Hudson River Steamboat Catastrophes: Contests and Collisions

Landis.

INTRODUCTION

Albany’s shoreline today is a sleepy stretch of the Hudson River with a park, the World War II destroyer escort the USS Slater and an excursion boat. On August 17, 1807, portrait painter turned engineer and inventor Robert Fulton began the first scheduled steamboat service between New York and Albany. It took thirty-two hours to cover the 150 miles with one overnight stop. The belching smoke, sparks, noise and splashing paddles of the early boats were compared to the devil sailing a gristmill up the river.

Travel was only possible between late March and early December, when the river was ice free and open to navigation. The public loved skimming along at the breathtaking speed of ten miles an hour while the big wooden wheels churned the Hudson. In the late 1820s, 150 people at a time spent eighteen hours on a steamboat rather than four days in a stagecoach or on a sloop. By midcentury, nearly 1,000 at a time were making the trip in less than eight hours. In the height of summer aboard one of four steamers, another 500 to 800 could experience a night in the luxury reserved for the rich on land. On the river, it was all theirs for the price of the ticket.

Today, a few lithographs by Currier and Ives and oil paintings of a few boats appear to be what is left of a robust business that was once the envy of the world. Big wooden white boats maneuvered into docks all along the river, and people from every walk of life crossed the gangplanks. The passengers’ experiences aboard might not have been written in the history books, but many were reported in the newspapers.

Captain Samuel Schuyler added a cookie jar pilothouse to his home in 1865, a style popular until about 1870. Photo Tom Allison.

When I bought a house across the street from a mansion once owned by one of these steamboat captains, Samuel Schuyler, I became curious about his life and the long-gone steamboat dock only a few blocks away. In the state archives, I found a scrapbook with numerous clippings about him and some photographs of his boats on glass slides. While researching them on a website of New York newspapers, I gradually acquired a list of over one hundred other steamboats that also sailed on the Hudson River in the nineteenth century.

There were always articles about the steamers when they first came on the river. When they had an accident, they made headline news again. Life aboard was not so quiet after all. Sometimes, boilers exploded, snuffing out a dozen or more lives in a second. Occasionally, one caught fire, and passengers were given their choice of death: to be burned onboard or to be drowned in the river. A clear moonless night seemed to be the best time for passenger boats to collide with one of the many sloops and schooners sharing the waterway. Aroused from sleep, a hundred or more might struggle to find their ways to safety in the dark as the boat sank.

A few steamboats were fondly remembered for unique features or lavish appointments long after they had been removed from the river. Others summoned up recollections of the frightful catastrophes that consumed them in the end.

1

SWALLOW (1835–1845)

In 1835, the steamboat Swallow came on the river sporting a deck 233 feet long and 22 feet wide, an unusually long boat for its day. It was one of many steam vessels constructed in the 1830s, but the others were only 122 to 180 feet in length. On each of its paddle boxes, a silhouette of the local bird for which it was named was painted, making it distinctive. After one season, the boat was lengthened another 25 feet and a bigger cylinder installed in the engine. The extra length added buoyancy, and lifting the boat several inches more out of the water made it faster. A shallower draft allowed it to navigate the overslaugh, a stretch that began about five miles below Albany in the driest summers. That part of the river was an ongoing problem for steamboat pilots. Deep silt covered the river bottom, leaving the water sometimes less than 4 feet deep at low tide. As boats became larger, a helper boat was stationed there to provide a tow across as needed.

The boats of the 1830s were a marked improvement on earlier ones, and Swallow was a good example of the new style. The boats of the 1820s had been built like common sloops with paddle wheels instead of sails. In the following decade, the hulls were designed to cut through the water with engines that were more powerful and reliable. The public aptly called them Hudson River Fliers. The time between New York and Albany was reduced by several hours. Passengers could leave Albany or Troy at 7:00 a.m. and get to the city by 6:00 p.m. Each boat also made twelve to fifteen intermediate landings on the way. Known as day boats, they offered only a few berths in the ladies’ saloon.

Steamboat Landing (Hudson River) at Peekskill, W.H. Bartlett, American Scenery, London, 1838. New York State Archives, Albany, New York.

Passenger comfort was important, and accommodations were greatly improved. The simple canvas awnings shading the rear deck were replaced with a second deck providing more seating space. Part of the main deck became a saloon with upholstered furniture, carpets, mirrors and paintings. The effect resembled the lobby of a quality hotel rather than the waiting rooms that the passengers had just left.

When the Fliers first came on the river, there were spiral staircases around each of the four spars that supported the hull of the boat. They led down to the main saloon and dining room. By the 1840s, a wide staircase made a grand entrance to the deck below. During the day, light was provided by a row of skylights. In later boats with two or three tiers of staterooms, these skylights became domes of painted or stained glass.

The foredeck was devoted to fuel and freight. The boats burned wood and consumed eighteen to twenty cords for a one-way trip from Albany to New York. This was a stack of wood four feet wide, four feet high and half the length of a football field. In fifteen weeks, a boat would burn enough wood to completely cover that field. The fuel of choice was yellow pine, which was plentiful and could be burned as soon as it was cut. Because of the pitch, it burned with an intensely hot fire. When trees were sawn into planks and timbers, the bark-covered waste had no value until it found its way into steamboat boilers and became an unexpected profit for sawmills. Great piles of wood shared the foredeck with livestock in corrals, as well as barrels and boxes of freight. More fragile cargo, passengers’ trunks and other baggage were stowed below the foredeck, where there were barrels of drinking water.

Skylights, such as the one on the Falls of Clyde from Honolulu, Hawaii, provided light to the saloons below deck. Photo Tom Allison.

A cabin with berths. The style and arrangement of early accommodations has been preserved on the Falls of Clyde. Photo Tom Allison.

After two seasons, Swallow was again enlarged and became a night boat carrying about three hundred passengers on each trip. Two rows of narrow berths were built into the sides of the main saloon and dining saloon while the ladies’ saloon at the rear of the lower deck was fitted with compartments having four berths each. The night boats were advertised as having two large mirrors in the ladies’ compartment. On the first boats, there was no bedding. People just climbed, fully dressed, onto sacks filled with straw or corn husks. In 1811, two steamboats, Hope and Perseverance, advertised berths with flock mattresses, blankets and bolsters. Flock was a mixture of chicken feathers and cotton and was a little more comfortable than corn husks, but not by much. Bedbugs were a given. In those days, people propped themselves against large firm cushions. In an era when respiratory problems were prevalent, many simply could not sleep flat on their backs or sides.

In the early days, passengers were not given individual tickets but were listed on a way bill in the daily log in the same manner as freight. A ticket cost about four dollars. People who were getting off at intermediate stops paid less. A berth or sofa, which was an additional dollar added to the fare, was a matter of choice for them. Passengers going as far as Hudson might choose to take one so they might rest comfortably until departing sometime around 3:00 a.m. The steward would write the person’s name in the log next to the number of a berth. When that list was filled, sofas—created when a stack of cane-seat benches used at mealtimes was brought into the saloons late in the evening and lashed together in pairs, onto which was laid a thin mattress—were assigned. Arranged in two rows, they did not offer privacy or comfort.¹

The alternative accommodation was deck passage. This was the term given by the crews to the livestock corralled with the other freight on the foredeck. It became a common epithet for those sleeping in a chair at no charge. Steamboats usually had a number of rocking chairs on board, and their long curving backs made comfortable headrests. It was first come, first serve. When the chairs were all taken, there was always a mattress on the floor.

By the mid-1830s, whale-oil lamps had replaced candles. Fifty or more sat in wall brackets, and chandeliers brightened the saloons and cabins. White walls with ornaments in bright gold made the spaces appear larger than they were. The lamps themselves were the improved Argand style. Rather than having a cotton wick, which produced a flame not much brighter than the candles they replaced, they had a woven cotton sheath that slipped over a brass tube. Air was now drawn up both sides of the flame, making it burn brighter with no flickering. The etched-glass globes cast prism effects on the walls.

Each night boat had two assistant stewards known as lamp boys. While they had other duties, these teenage crew members could be guaranteed hours filling the dozens of lamps with whale oil, washing the burners fouled with soot, changing the wicks as needed and buffing the globes to starlike brightness. As nighttime approached, they lit them and adjusted flames to give optimum brightness without smoking. In other parts of the boat, candles in lanterns, though offering far less light, continued to be used.

Two meals were included. Dinner was served about two hours after departure, brought out on platters and large dishes to be passed down the long tables. Sliced boiled beef and pork were the usual meats with grated horseradish for seasoning. Some passengers had no manners. One might scrape half the platter onto his plate and the one next to him the rest. Slaw, which was shredded cabbage fried in bacon fat and seasoned with vinegar, was the predominant vegetable offered, along with tureens of applesauce and shallow pans of baked beans. Thick slices of bread and plates of butter went from hand to hand at the end of the meal in addition to great wedges of cheese and tin boxes of crackers. Beer was offered and drunk by all.

Breakfast was the cold leftovers from the night before, supplemented by bowls of coarse brown bread torn up with hot milk poured over it. Stacks of griddlecakes with pieces of butter melting between them were baked directly on the iron stove tops.² On leaving the dining room after breakfast, passengers dropped their tips