. P. DeWint for the same sum. On April 1, 1826, Bridget, widow of Leonard Carpenter, sold to Alexander R. Carpenter her right in the ferry for the sum of $300. On the same day Alexander and Jane B. Carpenter sold to Isaac R. Carpenter their interest,-the former for the sum of $2800, and the latter for $2500, the difference in the sums being made by the addition of the third held by Mrs. Carpenter to that of Alexander. Isaac R. Carpenter was now the owner of the entire interest held by his father; to which he added, by purchase, March 1, 1827, from Henry B. Carpenter, the interest formerly held by Jacob Carpenter. On Feb. 25, 1832, Mr. Carpenter purchased from the heirs of Martin Wiltsie, Sr., all the right, title, and interest of their father for the sum of $8000; and sold ( November 27th)

Immediately after receiving the patent, Colden complied with its provisions, and continued for several years in the exercise of its privileges. Sail- and row- boats were used for the purpose of ferriage; a landing , to John P. De Wint one-half of the interest purchased for $6000. On March 1, 1833, Martin Wiltsie, Jr., sold to Mr. De Wint and Isaac R. Carpenter, by whom the ferry was now conducted in partnership, all his right, title, and interest for the sum of $5000; and on March 26th of the same year Carpenter purchased the entire right of DeWint, and became sole proprie- tor. On May 1, 1835, Mr. Carpenter sold the ferry to Mr. De Wint for the sum of $52,000; and on May 30th of the same. year Mr. DeWint sold the whole to Thomas Powell for $80,000. Mr. Powell remained the owner until 1850, when. on October 15th, by deed of gift, the property passed to his daughter, Mrs. Frances E. L. Ramsdell.

place was constructed at the foot of First Street, and the enterprise conducted with considerable system. What became of the ferry during the Revolution does not appear, but it is of record that a ferry called the " Continental ferry" was maintained from Fishkill. Its owners in 1782 were Martin Wiltsie and Jacob Carpenter. The place of landing was at the foot of Third Street. In 1782 it changed its regular place of landing from Newburgh to New Windsor, and this change, coupled with the fact that the Colden charter, as well as all similar grants, was regarded as void in consequence of the Revolution, was the occasion of ! the establishment of a new ferry "at Fishkill and Newburgh landings, where the public (or Continental) Sail- and row-boats alone were used until 1816, when ferry was formerly kept" by Peter Bogardus, of Fish- a horse-boat was launched at Newburgh (July 16th),

But if three or more together, for each.

For every Calf or llog .. 0

For every full Barrel ..

297

NEWBURGH.

and commenced her trips on August 8th. The Political Index of August 10th says, "The team-boat 'Moses Rogers' passed from this village, on Wednesday last, to Fishkill Landing with the following load : one coach and horses, a wagon and horse, seventeen chaises and horses, one horse, and fifty passengers." The " Rogers" was succeeded by a horse-boat called the "Caravan," a flat-bottomed vessel with a wheel in the centre. She was run in connection with the sail-boat " Mentor" and the horse-boat " Duchess" (the latter built by Mr. DeWint for his ferry), and was subse- quently converted into a steamer under the name of the "Jack Downing." In 1828 the steamer " Post- Boy" was built at Low Point and placed on the line. Her engine was made in Philadelphia, and was a very unique affair. Her name was subsequently changed to "Phoenix." She gave place to the " Gold Hunter," which was built by Mr. Powell, at Newburgh. The "Fulton," the "Williamsburgh," and the "Union" were successively purchased by Mrs. Ramsdell, by whom also the present ferry-houses were erected. The "Union" having been destroyed, Mrs. Ramsdell had its place supplied (1880) by an iron boat, con- structed by Ward & Stanton, of Newburgh, and which from Mr. Carpenter requires the proprietors of the ferry to continue the landing at the foot of Second Street, and to preserve an open and free passage to and from the public street.

XI .- NEWBURGH POST-OFFICE.

From the destruction by fire of the records of the Post-Office Department at Washington in 1836, it is impossible to ascertain the date of the appointment of the first postmaster, or of the establishment of the office at Newburgh. From the records of the auditor's office, in which the accounts of the postmasters are kept, the books of which were preserved, it is ascer- ained that the office at Newburgh commenced render- ng accounts Jan. 1, 1796, and that Ebenezer Foote was the first postmaster. It is therefore presumed that the office was established some time during the month of December, 1795. A list of all the postmasters, prior :o 1810, is annexed, each appointee holding the office up to the time of the rendering of accounts by his successor, to wit :

Ebenezer Foote, from Jan. 1, 1796. Harry Caldwell, from Oct. 1, 1797.

Daniel Birdsall, from Oct. 1, 1802. Chester Clark, from July 1, 1810.

The following have been appointed since 1810:

Aaron Belknap, March 26, 1812. Cooker Wygant, Nov. 26, 1830. A. C. Mulliner, May 23, 1833.

Benj. II. Mace, Nov. 23, 1836. Oliver Davis, June 17, 1841. James Belknap, May 18, 1843.

Samuel W. Eager, Ang. 6, 1849.

Joseph Casterline, Jr., May 4, 1853. Ezra Farrington, May 22, 1861. James II. Reeve, Nov. 1, 1866.

llenry Major, May 7, 1867 .*

Jos. Lomas, Aug. 22, 1867.

Ezra Farrington, July 19, 1869.

John C. Adams, April 1, 1875.

* A special officer of the Post-Office Department, who held the place n consequence of the refusal of the Senate to confirm the appointments of President Johnson.

The early mails of the district were carried and letters received and delivered by post-riders, who, for their own convenience, as well as for the convenience of those wishing to send letters, appointed stations for that purpose. The Newburgh station was, for many years, at the tavern of Michael Weigand ; the New Windsor station, at the "Glass House" in the village of New Windsor. Letters were left at these stations until called for. The Newburgh office was the secondt in this section of the county ; its delivery included letters for Marlborough, Plattekill, New Windsor, etc.

XII .- FIRE DEPARTMENT.

The fire department of Newburgh was organized under an act of the Legislature, passed March 24, 1797, by which the inhabitants of the town residing east of Liberty Street and south of an east and west line running six rods north of the academy, were au- thorized to elect five trustees, " to be called the Trus- tees of the Fire Company of the Village of New- burgh," who should have full power "to nominate and appoint a sufficient number of firemen, not ex- ceeding twenty to every fire-engine" then provided village, "out of the inhabitants being free-holders or persons renting property to the value of one hundred dollars per annum, to have the care, management, working, and using the said fire-engines and other instruments." The persons so appointed were to be called "the firemen of the village of Newburgh ;" they were required "to be ready at all fires, as well by night as by day," and were exempted from service as constables or as jurors of inquest. Prior to the passage of this law, there is no record of the existence of an engine, or apparatus, or of any organization for the extinguishment of fires, nor is there record of any proceedings under the law, although it is probable that an organization was made in accordance to its terms. The act was superseded by the act of incor- poration (1800), under which the powers which it conferred were vested in the trustees of the village, The minutes of the latter body make no reference to the department until May, 1806, at which time two fire companies are of record, both fully organized and supplied with engines. At what precise date these companies were organized cannot be shown; but from a certificate issued by the board of trustees in 1802, both companies were clearly in existence at that time, from which fact it may be inferred that the trustees of the village found the department organ- ized, and simply accepted the work which had been done.

From May, 1806, the record of the department is essentially complete. The two companies which were in existence at that time were composed of the follow- ing members :

+ Montgomery, or " Ward's Bridge," was the first. {See " Trade and Commerce.")

bears the name of "City of Newburgh." The deed | or thereafter to be provided for the use of the said

298

HISTORY OF ORANGE COUNTY, NEW YORK.

No. 1 .- Wm. L. Smith, Enoch E. Tilton, Walter Burling, Henry Tudor, Ward M. Gazlay, Gilbert N. Clement, Minard Harris, John Cars- kaden, Caleb Sutton, George E. Hulse, John Coleman, John Hoagland, William Adee, Andrew Preston, Nicholas Wright, John Forsyth, Walter Case.

No. 2 .- John Harris, Jonathan Fisk, Jolin Richardson, Selah Reeve, Joseph Reeve, John Anderson, Jr., Leonard Carpenter, James Ham- ilton, Samuel I. Gregory, William Gardiner, Nathaniel Burling, Solomon Sleight, Jonathan Carter, Hiram Weller, Sanmel Wright, Hugh Spier, Thos. Powell, Cornelins De Witt, Joseph Hoffman, Cad- wallader Roe, Daniel Nivin, Jr., Benoni Il. Ilowell, Sylvanus Jessup.

The house of Company No. 1 was ordered estab- lished (July 17, 1806) "near the house of Robert W. Jones, on Eight-rod Street ;" and the house of No. 2 (May 17, 1810) was located on " the northeast corner of the Presbyterian church lot."

No further reference to these companies appears in the minutes of the trustees-except lists of their offi- cers-for several years. On Dec. 9, 1823, a meeting of citizens was held at Crawford's hotel, and a resolu- tion adopted requesting the trustees to "purchase a new engine for the protection of the village against fire." In compliance with this request, the trustees, on January Ist, following, contracted with E. Force, of New York, for a new engine at a cost of $750. On the 20th of the same month they purchased the lot on the corner of Montgomery and Second Streets for the sum of $92, and subsequently laid a tax of $1200 for the erection of an engine-house thereon and to pay for the engine. In addition to this sum, the Wash- ington Insurance Company of New York contributed $100; the Fulton Insurance Company, $100; and the North River Insurance Company, $50, towards the purchase of the new engine. The new engine was completed in March, 1824, and the question at onee arose among the firemen which company should be honored with its use and preservation. After a sharp discussion the question was decided by the trustees (March 18th) in favor of Company No. 1, by the casting vote of the president of the board. The company im- mediately reorganized under the title of No. 3, and a new company was soon after raised for the old engine. During the same year the engines were removed to the new engine-house.

The first hook-and-ladder company, if such it may be called, was organized March 3, 1810, by the addi- tion to the two fire companies of eight men, viz. : Jo- seph Carpenter, Elijah Boardman, James Donnelly, Benjamin Anderson, Thomas Phillips, Jr., William Thayer, Nathaniel Boyd, and Samuel Burtis. This organization continued until Aug. 5, 1828, when three persons were selected from each company and a more independent organization effected. The implements of the company were housed in a shed which was erected in the rear of the engine-house. New ladders, ete., were procured in 1852, and a suitable house (now the police station) ereeted on First Street. The

In 1835 (May 6th), on the petition of John MeClel- land, James G. Clinton, Francis Bolton, and others, the trustees organized Washington Engine Company, No. 4, and ordered a new engine from James Smith. On July 1st they purchased a lot on Western Avenue for $300, on which a small, but then regarded as suitable, building was erected for the company. The new engine was delivered in a rough coat of paint, and was subsequently finished in a very complete manner at the expense of the company. More mod- ern and of more power than No. 3, it took the rank to which it was entitled. Songs and music were written in its honor ; its company overflowed with the most vigorous element in the community.

In 1837 (July 4th ), Niagara Engine Company, No.5, was organized by the trustees, on the petition of Sam- uel J. Farnum, Albert Noe, C. A. Gardiner, and others. On August 22d a lot was purchased on South Street, a house was ordered erected thereon, similar in every respect to that occupied by No. 4, and a contract made for the construction of an engine. This ma- chine was a duplicate of No. 4, and the question of superiority led to many spirited contests.

In 1840 the membership of several of the com- panies exceeded the number fixed by the trustees, and it was proposed that the surplus should be per- mitted to act as volunteers. The trustees referred the subject to a committee, who reported (July 18th) against the plan. This result led to an "indignant parade" on the part of the volunteers of Company No. 5; but the excitement soon subsided, and the eanse of complaint was removed by the adoption (Sept. 14th), on the part of the trustees, of a resolu- tion permitting each company to have a membership of fifty.

In 1844 (Aug. 22d), a meeting of citizens author- ized the purchase of a new engine for Company No. 3; and the trustees (Dec. 2d) contraeted with James Smith, of New York, for its construction. The en- gine was delivered in the spring of 1845, and was finished in an elegant manner by the company. It was the first " piano" machine. In 1849 a new en- gine was purchased for Company No. 4; and, in 1850, one for Company No. 5; both of the improved style. The engine of No. 4 was again exchanged in 1861.

The first hose company was organized in 1840. Its officers (Jan. 1, 1841) were William Scott, foreman; Rensselaer Whited, assistant, and Abel Belknap, Jr., secretary and treasurer. At this time the only hose carriage was a "jumper" attached to Engine No. 3. ! The occasion of its organization was the prior organi- zation by a number of boys of a hose company, of which Maxwell Wiley was foreman, Cornelius O. Madden, assistant, and E. M. Ruttenber, secretary, whose purpose it was to perform in this way the company has borne, at different times, the names of | taking of the "jumper" to and from fires, to which "Clinton" and "Brewster," the latter since April, 'duty they were invariably generously assigned by the 1861, in honor of Hiram S. Brewster, for several years its foreman.

members of the engine company. The sages of the corporation had "no power" to recognize boys as

299

NEWBURGHI.

members of the department, and, lest they should do some mischief, appointed men who, if too old to run with the machine, could see to it that due decorum and solemnity was observed in the discharge of that luty. Columbian Hose is the offspring of this com- pany.

The introduction of water from Little Pond brought with it several changes in the apparatus of the de- partment. Engine Company, No. 1, became Excelsior Hose Company, No. 1, and, in Sep- tember, 1852, Columbia Hose Company, No. 2. Ringgold Hose Company, No. 1, was organized Feb. 1, 1854. Neptune Hose Company was or- ganized Sept. 6, 1858 ; name changed to Leonard Hose Company, No. 3, and, in 1873, to Leonard Steam Fire-Engine Company, No. 2. Chapman Hose Company, No. 4, was organized in Septem- ber, 1859. Cataract Engine Company, No. 3, was changed to Lawson Hose Company, No. 5, in 1871, when the engine purchased in 1845 was sold. Washington Engine Company, No. 4, was changed to Washington Steam Fire-Engine Company, No. 4 (now No. 1), in 1872, and the first steam fire-engine purchased by the city assigned to its care. The hand-engine pur- chased for the company in 1861 was rebuilt and transferred to West Newburgh, in charge of Highland Engine Company, No. 3. The en- gine of No. 5 was sold in 1872, the company having been disbanded some time previously. The department is now composed of one hook- and-ladder company, one hand-engine com- pany, two steam fire-engine companies, and four hose companies. The estimated value of the property of the department is $60,000. The steamers now in use cost $4200 each.

The first engines are remembered by many of our citizens. No. 1 was a plain old-fashioned machine of very limited power. No. 2 was what was called a Philadelphia engine; it was manned by a double rank of men at each end, one rank standing in part on the deck and in part on a folding platform. The manning force was about sixteen, but as the deck men could not be re- lieved when the engine was in motion, they were of limited usefulness. The forte of the engine was in throwing a small stream at what was then regarded as a great distance; it was able to send water and spray about ninety feet. No. 3 was a heavy machine and the only suction en- gine of the three. It was the fancy engine of the vil- lage, and the first to bear a specific name, that of " Cataract."

The houses now occupied by the department are modern structures. The first was erected for Neptune Hose Company (now Leonard steamer), in 1859; the lot costing $400, and the house $1247.75. It is of brick, two stories high, and located on North Water Street. Hook-and-Ladder Company and Ringgold

Hose Company were granted new buildings in 1862. A lot for the former (on Western Avenue) was pur- chased for $600, and for the latter (on Colden Street) for $950. The plans of the buildings were by John D. Kelly, architect; the contract for erection was awarded to Little & Kelly (June 21, 1862), for $2835. The house of Hook-and-Ladder is of brick, two stories ; that of Ringgold, two stories, with basement, and

RINGGOLD HOSE HOUSE.

brownstone front,-the latter a contribution by the company. Chapman Hose Company exchanged the shed on Liberty Street, in which it was organized, for a new house on South Street in 1863. The lot was purchased (August 17th) for $400; the building was from plans by J. D. Kelly, and cost $1975.33. Wash- ington Company's house was enlarged, under contract with J. D. Kelly, architect, in June, 1868, at a cost of $608.48. The house occupied by Highland Company was erected in 1867, under contract with Brown &

300

HISTORY OF ORANGE COUNTY, NEW YORK.

McMeekin, for $2990; the lot cost $350. The original engine-house, so long occupied by Engines 1, 2, and 3, though enlarged and improved, yielded to the demand for a more titting structure in 1875. The plans for the new building were by E. K. Shaw, architect, and the work executed under contract with Wm. MeMee- kin, for $5494. The lot was enlarged by the purchase of adjoining property at a cost of $1600. The build- ing is two stories high and basement; pressed brick and Ohio stone trimmings. It supplies accommoda- tions for Columbian and Lawson Hose Companies.

Chief Engineer .- The duties of chief engineer, for several years after the organization of the fire depart- ment, were performed by the president of the board of trustees and by the fire wardens. Benoni H. Howell, it is said, was the first engineer; the date of his appointment is not recorded. He was succeeded by James Belknap, and he by Benj. F. Buckingham, who filled the station for six years prior to 1850, when William Lisle was appointed. In 1851 the trustees gave to the fire department the power to nominate an engineer and two assistants ; and (May 1st) Cicero A. Gardiner was elected chief, and Isaac Wood, Jr., and John W. Thomas, assistants. On May 1, 1853, Isaac Wood, Jr., was elected chief, and John W. Thomas and J. A. McCartney, assistants. In 1853 the depart- ment failed to elect, and the trustees appointed Benj. F. Buckingham, chief, and Aikman Spier and Jas. T. Hamilton, assistants. In December, 1854, the trustees adopted more strict regulations for conducting the nomination, under which, in January following, the department elected John K. Lawson, chief, and J. A. McCartney and John Proudfoot, assistants. In 1857, John D. Kelly was elected chief, J. H. H. Chapman, first assistant, and J. J. S. MeCroskery, second assist- ant. In 1859, J. H. H. Chapman, chief, J. J. S. McCroskery, first assistant, and Hugh Mccutcheon, second assistant. Chancey M. Leonard was elected chief in 1861, and served until 1874, when he was chosen mayor of the city. His assistants were,-1861, H. S. Brewster, James C. Taggart; 1863, John B. Stansbrough, John W. Forsyth ; 1865, John DeLancy, James C. Farrell; 1866, James T. Van Dalfsen, Archibald Hays; 1869, Archibald Hays, Patrick Her- bert; 1873, Archibald Hays, John Fitchey. In 1874, Archibald Hays was elected chief, and John Fitchey and O. S. Hathaway, Jr., assistants. In 1875, Wil- liam Nixon, chief, and Elkanah K. Shaw, Robert W. Hamilton, and Michael Barry, assistants.

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History of Orange County, New York, with illustrations and biographical sketches of many of its pioneers and prominent men, Part 72

Author: Ruttenber, Edward Manning, 1825-1907, comp; Clark, L. H. (Lewis H.) Publication date: 1881 Publisher: Philadelphia, Everts & Peck Number of Pages: 1336

Author: Ruttenber, Edward Manning, 1825-1907, comp; Clark, L. H. (Lewis H.)
Publication date: 1881
Publisher: Philadelphia, Everts & Peck
Number of Pages: 1336