USA > New York > Ulster County > The history of Ulster County, New York > Part 18
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sincere wish of your most obedient humble servant, George Washington."
The Consistory of the old Dutch Church united heartily in this greeting of the hero, and also presented him with an appropriate address, the re- sponse to which was in his own writing, and is now a cherished memento occupying a niche in the vestibule wall of the present church structure. On that occasion Washington stopped at the Bogardus Tavern before alluded to. After dining with his staff, at the house of Dirck Wynkoop in Green St., he attended a ball that evening given in his honor, at the Bogardus Tavern, where the ladies were introduced to him. He resumed his journey to West Point early next morning.
Two weeks later a preliminary Treaty of Peace was signed, and the war was ended; although the final Treaty, acknowledging the Inde- pendence of the United States was not signed until Sept. 3, 1783.
As the people of Kingston had been among the foremost and firmest in this battle for liberty, enduring the most tremendous sacrifices with undaunted courage, never doubting the final result, they were now most exuberant in their rejoicing over the glorious termination of the conflict.
KINGSTON AT THE CLOSE OF THE REVOLUTION.
During the war a large part of Kingston was an open Common, wholly without buildings. These "Plains," as they were called, embraced all the territory east of a line drawn from Pearl to St. James Streets, at about Fair St. This was then laid out in building lots and every purchaser was bound to build and improve his lot within two years, or forfeit £60 and his lot. Many failed to build and much trouble resulted. Finally in Feb., 1790, it was decided that if these delinquents would reconvey their lots to the trustees, their forfeits would be returned. These Plains included the present Academy site, which was a sporting ground and skating- pond for the boys, known as the "Water-ploss." Beyond the junction of Maiden Lane and Albany Ave. were the "Second Plains," which were used as a military parade ground.
In 1783, when Congress was looking for a site for the Capital of the new Republic, these Dutch burghers tried to impress upon that body the peculiar appropriateness of these Kingston "Plains." They took prompt action in the matter too, and were heartily seconded by the Legislature. They offered a square-mile of land within the town limits, which offer was
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conveyed to the Congress at Philadelphia in March, 1783, by Governor Clinton himself. The matter was deferred until the first Monday in Oct. in connection with similar offers from Annapolis, Md., and other points. In September the grant of land was increased to two-miles square. But no action was taken at the time, and the choice of the National Capital was finally bestowed elsewhere.
Meanwhile the old Court House was rebuilt, with the jail and dungeon in the south end. There was a whipping-post in the front yard, and a regular town-whipper was appointed. There were also stocks for the punishment of minor offenses.
In 1797 the Legislature authorized the organization of a Fire Depart- ment, to be made up of men living within half-a-mile of the Court House. A fire-engine was purchased in place of the one burned, and Conradt Ed. Elmendorf was made Captain, and thus became the first Fire Chief of Kingston. This company was disbanded in 1802 and a new one formed, with Nicholas Vanderlyn, Jr., at the head.
The town poor had been under the care of the trustees since the incor- poration, both by charter and legislative enactment. Poor people could not be brought into the town unless some responsible freeholder became security for their care. The matter of building an almshouse was fre- quently discussed, even until 1799, but nothing was done.
EARLY FINANCIAL CONDITION OF KINGSTON.
It is interesting to note the financial status of Kingston at the opening of the nineteenth century. On the thirtieth of June, 1800, the committee thus reported : Interest due on bonds and notes, £345-6-6. Rent in arrear 317I bush. of wheat @ 8/, £1268-8, 733 fowls, £36-13. Total liability, £1650-7-6. Annual income: 720 bush. wheat for rent @ 8/ £288, £3600 out at interest, whereof about £600 are bad debts, £180, About $200 annual excise, £80, Rent payable in money, f16-17. Total income £564-17. In April, 1803, the sale and conveyance of lands known as the "Commons," was finally authorized. Heads of families, natives of the town, having an estate of £200 received a 45-acre lot on payment of $16.50. Those having £100 got a 30-acre lot for $30. Those who came in town after 1777 had to pay $40. for their lot.
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ANCIENT POLITICS OF KINGSTON.
Soon after the formation of the new Republic, politics began to assert itself, and early in the new century the strife between the factions then known as the "Federalists and Republicans," became bitter. Thus after a sharp contest in the spring of 1804, the old Federalist Board of Trustees was routed at the polls and replaced by Republicans. The sale of lands had left a handsome fund in the treasury after the payment of debts and the support of the poor. The records do not show any important service of this new Board until the near approach of the March election. Then a radical political measure worthy of a later period, was decided upon under the guise of religious fervor. Various sums of money were voted to the three Dutch churches, the parent church in Kingston, and the churches at Brabant and Klyne Esopus. But, as so often happens in these modern times, the trustees were defeated, and the new Board found a depleted treasury.
KINGSTON VILLAGE.
Kingston was duly incorporated as a village April 6, 1805. John Van Steenbergh, James S. Bruyn, Tobias Van Buren, Philip Van Keuren, and Barent Gardinier, were chosen Directors, and Tobias Van Buren became the first president of the village. Matters were amicably adjusted be- tween the new village and the old corporation trustees. A new fire-engine was purchased, and many additional precautions against fire were adopted and enforced; as the place had been visited with a most disastrous fire in that year. On or about that time there was an outbreak of malarial fever with typhoid features, in the new village, and it prevailed for some years afterward. The trouble was finally attributed to the old Bogardus Mill- pond west of Green St. This was condemned and drained in 1806. Mr. Bogardus demanded damages because the pond had supplied the mill with power for over 100 years and he received $500 in settlement.
In 18II the town of Kingston was divided by setting off the present town of Saugerties on the north, and Esopus on the south. The trustees of the old corporation however rebelled and refused to make the proper transfer on the ground that the act was unconstitutional. They were indicted by the Grand Jury and brought to trial, and the case went to the higher court. The people stood by the trustees and reelected them annu-
The De Wall Tavern.
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ally until 1815. But they finally lost, and were supplanted by a new Board in March, 1816, and the old corporate existence of 130 years was permanently dissolved. Concerning these old trustees it was said they were always chosen from the leading citizens of the town, and always labored for the triumph of right and justice. The same careful writer adds : "Such an incorporation as that would be out of place now." A new Court House and a fire-proof County Clerk's office was built in 1818, the lines of the old structure being preserved as far as possible.
The capture of Washington in 1814 caused great alarm throughout the land, and every citizen of Kingston liable to military duty, went forth in defense of his country. But all returned unharmed three months later, and on the seventeenth of the following February, the old village was publicly illuminated in token of the joy over the return of the blessings of peace.
With the return of business prosperity the Kingston people began to build new and better houses and to improve the old ones. Instead of a bridge across the Esopus creek, as now, there was only a fording-place previous to 1790. The second bridge there was carried away by a freshet in March, 1818.
FIRST ROAD-BUILDING.
The business people of the town soon saw the need of a roadway or thoroughfare, to reach the trade of the interior toward Delaware county, the west and north. This led to the building of the Ulster & Delaware Plank Road which was originally designed to extend into Chenango county, 104 miles distant. Much of this road was finally built at an aver- age cost of $1,000 per mile. But the company became overwhelmed in debt from which it never emerged. The income from the tollgates was totally inadequate, and the road was sold and divided into districts. But the interior trade was secured. Meanwhile several other road projects had been started with little success. Among these was the "Neversink Turnpike Road," leading from Kingston to the Delaware river at Cochec- ton. Lucas Elmendorf, a prominent and wealthy citizen, was the con- trolling spirit in this enterprise, and he pushed the road to partial com- pletion. Hence the name given to Lucas Avenue. He is said to have . spent $40,000 in the enterprise and lost it all. It therefore appears that the matter of road-building received some attention in this old town
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nearly a hundred years ago, crude and faulty as these early efforts and methods would be regarded now.
In addition to the old King's Highway, leading from Albany to New York on the east side of the Hudson, there was communication with these cities by water in sloops in those early days, and later in steamboats.
SPEED OF OLD AND MODERN STEAMBOATS COMPARED.
Passengers were regularly carried in sailing vessels even down to 1820, and later. But the trip from Kingston to New York was a voyage of several days at best, depending upon wind and tide, and was not wholly unattended with danger at times. While the principal part of the sloop was devoted to freight, there was always a cabin fitted with ten or more berths for the accommodation of passengers, the crew using the fore- castle for cooking and lodging. The custom was to arrange congenial parties for this New York trip, because of the time required. During adverse winds when no progress could be made, the vessel would anchor, and the passengers went ashore and had a good time. They could either bring their own provisions, or board with the Captain. Each had a big chest which was usually stocked with cooked food, and there was always an apartment at one end with well filled flasks of Holland Gin, a favorite beverage those days. As the commercial intercourse of Kingston in- creased, this sloop traffic finally grew into a weekly service by a regular packet line to New York. Soon after that, rival lines entered the field; one owned by Abraham Hasbrouck, the other by William Swart.
The first steamboat to enter the Rondout creek seems to have been the "New London," in 1826; and she came towing the hull of a vessel built for steam, to an anchorage. There had then been regular steamboat traffic on the river for some fifteen years or more. This competition be- tween rival lines brought the fare down, lessened the time to New York, and at length displaced the sloop passenger traffic entirely.
The opening of the Delaware and Hudson Canal in 1829 brought a new era in this river traffic. More sloops were added to the four already plying to New York from Kingston. The steamer "Congress" began to carry passengers and freight between Twaalfskill (Wilbur) and New York in 1829, and she was doubtless the first passenger steamboat on this route. The next was the "Hudson," in 1831, and soon after that came the famous old "Norwich," which has been kept afloat ever since, and is
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to-day known as the "Ice King" of the Hudson, belonging to the Cornell Towing Line. The writer well recalls his first trip to New York on this historic boat, while she was serving as the "Palatial Passenger Steamer" between Kingston and New York. His uncle was the captain, and the lad was in charge of his grandfather. The "Norwich" was built in 1836, for passenger service between New York and Norwich, Conn. Being too small for the Sound service, she was sent here, where she has been nearly ever since, enjoying the distinction of being the oldest steamboat in the world now in service.
The normal speed of those steamers at that time was less than 8 miles an hour, and the schedule time between Kingston and New York was 12 hours. But this time was usually exceeded. There were few or no staterooms, and there was always a grand scramble for the best berths or bunks. Little was heard then of the grand scenic beauties of the Hudson, and its glorious Highlands. The old Dutch settlers were too much absorbed in the practical affairs of life to indulge in sentiment. These river trips were, therefore, made by night, and it was not until some years later that the day line was started.
FIRST KINGSTON DAY LINE.
In 1854 the "Alida," which had been running as an independent line three times a week from Wilbur, since November 4, 1853, began daily trips between Kingston and New York, April 18, 1854, leaving here at 6:15 A. M. and returning from New York at 4 P. M. "Through in Five Hours," was the slogan, and she continued these trips until the following October. Her first daily run was a great event for the people of Kingston, who could then leave home in the morning, transact their New York business, and get back at night. Strange to say this boat seems to have made nearly as good time on this route then as the famous "Mary Powell" makes now, with her improved model and modern machinery. But the project proved a failure financially, as it was ahead of time and not warranted by the traffic. The boat had been purchased from Abram Van Santvoord, who was then operating a day-line of steamers between Albany and New York. Marius Schoonmaker, William Masten and Nicholas Elmendorf, the owners, lost heavily in the venture. One reason given now by an old resident familiar with the project is, "there were too
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many captains." In July, 1860, the "Alida" ran from New York to Pokeepsie in 3 hours and 27 minutes, making five landings.
This Kingston daily service was resumed a few years later by the "Thomas Powell," which was replaced in 1862 by the "Mary Powell," the favorite Kingston day-boat ever since. She is to-day one of the most famous river steamboats in the world. Her lucky model made her with- out a rival for speed for many years, and her supremacy on the Hudson is rarely questioned. Her record time, New York to Rondout, including 8 landings, is 4 hours and 12 minutes. Almost during her entire career the "Powell" has been in command of a Captain Anderson. First it was Captain A. L. Anderson, son of Nathan Anderson, an old resident boat- man, and afterward Captain A. E. Anderson, son of the former, who is still in command. She has traveled over a million miles, and carried about six million passengers.
Among other steamers running from this port at different times were the "Emerald," "Santa Claus," "Splendid," "Mohegan," "North Amer- ica," "Rip Van Winkle," "Thomas Cornell," "City of Kingston," "James W. Baldwin" (now "Central Hudson"), and "William F. Romer."
In the olden time Columbus Point, now Kingston Point, was the river landing for Kingston and the surrounding country. Stage lines were run from the village to the Point; and for a time there was fierce opposition between rival lines, with dangerous racing and reckless forcing of ma- chinery, which finally resulted in the burning of the "Henry Clay," July 28, 1852, with large loss of life, off Tarrytown, and other accidents. In the early days of steamboating, landings were made by small boats attached to long tow-lines, there being few docks. This took much time, was laborious and often dangerous.
SPEED OF OLD STEAMBOATS.
It is a remarkable fact that during the last fifty years so little progress should have been made toward increasing the speed of river steamboats. In view of the marvelous advance in nearly every other branch of mech- anism, and especially in motor appliances upon land, including railways and motor cars of every description, little or no improvement has been made in the propulsion of vessels through the water. In 1841 the old "South America" ran from Albany to New York in 7 hours and 28 minutes, making 7 landings. In 1849 the "Alida" made 12 landings and covered
The Hasbrouck House.
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the distance in 7 hours 45 minutes. In 1852 the "Francis Skiddy" made it in 7 hours 24 minutes with 6 landings. And in 1864 the "Daniel Drew" did the trick, with 9 landings in 6 hours 51 minutes. To-day the schedule time of the largest river steamboat in the world the "Hendrick Hudson" fresh from the modern marine ways, is 9 hours and 30 minutes, with 9 landings.
Of course, the enormous increase of traffic, which takes much more time at the landings, must be considered; also the unfairness of a com- parison between record runs and schedule time. But allowing for all this, there is still a wide margin for the old-timers. Captain A. L. Anderson said nearly 25 years ago, "My experience teaches me, steamboats will not go much, if any faster, than they do as long as they are so heavily weighted with top-hamper. It is difficult to see how marine engines can be built better than they are now. If we increase the power, we must increase the weight of the engine; and to do that is to load the boat more heavily." Does it not seem that the famous old boatman was prophetic?
THE DELAWARE AND HUDSON CANAL.
A most important factor in the prosperity of Kingston was the construc- tion of the Delaware and Hudson Canal, from Rondout to Honesdale, Pa. This project was begun in July, 1825, and the Canal was opened for use in October, 1828. Kingston at once became an important tide-water coal terminal, being a direct outlet for Pennsylvania coal. The distance was 107 miles, and there were 107 locks, the summit being 585 feet above tide. The Company was incorporated in 1823 with a capital of $1,500,000 and the right to use $50,000 in bank until 1844. The total cost of the canal was $2,037,117. The State loaned the company $800,000 in the beginning, which was repaid with interest. The capital was afterward increased and the canal enlarged.
A large increase in trade from the interior resulted, and the growth and commercial importance of Kingston were greatly enhanced; especially the lower end of the town, afterward known as Rondout. In fact, this part of the town on the creek owed its development almost entirely to the opening of the Canal and the rapidly increasing river traffic. James S. McEntee, a well-known resident for many years, and the father of Jervis McEntee, the artist, was the leading engineer in the construction of this Canal and the terminal docks at Rondout, and he became one of the
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most prominent and influential citizens. For many years the Canal was operated by John and Maurice Wurts. Enormous quantities of coal were brought here and reshipped to market.
In the construction of this Canal large deposits of natural cement rock were uncovered in the town of Rosendale, and when these quarries were opened, and the manufacture of cement began, there was a new traffic, for this end of the canal, and thus another impetus was imparted to the prosperity of Rondout and Kingston. Seven thousand tons of coal were brought to tidewater the first season, and six years later the amount had increased to 500,000 tons. The first boats used were small and carried only about 28 tons. One horse did the towing, and the round trip took ten days.
A lithographic sketch of Rondout in 1840 shows 9 storehouses, 42 dwellings and 24 vessels of different kinds in the creek. After 70 years of successful operation, this Canal was sold and abandoned. It had out- lived its usefulness and been superseded by railways, which carried the coal cheaper. This abandonment of the Canal, however, was a sad blow to Kingston. But the large shipping interest was not wholly dependent upon this Canal traffic, and the harbor still bristled with masts and belch- ing smokestacks. The freight and passenger traffic had begun soon after the opening of the nineteenth century, and increased steadily for over fifty years. It was then far in excess of any other intermediate point on the river, and perhaps greater than all other points combined. In addi- tion to this vast freight business, there had grown up one of the most extensive steam-towing lines in the United States, known as the Cornell Steamboat Company. This was originally established by Thomas Cornell, a citizen of wealth and prominence, and since his death has been con- trolled and conducted by Samuel D. Coykendall, who is the President and owner. He is now widely credited with owning more steamboats than any other person in the United States, having in recent years purchased other lines on the Hudson. Over 60 steamers are operated and 400 men em- ployed.
DEVELOPMENT OF KINGSTON AS A RAILWAY CENTER.
In 1865 and 1866 the railway fever struck Kingston. In the latter year it broke out on two sides of the town, and local capitalists were induced to start the projects. Both proved costly for the people of Kings-
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ton and the various towns through which the roads ran. But in the end all have been benefited beyond estimate.
The Rondout and Oswego, was the original title of the company, now known as the Ulster and Delaware Railroad. The purpose then was to build to Lake Ontario. It was afterward changed, on the reorganization of the company, to the New York, Kingston and Syracuse, and finally to the present title, in June, 1875, when the road came into the ownership of Thomas Cornell, and it is now in full operation from Kingston Point to Oneonta, 108 miles, and from Phoenicia to Hunter and Kaaterskill, 22 miles. The track is steel, standard gauge, and the equipment is of the most approved modern character. It has proved the great developing factor of the Catskills as a summer resort, and of incalculable value and importance to the people of Kingston, bringing a vast amount of trade and produce from the interior mountain region of Ulster and other counties. It has also added materially to the population of the town, and has of late become an important outlet for coal. The extensive railway shops in the lower part of the city are operated by electricity, and furnish employment to hundreds of men. Samuel D. Coykendall is president of this railway system, and the road is owned almost entirely by him. It carried nearly 500,000 passengers last year.
In 1866, the Wallkill Valley Railway was projected from Montgomery, Orange County to Kingston; first terminating at New Paltz, next at Rosendale, and finally reaching Kingston. It passed into the hands of Messrs. Cornell and Coykendall in June, 1877, and afterward became the property of the New York Central Railway Company, by whom the line is still operated.
ADVENT OF THE WEST SHORE RAILWAY.
The next railway line to enter the town was the West Shore Trunk Line. And the completion of this double track road to this city was an event of the highest importance to Kingston. The first passenger train left here for New York on the morning of June 25, 1883; and during that day the incoming trains were met by bands of music and the ringing of bells. A few weeks later the road was opened to Albany and Syracuse.
But there was still another railway project ripening for Kingston. The fertile valley of the Rondout Creek to Ellenville had only a feeble stage line, and the old Canal for its transportation facilities. Even before · the abandonment of the Canal, many railway projects were proposed and
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discussed from time to time. Finally in 1902 the Ellenville and Kingston branch of the Ontario and Western Railway was built and opened for traffic. The first train left Kingston December 22, 1902.
STAGES AND STREET RAILWAYS.
Early in the last century a stage-line between Albany and New York on the west bank of the Hudson, and through Kingston, was established. Three trips a week were made during the winter season, continuing thus until December 20, 1814, after which four horses were attached to each stage and daily trips were made either way, except on Mondays. The changes were made at Goshen, New Paltz and Catskill. This method continued until 1820, prior to which the Kingston people had no daily stage for the Metropolis on the west side of the river, and during the ciose of navigation they had to get their mail by way of Rhinebeck.
In 1866 a horse railway was built from Rondout to Kingston, ter- minating near the Kingston bridge over the Esopus. Previous to that, stages were run at frequent intervals between the two ends of the town, and to Kingston Point, to meet the river steamers. The fare for this two- mile trip was 1212 cents, and there was a tollgate midway; there being a so-called plank-road from which the company sought profit.
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