USA > New York > Dutchess County > The history of Dutchess County, New York > Part 31
Note: The text from this book was generated using artificial intelligence so there may be some errors. The full pages can be found on Archive.org (link on the Part 1 page).
Part 1 | Part 2 | Part 3 | Part 4 | Part 5 | Part 6 | Part 7 | Part 8 | Part 9 | Part 10 | Part 11 | Part 12 | Part 13 | Part 14 | Part 15 | Part 16 | Part 17 | Part 18 | Part 19 | Part 20 | Part 21 | Part 22 | Part 23 | Part 24 | Part 25 | Part 26 | Part 27 | Part 28 | Part 29 | Part 30 | Part 31 | Part 32 | Part 33 | Part 34 | Part 35 | Part 36 | Part 37 | Part 38 | Part 39 | Part 40 | Part 41 | Part 42 | Part 43 | Part 44 | Part 45 | Part 46 | Part 47 | Part 48 | Part 49 | Part 50 | Part 51 | Part 52 | Part 53 | Part 54 | Part 55 | Part 56 | Part 57 | Part 58 | Part 59 | Part 60 | Part 61 | Part 62 | Part 63 | Part 64 | Part 65 | Part 66 | Part 67 | Part 68 | Part 69 | Part 70 | Part 71 | Part 72 | Part 73 | Part 74 | Part 75 | Part 76
About 1855 Joshua Jones, of the noted insurance family of that name, purchased of Peter C. DuBois forty acres of what was known as Plum Point. Mr. Jones established a yard and at his death it was
344
THE COUNTY OF DUTCHESS.
acquired by Daniel R. Weed and was afterwards purchased by George H. Brown for a terminal for the Dutchess & Columbia Railroad. That part of the property not used by the railroad was rented and after- wards purchased by W. D. Budd, and at his death the property de- scended to his two daughters, who have successfully operated and enlarged it. It has a daily capacity of about one hundred and ten thousand brick. The Misses Budd were the first to introduce elec- tricity as a mode of conveying power from the engine to the machines.
About 1856 Daniel Gurnee and relatives purchased of Isaac Brinck- erhoff thirty-six acres of clay adjoining the Aldridge property and built a yard. This plant has been run by different tenants with varied success and is now operated by William K. Hammond, with a daily capacity of ninety-six thousand. This was one of the properties purchased by the American Brick Company and on the failure of that scheme reverted to its original owners to their large profit.
About 1870 George Wade and the Van Amburgh family built a yard on their premises adjoining the Gurnee yard, and after operat- ing a year or two, sold it to a syndicate of New Yorkers who had a contract for furnishing brick for the Fourth Avenue Tunnel. In consequence of the depreciation in the price of brick and by mis- management the company failed and it was acquired by Samuel R. Platt, of the Buckeye Mowing Machine Company of Poughkeepsie, which had large claims on the company. At his death the property was purchased by Francis Timoney, whose heirs still own it. The daily capacity is about two hundred and twenty thousand.
In the late fifties William H. Van Vliet started a small brick plant in connection with his saw mill on the tide water of the Fishkill Creek. Mr. Van Vliet was one, if not the very first, to attempt drying brick by artificial heat. He used hot air. It was not a success, and owing to the distance from the main channel of the Hudson River and the absence of harbor tugs, the yard was discontinued. Mr. Van Vliet was the first to use wheel trucks for conveying brick from the machines to the drying yard. By this means one man carried from thirty to forty brick, while by the old way one boy or man carried only five.
In the late fifties Benjamin Gardner built a yard on the Rumsey property at Fishkill Landing. This yard was run by different ten- ants until the New York & New England Railroad was built in front of it, when it was discontinued.
A. H. BLACKBURN.
345
TOWN OF FISHKILL.
In the early eighties Alexander McLane built for Mr. Homer Rams- dell a yard on the John Wiltse property near Denning's Point. This property, together with a part of Denning's Point, the Newlin Mills and the Newlin homestead, had been acquired by Mr. Ramsdell by virtue of a mortgage which the Boston, Hartford & Erie Railroad Company had given him to secure the purchase price of his ferry and some Newburgh property. On the failure of the company, Mr. Rams- dell came into possession of the whole. This yard has been enlarged at different times and now has a capacity of about two hundred and fifty thousand per day.
In the late nineties Messrs. Hammond & Freeman established a yard next south of the Timoney plant, with a daily capacity of about ninety thousand brick. 1
In the late fifties Mr. Gilbert Collins built a yard on his property near Chelsea, then known as Low Point. At his death it was pur- chased by Thomas Aldridge, who afterwards sold the property to James V. Mead, who operated it until the clay at a workable distance from the surface was exhausted, when the yard was abandoned.
In the eighties Charles Griggs built a yard on the Hunt property at Chelsea. It has since been run by different tenants. It has a capacity of about seventy thousand.
The Brockway Brick Company, about half way between Chelsea and Fishkill Landing, occupies the site of the seventy-acre property formerly the country seat of the late William Y. Mortimer, from whom Edwin Brockway bought it in 1886. By extensive filling in along the front the yard has become the largest in output on the east bank of Newburgh Bay.
The death of William S. Verplanck in 1885 brought several addi- tional yards into existence which have been operated under leases and are adjacent to the Brockway Brick Company. Among the tenants were O'Brien & Vaughey, William Lahey, Clayton C. Bourne, Thomas Dinan, William H. Aldridge and John Paye. Part of these clay prop- erties were incorporated under the name of the Verplanck Brick Com- pany. All together they have a daily capacity of over 400,000 bricks.
BANKS.
The First National Bank of Fishkill Landing was organized August 10, 1863, with a capital of $50,000, which was increased in 1864 to
346
THE COUNTY OF DUTCHESS.
$100,000, and in 1872 to $150,000. July 1, 1876, the capital was reduced to $100,000, at which figure it has since remained. This bank was among the very earliest to organize under the National Bank Act, as evidenced by its charter number, 35. Captain Walter Brett was its first president, and Conrad N. Jordan its first cashier. Janu- ary 1, 1870, Mr. Brett was succeeded by James Mackin, who con- tinued at the head of this institution until 1886, when the Hon. John T. Smith was chosen president and has held that office to the present time. Mr. Thomas Aldridge, for many years paying teller, has re- cently become cashier, through the death of Mr. Milton E. Curtiss, who had been cashier for upwards of thirty-five years.
The Mechanics' Savings Bank of Fishkill Landing, of which the Hon. John T. Smith has been president since 1883, was chartered March 5, 1866. Joseph Howland was elected its first president, and was succeeded in 1868 by William S. Verplanck. Silas G. Smith accepted the presidency in 1873, holding the office until his death in 1883.
The Matteawan Savings Bank was chartered March 21, 1871, with twenty-one trustees. It opened for business in April of that year in the office of the National Felt Works. David Davis was its first president and was succeeded by Willard H. Mase. For the past fifteen years the Hon. Samuel K. Phillips has been at the head of this institution.
The Matteawan National Bank was organized in 1893, with capi- tal of $100,000. It opened its doors for business on the 23d of May of that year. Mr. Theodore Brinckerhoff was chosen president, and Mr. David Graham cashier, both of whom still hold these positions.
The Bank of Fishkill was incorporated June 1, 1850, with a capi- tal of $120,000. Samuel A. Hayt was its principal promoter, and for several years its president. April 1, 1863, it was converted to a national bank and the capital was increased to $200,000. In 1877 the bank was obliged to close its doors on account of extravagant loans made to unscrupulous business adventurers. The failure in- volved the loss of the capital, $200,000, and an assessment of seventy per cent on each share.
Fishkill Institute for Savings was incorporated February 25, 1857. The first officers were: Alexander Hasbrouck, president; James E. Van Steenbergh, treasurer; Samuel H. Mead, secretary. Mr. Has-
347
TOWN OF FISHKILL.
brouck removed to Poughkeepsie in 1861, in which year he resigned from the office of president, and was succeeded by T. V. W. Brincker- hoff. In 1869 James E. Dean was elected president, and held the office twenty-two years, when he resigned and was chosen treasurer, resigning the latter office in 1904. During the period of litigation with the receiver of the National Bank of Fishkill the business of the Savings Institute suffered considerably from loss of confidence, but passed through the crisis triumphantly, and now stands on a firm foun- dation. Its present officers are: Franklin R. Benjamin, president, and Charles R. Montfort, treasurer.
TRANSPORTATION.
Martin Wiltse & Son succeeded the Frankfort Association at the lower Fishkill landing. They ran a line of sloops to New York, carry- ing freight and passengers. Sometimes these vessels would make the trip in less than twenty-four hours; at other times with high adverse winds they might be nearly a week on the passage. The passengers furnished their own bedding and provisions. One of these vessels, the "Hope," Captain George Wiltse, being struck with a sudden squall at the mouth of the Highlands, capsized, and some of the pas- sengers were drowned. This accident created a profound sensation in that rural community, who were not yet satiated by the daily press with steamboat, railroad and automobile accidents throughout the civilized world.
The Wiltses, in addition to the New York route, conducted a ferry to Newburgh by means of a row boat and a piragua, a two-masted vessel without a jib. Quam, a negro slave, was the ferry man. The darkey loved his New England rum and was deathly afraid of being kidnapped and sent south, so when he ventured to the village after nightfall in pursuit of his favorite tipple, the practical jokers of that time were sure to bring up the doings of the kidnappers, and, to im- press it on his mind, would pursue him in a lonely piece of road be- tween the village and the landing. The tracks that darkey" would make made the sprinters of that day turn green with envy.
A few years later, after the Matteawan factory was started, Mar- tin Wiltse, the son of the first Martin, started a freighting establish- ment at the Upper Landing, and being a brother-in-law of Peter H. Schenck, the principal man in the Matteawan enterprise, he received
348
THE COUNTY OF DUTCHESS.
all their freight, which had become of considerable importance. Both of these concerns were in operation until John Peter DeWindt had completed the long wharf to the main channel of the Hudson, in 1816. Peter Brett, Epenetus Crosby and John Mackinnon placed the steamboat "Norfolk" on the New York route. This boat was very staunch and very slow, and it was a common joke among the boatmen that with a head wind and tide the Norfolk would race for hours with Pollipel's Island.
Messrs. Brett & Crosby were succeeded by James Rankin, W. H. Van Wagenen and John McKinnon. They made improvements on the Norfolk by placing staterooms on the upper deck, as previously most of the sleeping accommodations were below deck the same as on the sloops. After a year or two Mr. Rankin assumed the whole busi- ness and carried it on for a time alone, when the troubles in the Matteawan factory and the competition of the railroad and the con- sequent loss of freight compelled him to suspend. The Norfolk was sold and went to that graveyard of steamboats, Rondout Creek. He was succeeded by Walter Brett and Joseph Cromwell, under the name of Brett & Cromwell. They ran the barge "Independence," and Mr. Cromwell having died, Captain Brett associated with him Mr. Matthews. They purchased the steamboat "Ansonia," renamed her the William Kent, and soon after, the war having broken out, re- ceived a very lucrative charter and afterwards sold her to the govern- ment at a greatly increased price. This boat, under another name, is still running to an up-river port.
Mr. Matthews having retired, Captain Brett associated with him Captain C. W. Brundage and John Place, under the firm name of Walter Brett & Co. They purchased the steamboat "Mary Benton" from the government, the war having closed, renamed her the "Walter Brett," enlarged her and placed her on the New York route. This venture was not a success and the boat was sold. Captain Brett hav- ing retired, Messrs. Brundage and Place carried on the business by means of a transfer barge by which their freight was carried to New- burgh and placed on the Ramsdell line of barges and steamers. This arrangement continued for several years, when Mr. Place retired and Captain Brundage carried on the business alone. Mr. Ramsdell in the meantime had purchased the Long Dock, and on the death of Captain Brundage his concern assumed the whole control. On the completion
349
TOWN OF FISHKILL.
of the Long Wharf, Messrs. Carpenter, Lawrence and DeWindt built a horse boat for the Newburgh ferry from that point. This boat was sixty-two feet long and forty-two feet wide, probably a catamaran, as that was the usual style of ferry boat of the period, that is, two hulls joined together at their decks with a wheel between the hulls. This boat was named the Moses Rogers, in honor of the Captain who took the first steamship-the Savannah-across the Atlantic. The ferry- boat was propelled by eight horses on "sweeps" and was said to have been capable of carrying ten loaded teams and made the distance of one mile in ten or twelve minutes.
It was soon after the advent of the horse boat in 1828, that Thomas Powell, a successful and energetic steamboat man of New- burgh, bought up all the ferry rights of the Wiltsies and DeWindts and placed a steam ferry boat on the route. The first boat of which the writer has any knowledge was named the Goldhunter. She ran many years and the business becoming so great on account of the Newburgh ferry and the Cochecton Turnpike being the favorite route to the southern tier of counties of New York and Northern Pennsyl- vania, the Erie Railroad and Delaware & Hudson Canal not yet being constructed, Mr. Powell was compelled to get a larger boat to accom- modate the traffic. The Williamsburgh was placed on the route, and after her the Union, which was burned, and the Fishkill-on-Hudson and City of Newburgh. This ferry has always been the most impor- tant one between New York and Albany and has been a mint of money to its owners, the Ramsdell family, Mr. Ramsdell, Sr., being a son-in- law of its original proprietor, Thomas Powell.
During the early days vast droves of cattle and sheep were driven down the Cochecton Turnpike and across this ferry to be fattened on the rich pastures of Dutchess and Westchester Counties, and the valleys of the Housatonic and Connecticut rivers.
In the fall of 1849 the Hudson River Railroad was completed. It was considered by most of the inhabitants of the Hudson River towns a wild and chimerical project, and prognostications of its financial failure were abundant. It was thought to be the height of madness to lay rails along the shore of the magnificent Hudson, the only river which penetrated the Appalachian chain of mountains on the whole Atlantic Coast with tide water from the sea.
Previous to the completion of the railroad an effort was made to
350
THE COUNTY OF DUTCHESS.
keep navigation open during the winter months. The steamer Utica was furnished with a false bow, which enabled her to run upon and crush the ice with her weight. This was partially successful, and a year or two later the Highlander of Newburgh and Norwich of Rondout were fitted out in a similar manner. They were successful in keeping the river open as far as Newburgh, where they connected with stages on both sides of the river. By this arrangement a pas- senger could leave New York in the morning and be in Albany the following morning. The Norwich at this time gained a reputation as an ice breaker, which she has ever since retained.
The Dutchess & Columbia Railroad, opened for traffic between Pine Plains and Dutchess Junction in 1869, was operated for a time by the Boston, Hartford & Erie Railroad. On the failure of that company, the Dutchess & Columbia Company used its own rolling stock and operated the road themselves. It placed a ferry boat on the route to Newburgh in 1871, and also car floats to the same place. The Dutchess & Colum- bia was reorganized in 1877 as the Newburgh, Dutchess & Connecticut Railroad. It was sold to the New York, New Haven & Hartford Rail- road July 1, 1905, for one million dollars.
The New York & New England Railroad, the successor of Boston, Hartford & Erie, opened from Waterbury, Conn., to Hopewell Junc- tion December 12, 1881, leased trackage from the Newburgh, Dutchess & Connecticut to Wiccopee and built a spur from that point to Fish- kill Landing. It established a car ferry from that point to New- burgh, and carried large quantities of freight from the Erie, Ontario & Western and West Shore Railroads. Later it was absorbed by the New York, New Haven & Hartford, and the car ferry was discon- tinued
THE PRESS.
The New York Packet, the initial number of which was issued at Fishkill Village, October 1, 1776, was the first newspaper published in Dutchess County. Samuel Louden, its editor, came out boldly as an uncompromising patriot. He fled from New York with his press and material when that city came into the possession of the British. While in Fishkill he printed the journals of the Legislature, and also the orders for the army while it lay at Newburgh. In 1777 he was instructed to print three thousand copies of the State Constitution. Shortly after the close of the war he returned to New York.
WELDON F. WESTON.
351
TOWN OF FISHKILL.
The first distinctly local newspaper was the Free Press, established in 1841 at Fishkill Village by Fred W. Ritter. A year later it was removed to Poughkeepsie. The next paper published at the village was the Fishkill Journal, started in 1853 by H. A. Guild, and dis- continued in 1855. It was followed in 1857 by the Dutchess County Times, of which J. Carpenter Mills was editor. Alfred W. Lomas soon succeeded Mr. Mills, and changed the name of the paper to the Fishkill Journal. In 1860 it passed into the hands of Caleb M. Hotal- ing, and in 1862 into those of Charles S. Wilber, who sold it that year to James E. Dean and Milton A. Fowler. In August, 1865, George W. Owen became its publisher, and continued the paper in the village until 1882, when he removed the plant to Matteawan. In November of the same year the Fishkill Weekly Times was established by the Fishkill Printing Association, which was subsequently absorbed by James E. Dean. His son, Herman Dean, has edited the paper since 1888. It is a live, four-page, eight-column sheet, independent in politics.
The Fishkill Standard. This paper was started at Fishkill Land- ing about the time the Free Press was discontinued at Fishkill Village. It is the oldest paper in the town, and although it has frequently changed ownership, its title remains the same. The first number was issued August 2, 1842, by William R. Addington, who published it until 1860. A Vanderwerker & Co. and Reed & Vanderwerker con- ducted it until 1862, when it passed into the hands of John W. Spaight, who continued it until 1907. It is now published by his son, Charles E. Spaight.
The Matteawan Evening Journal is a live, democratic paper, edited by Morgan H. Hoyt. There have been frequent changes in the press of Matteawan since the time of the Daily Herald, which was started in 1869 by Charles G. Coutant. It was soon changed to a weekly, and in 1872 was succeeded by the Matteawan Enterprise, published by James H. Woolhiser. The plant was destroyed by fire in 1875. The Matteawan Observer was started in the fall of 1876 by Peter H. Vos- burgh, who sold it in "77 to George W. Owen. Mr. Owen conducted the plant as a job printing office in connection with the Journal, which he published at Fishkill Village. He combined the two establishments at Matteawan in 1882, and in 1885 started the Daily Journal.
The Fishkill Daily Herald was established at Fishkill Landing in
352
THE COUNTY OF DUTCHESS.
1892, by Adams & Still. In less than a year it was sold to Thomas Pendell, who continued the paper until July 1, 1897. It was then bought by George F. Donoghue, the present editor.
Records of the meetings of precinct and town boards were de- stroyed by fire in 1875. A list of the Supervisors of the South Ward and of Rombout Precinct from 1720 to 1787 will be found in Chapter VI. The following is the succession of town Supervisors from 1848:
1848-'49 Alexander Hasbrook
1875
Lyman Robinson
1850-'52 Henry Mesier
1876-377
Charles W. Tompkins
1860
John Jaycox
1878-'79
Sylvester H. Mase
1861
John R. Phillips
1880
John F. Gerow
1862 James Mackin
1881
Thomas S. Judson
1863
John R. Phillips
1882-'85 John T. Smith
1864 John Rothery
1886-'87
John P. Rider
1865-'66
Augustus Hughson
1888
William H. Wood
1867-'68 James E. Shurter
1889
Samuel H. Sanford
1869 James Mackin
1890 Samuel B. Rogers
1870-'71 Edward M. Goring
1891 Frank G. Rikert
1872-'73
Lyman Robinson
1892-'01 James E. Munger
1874
Henry H. Hustis
1902-'09 B. Frank Greene
REV. AMOS T. ASHTON, D. D.
353
TOWN OF HYDE PARK.
CHAPTER XXII.
THE TOWN OF HYDE PARK.
BY REV. AMOS T. ASHTON, D.D.
T HE Town of Hyde Park occupies a central position upon the west border of the county. It is bounded on the north by town of Rhinebeck; east, by Clinton and Pleasant Valley; south, by the town of Poughkeepsie, and west by the Hudson river. It has an area of 22,295 acres, principally rolling and hilly upland, the highest point being Lloyd Hill in the northeast part of the town, which has an elevation of 608 feet above tide.
Crum Elbow and Fallkill creeks flow through the town in a south- westerly direction. The former reaches the Hudson near the village of Hyde Park, where it makes a sudden bend between rocky bluffs and in a narrow channel. On this account the Dutch called the stream Krom Elebogue,-'crooked elbow.
The town was formed from the western section of Clinton, by an act passed January 26, 1821, which after defining the boundaries, states that it "shall be known and distinguished as a separate town by the name of Hyde Park, and that the first town meeting *
* * shall be held at the house of Philip Bogardus on the first Tuesday of April next."
Title to a portion of the soil dates back to a grant made "by cer- tain letters patent bearing date of April 18th, 1705, to Jacob Re- quier, Peter Fauconier, Benjamin Ask, Bame Cousens and John Per- sons." Peter Fauconier who was one of the Little Nine Partner patentees, became sole owner of this grant. The names of the others were doubtless added to evade the law prohibiting grants of more than one thousand acres to one person.
Fauconier was a Frenchman who left France on account of religious persecution. He became the private secretary of Sir Edward Hyde, Governor of the Province of New York at the beginning of the eigh- teenth century. He named his patent "Hyde Park," which was
354
THE COUNTY OF DUTCHESS.
bounded on the north by the Pauling or Staatsburg patent, the line corresponding with the present north boundary of Mr. F. G. Lan- don's property ; on the east and south by Crum Elbow creek, and west by the Hudson river.
About 1735, Jacob Stoutenburgh, a Hollander and trader from Westchester, became interested in lands now comprised within the bounds of this town. He purchased the ninth "water lot" of the Nine Partners patent, on which the village of Hyde Park is now situated. This land he gave to his son Luke in 1758.
Dr. John Bard,1 the earliest physician in this locality, bought out the heirs of Fauconier, of whom his wife was a descendant. Crum Elbow creek formed a natural division between the property of the Bards on the north, and the Stoutenburghs on the south. In early times there was much trouble over water privileges, and June 4th, 1789, Dr. Samuel Bard deeded four small parcels of land to Richard de Cantillon and James Stoutenburgh, which may have settled the matter.
At this time the familiar designations of the settlements were the Upper and Lower Corners, of which the latter had more business. The Stoutenburgh store was the pioneer trading place, built on the site now occupied by Hopkins's drug store. Another store stood at the south corner of the road leading east (north of Albert Jones' house) kept by Ambrose Cook a Quaker, who carried on a large busi- ness in pork. He was succeeded by Ephriam Stevens and John Cas- well. Other early merchants in the south part of the town were Henry Gale and Hiram Nelson. Here were situated the houses of Luke and John Stoutenburgh. On the east side of the post road, on a ledge of rocks, was built a district school house. Nearly opposite was the house of Andrew Phillipe, built early in the century. Of the buildings mentioned there alone remain to-day the one owned by Mr. Dickenson. The old Red Reformed Dutch Church stood just south of the grave- yard. Northward were the houses of Henry Bush, wagon-maker, and Samuel Upton, who carried on a carding mill, while a fulling mill was conducted by Henry Dusenbury at the Mill pond. Flax dressing was also carried on here.
On the northwest corner of the post road and the road crossing it
1. Biographical sketches of Dr. John Bard and his son, Samuel Bard, M.D., appear- in the chapter devoted to the medical profession of the County.
355
TOWN OF HYDE PARK.
from the Upper Landing, stood the village inn. Joseph Carpenter was the first landlord. His successor was an Englishman named Miller, who put up a sign which read "Hyde Park Hotel." It was probably the first time the name of Hyde Park was used south of Crum Elbow creek, and it incurred the displeasure of Dr. Bard, who wished the name to be applied to his country seat only. He remonstrated and offered to buy the sign, but Miller was obdurate. When a post- office was established, Miller was the means of having it called Hyde Park. A few years later when the town of Clinton was divided, the name was given, in 1821, to the new town. Philip Bogardus was then the landlord, and the first town election was held in this building, April 24th of that year, which resulted as follows: James Duane Livings- ton, Supervisor ; Reuben Spencer, Town Clerk; Tobias L. Stouten- burgh, Peter A. Schryver, Christopher Hughes, Assessors ; Isaac Beld- ing, Collector.
Need help finding more records? Try our genealogical records directory which has more than 1 million sources to help you more easily locate the available records.