Hudson River Line ALBANY c.1880, Wood Steamboat Model - Rex Stewart
Of the models to leave my studio during the 1980s, ALBANY was one of the most prolific to research and build. A few Albany executives commissioned two versions of ALBANY and these remain in those families today. They are, by professional standards, the most accurate pieces in the Hudson Valley and the only models of its kind anywhere.
Steamboat ALBANY docked at its Albany, New York pier before her morning run to New York City c.1880.
Albany was built at the Harlan and Hollingsworth yard in Wilmington, DE. and lauched there on January 30, 1880. Her hull was iron frame with steel plating. Her engine was built by W and A Fletcher of Hoboken, New Jersey. ALBANY's hull was 295 feet with a beam of 40 feet and a mean draft of hold 11 feet 6 inches.
Unfinished, ALBANY made an engineer's test run May 1880 from New York's W. 42nd Street, north to Yonkers and back. The upbound trip was slightly an hour, but the return trip was a remarkable 37 minutes for an average speed of 25 miles per hour. Two months later on July 30, 1880 the steamboat left New York City for her maiden voyage north to her namesake city.
Port Overview - Wood Steamboat Model ALBANY c.1880.
From that date through the 1885 season, her running consorts alternated between the CHAUNCEY VIBBARD of 1864 and the DANIEL DREW of 1860. With the latter destroyed by fire in 1886, the Hudson River Line acquired the sleek looking NEW YORK which ran in line with ALBANY until 1906.
Samuel Ward Stanton's pen and ink drawing of ALBANY, showing her extended saloon deck c.1900.
Within the next ten years many changes were made to ALBANY. Her pilothouse was enlarged in 1885 and three years later her saloon deck was extended forward to the bow - eliminating the beautiful awning that highlighted her appearance. Between February and May of 1893, while at the Hollingsworth Yard, she was lengthened and her radial paddles and fan-shaped paddleboxes were replaced with feathering paddlewheels. Other developments occurred with her cabins and funnels, as these changes would serve as the prototype for the famous Hudson River Day Line Fleet of the 20th Century.
Grand Stairway, located behind the funnel system of the stmr. ALBANY.
The 20th century's first 25 years would expand from a two vessel operation to a seven boat organization. This expansion led to various changes and the ALBANY was re-routed to serve the New York City-Poughkeepsie run, being replaced by stmr. HENDRICK HUDSON for the Albany run in 1906.
During the mid-20s, ALBANY became the Day Line's last coal-burning steamer, serving primarily as a secondary vessel for overflowing crowds, charters, and the like. On Labor Day, 1930, she ran from Albany to New York City to close out a service record unsurpassed by any steamer in the modern Day Line fleet. She was later sold to a Maryland businessman , Benjamin Wills, who operated her on the Potomac River as POTOMAC.
The model shown, depicts ALBANY in her 1880 configuration. Painted with period colors, the model is accurately scaled and scratchbuilt in three woods, re: pine, bass, and birch. The scale is 1/8" = 1', with an overall length of 37" inches.
What documentation was available, I applied; assuring an accurate model of the highest quality.
Early steamboats that operated on New York's Hudson River were distinctive and had elegant appearances. These vessels, though a part of early Americana, lacked true representation in photos. The camera was not yet in vogue for photographers to capture their appearances, so visual images were accepted by way of notable artists, newspapers, and lithographers of the period.
An unknown lithograph showing the Hudson River dayboat TROY as she appeared in 1840.
Drawings, illustrations and artist sketches and paintings documented close likenesses of these steamers. Lithographs also recorded their structures by way of several printers, one being Currier and Ives out of New York City. From these references, possibilities existed for building an interesting replica. However, much was based on the literature that was written.
Because nightboats greatly differed from the dayboats, to get a better understanding of the TROY, it is written that she was brought out as a dayboat for the Troy-New York Line in 1840...three decades after the War of 1812. Some writings state she was the largest boat in tonnage to appear on the river at that time, and that she had more speed than any vessel afloat.
Viewing three different images, I proceeded in producing a detailed scale drawing of TROY, finding interesting features which I didn't obtain with other vessels built in the Collection. From these features I was able to get a better perspective on the evolution of design and machinery -comparing what was for 1840 to what existed in 1860 which was radical change. The drawings and lithographs displayed TROY as being a sleek-looking, fast-riding steamboat. With these facts, it was now time to build the model -the only one of its kind in the entire Hudson Valley.
Port-side profile showing "King Neptune" painted on the paddleboxes of TROY during her 1846 season.
The main feature of TROY's appearance were her paddleboxes of 1846. A writing stated she carried a painting of "King Neptune" on them so to make her identifiable from both the river and shore. Also, because there was rivalry between New York City and troy, citizens from both cities were only patronizing vessels from their locales. "King Neptune" was part of the promotional process assisting citizens to identify 'their' boat when she made her runs on the river. She was a river traveler's favorite as a dayboat, but soon was converted and placed on the Hudson as a nightboat in 1848, running in line with the EMPIRE OF TROY.
Samuel Ward Stanton's famous drawing of steamboat TROY c.1840
The maiden trip of this 294 foot steamboat was made July 17, 1840 under Captain A. Gorham. A record run was made the following year from New York City to Troy in 8 hours and 10 minutes which included five landings. During this period rivalry between the two cities was so intense that those cities only supported their vessels. When the EMPIRE was built in 1843, the owners realizing she might be mistaken for an Albany boat, added the words "OF TROY" to the paddelboxes.
TROY was not just a popular boat, but a favorite -even for the Albany citizens who watched her paddle gracefully by. a young John J. Morrisey of Troy, N.Y., served as a deckhand on the boat and later married the Captain's daughter. Morrisey went on to become heavyweight champion of the world and a one time Congressman.
Port profile of the Hudson River sidewheeler TROY c.1846, Wood Model
After more than twenty years on the river, TROY ceased running as a converted nightboat. She was dismantled at Keyport, New Jersey in 1859.
My model show TROY in her 1846 appearance. It is scaled at 1:150 or 3/64"= 1'. As with the other models in the Collection, it is scratchbuilt of pine and basswoods with the spars made of birch. Panel work detail was cut into using a crafters' utility knife.
Towboat sidewheeler SYRACUSE in New York Harbor c.1877
The Hudson River was a waterway dotted with sail and steam during America's young Industrial Age. Some of the world's most interesting vessels were travelling this river, from sailing sloop to massive nightboat. The river had its own life of whistle, voices and churning water that seem to have echoed every ten to twenty miles from Troy-Albany to New York City. This was the heydey of steamboating.
The towboat entered the river in the late 1840s and established itself as the 'workhorse' of rivercraft.These large vessels were cumbersome in appearance, yet their featured large stack and complicated steel-wired tie rods, and hogframe system, made these sidewheelers unique and appealing to river communities.
Day and night, port to port, they ran -from the northern tip of the river (Albany-Troy) to the southern tip (Newburgh-New York City). One such towboat that received maritime accollades for its appearance and river tasks was a sidewheeler named SYRACUSE.
Painting of tow steamer SYRACUSE by American artist James Bard
The wooden hull of SYRACUSE was built at Hoboken, New Jersey in 1857 and was powered by an engine constructed by Berman at New York City. She was 218 feet long, breadth of beam 35 feet and five inches, with a gross tonnage of 608 and a net 459 tonnage. Her vertical beam engine had a 72 inch cylinder with a 12 foot stroke.
Built exclusively for towing, SYRACUSE became the sixth largest tow to make her appearance on the Hudson. She was constructed for Jerry Austin of Albany and was the most handsome and most powerful of any of the fleet of towboats on the river. The Austin Towing Line, operating between New York and Albany placed SYRACUSE in service in 1857, running in line with the steamboats OHIO, GENERAL MACDONALD and AUSTIN. these vessels serviced the Line for many years, and in the summer of 1876 the OHIO, becoming of no further use, was run ashore on the east side of the river (above Castleton) and broken up. The other boats continued running until the fall and were sold thereafter.
Scale model of towboat SYRACUSE as she appeared in 1857.
Samuel Schuyler who operated the Schuyler Towing Line, purchased SYRACUSE while the Cornell Steamboat Company of Rondout bought AUSTIN, GENERAL MACDONALD and S.O.PIERCE. Schuyler rebuilt the SYRACUSE and added her to his towing fleet -operating her until 1893 when he discontinued his business and sold the steamer to the Cornell Company.
Overview of SYRACUSE showing walking beam engine detail and superstructure
The Rondout company serviced the towboat on the Rondout-New York route where she remained until 1898. After 41 years of continuous service, SYRACUSE was sold to J.H. Gregory who took her to Perth Amboy, N.J. and scrapped her.
A pen and ink drawing of the famous four-stacker FRANCIS SKIDDY as she appeared nightboat-converted on the Hudson River c.1860. Drawing by TITANIC victim and noted maritime artist, Samuel Ward Stanton.
FRANCIS SKIDDY -Painting, James Bard c.1859, shown as a dayboat. However, she was converted to a nightboat in 1855, so it must be assumed that this painting represents her as she was first built in 1852.
Much has been said and written about the Bard Brothers, John and James, two maritime artists known for their acute draftsman-like style of painting; particularly on those subjects that embraced the Hudson River steamboat. In this genre they were the forerunners.
To this end, I very much enjoyed their folkart approach to the medium -as well as their penchant for adding minute detail those renditions they painted, whether on canvas or paper. I equally enjoyed researching every detail of their vessels- comparing their studies to the vintage photos of that period, when possible. It was this process that brought me to conclude that their works were accurate and that I could use their studies to assist my blueprints.
However, the scale was somewhat imbalanced and that flaw I couldn't point, because these individuals were artists -not draftsmen.
The river, by and large, introduced to both traveller and riverman a beautiful array of sidewheelers. Each having its own distinctive quality and character -uniquely built and easily recognizable from both river during a port to port passing or from the shoreline. Their design and colorschemes were fascinating to examine, whether in that generation or the generations to follow.
By and large, the sidewheeler, especially those that operated on the Hudson River was a sight to behold...and it opened an entire new door for me as a contemporary artist/ craftsman. Models (or even a series of high quality models) regarding Hudson River steamboats were extremely 'rare' -and the reality was that no one had a clue relative to their configurations...whether builder or historian alike.
Above, my illustration of author Donald C. Ringwald...
It was fitting to explore how these early draftsmen arrived at their paddlebox concepts. The half-circular paddleboxes were highly definitive, distinquishing one steamboat from the other; but not every steamboat carried such intricate workmanship. Some 'boxes' were simple in design; yet, there were other features that made a sidewheeler appealing or familiar to the area where it operated. Such was the case with a large and fast steamer that came to the Hudson River in 1851. The steamer was called the FRANCIS SKIDDY.
She was the largest and finest vessel that had ever been built for the Hudson River. When finished, she was considered the zenith of steamboat architecture. Her model was one of the most beautiful and faultless ever constructed. Sumptuously fitted up, her cabins were spacious -being finished in mahogany forwhich steamboats of this period was noted. The main cabin was in the hull, extending the entire length and dining tables were made to seat 500 people. The SKIDDY was built for dayline service between New York City and Albany. Speed was of dire necessity and she made the run 146 miles, with 6 landings, in 7 1/2 hours.
Van Loon Ryder Model of FRANCIS SKIDDY -Smithsonian Museum, Washington, D.C.
Built in 1851 at New York, her wood hull was made by the George Collyer Shipyard. Her length was 322 feet with a hull beam of 38 feet. Her depth of hold was 10 feet 4 inches and she carried a water draft of 5 feet 6 inches. her vertical beam engine was built by James Cunningham and Co. and her four boilers were by John F. Rodman out of New York.
FRANCIS SKIDDY began trips in June, 1852 and for a period left New York every morning, returning back from Albany at night. Several years later she was greatly altered -being rebuilt as a nightboat operating between New York City and Troy with the steamboats COMMODORE, HENDRICK HUDSON, RIP VAN WINKLE and C. VANDERBILT running at different periods with her. On the night of November 5, 1864 while coming southbound she ran ashore at Staatsburgh and sunk. The hull was broken up and the engine placed in the new steamboat DEAN RICHMOND.
With this enlightening history I thought it would make for an interesting model. Only a few models were built of this steamer by the late Van Loon Ryder -of whom his cousin (Grant Van Loon) and I established a friendship that lasted for several years up until his passing.
I spoke with author and historian Donald C. Ringwald about the possible project and he spoke about the rarity of a 'Stewart Model' being part of a unique collective body of contemporary works that the Hudson Valley needed to have. There was also another individual whom agreed and involved himself, a New York realtor by the name of Everett C. Britz. He respected my work enough to write these words:
Dear Rex -
Based on these qualifications, I personally believe that you are the foremost interpreter of the "Skiddy" of all times and that your translation of your knowledge into a model will make it the model of the "Skiddy" for future generations.
With those words I, with the assistance of both gentlemen, began to research and draft the plans for what was to become the most attractive SKIDDY model in the entire Hudson Valley. It took months of planning, as Mr. Britz was also interested in having it as one of his collective body of steamboats -and referred another gentleman to me who lived in Asia of whom was heir to the Skiddy Family.
His relatives lived in Greenwich, Connecticut.
It was a nice balance to build a steamboat model and have so much history attached to it. I found myself becoming associated with every link to the Skiddy name, nationally and internationally. It was good to know that the work was appreciated by a group of men and women who respected the era of this industry to trust my workmanship. Cost was not a criteria and I learned that when something is priceless and worthy, cost is blind. And it was because of this association that the best steamboat models in the Northeast started to surface.
Port bow detail -FRANCIS SKIDDY Model c.1859, wood and scratchbuilt to scale
The history of FRANCIS SKIDDY is another account of a famous steamboat that has been recorded for future generations. Although there exist video footage showing how these vessels operated during those times, one can only imagine riding them.
Every era has its 'today'. What we think is ancient wasn't ancient at all, and what our young generation will deem 'old' won't be old at all. It's just a passing of time and time events that shaped our culture in the period that it was experienced. Steamboating was no exception and I'm delighted to have this ability to preserve the aspect of this lifestyle that was so important to those who lived it. Steamboating is a bygone era, but it's also our culture -whether or not it's embraced.
FRANCIS SKIDDY c.1859 -the model, scratchbuilt of wood and scaled
Hudson River Day Line stmr. HENDRICK HUDSON traveling downriver toward toward Poughkeepsie, New York c.1920.
Many articles and several film footages have honored this handsome steamer since her first appearance on the Hudson River in 1906. As a builder I had the opportunity to meet Alfred Van Olcott, the great-grandson and heir to the Hudson River Day Line.
Mr. Van Olcott saw my exhibition at the Hudson River Maritime Center when I held my first steamboat showing during the early '80s. He spoke about a builder's model that his family donated to the Smithsonian Museum in Washington,D.C. that he wasn't particularly happy with. In his own opinion he thought "it wasn't a great or good looking model". In turn, after several meetings -and viewing his impressive photo collection of HENDRICK HUDSON, he commissioned a model that he wanted to be of "superb quality".
I spent a month reviewing the HUDSON's history and re-worked the plans he loaned and, similiar to former steamboat projects endeavored, there were no available profile drawings. I had to build the sidewheeler from those references I produced on ROBERT FULTON a few years prior. The height between decks were fairly similiar in scale, so I followed the deck layout of Mr. Olcott's materials, along with the supporting photo data to arrive at a model that would be, in laymens' terms -accurate.
Starboard profile, in detail, of wooden steamboat model HENDRICK HUDSON. At 1:160 Scale she's shown as she appeared in 1943, four years before she ceased service on the river.
Van Olcott would visit twice from Princeton, N.J. before viewing the final completion. He was elated that his favorite sidewheeler was "captured in her true appearance". He shared this model with many affluent personalities in the maritime, especially those whom were steamboat-connected. As a model HENDRICK HUDSON became the flagship of my fleet of contemporary models, being written about by several authors and featured in a documentary by a television station in Kingston, New York in 1990. Today, the model is part of the Hudson River Maritime Museum's collective body of steamboats currently exhibited at the facility.
HENDRICK HUDSON was built in 1906 at the T.S. Marvel Shipyard, Newburgh, New York. She was a beautiful steamer throughout at 390 feet and the second largest vessel to operate for the Hudson River Day Line.
In 1935 and 1936, the Day Line achieved great success with its excursion programs. And in 1937 the Line used their largest steamer HENDRICK HUDSON which was to become an annual event. With her 5,252 passenger capacity, HUDSON was larger than either HAMILTON or FULTON. Because of this, the schedule was altered so that the excursion originated at Indian Point which added Catskill as a landing. The departure times from Newburgh, Poughkeepsie and Kingston Point didn't change and the round trip fare remained at a dollar. The departure time from albany on the return trip was advanced to 4:30 p.m.
Also historic in 1937 was the final port to port passing of HENDRICK HUDSON with the largest nightboat on the river, the BERKSHIRE. This happened on a summer night in August as the Day Liner left Newburgh shortly after 10 p.m. for its final destination upriver to Indian Point. Thirteen nights after that historic river passing the Night Line terminated service.
Stmr. HENDRICK HUDSON backing out around the knuckle of the Albany Yacht Club on a summer afternoon c.1940.
HENDRICK HUDSON serviced many passengers during the War years since gasoline was rationed to automobile owners. Travel by car was limited, but the steamboat business has stellar years. The total number of passengers rose to 1,431,000 -the highest number since 1930. With so many pasengers traveling the Day Line's upriver excursions to Albany ceased and the Line converted to travel only.
HENDRICK HUDSON operated on the Hudson River between New York and Albany until 1948. She was later scrapped in 1951.
The wood model of HENDRICK HUDSON c.1943, 1:160 Scale
Mr. Olcott was a great help providing much of the data for this model. So many individuals whom had a love for these vessels are now departed, but their memories are with us and in these models that I faithfully produce in honor of them. And the histories that these vessels made during their tenure on the river is a tribute that can be preserved within these works for years to come.
Steamer WASHINGTON IRVING heading up the Hudson River enroute to Albany, New York c.1921
Though I have enjoyed building accurate models of various marine craft, nothing has been more exciting or captivating in concept as that of the American steamboat. My first humble beginnings to modelmaking began with a small Pyro kit of Henry Hudson's HALF MOON. That was the introduction to the Hudson River and the great history of travel, commerce and its scenic views which were second to none.
As my interest developed concerning the river's maritime, my skills paralleled. Over time I would become the leading modelmaker and producer of Northeast steamboats; particularly those of Hudson River renown.
WASHINGTON IRVING was a steamboat that many SSHSA members brought to my attention during the early professional years. Author Donald C. Ringwald, writer of the book "The Mary Powell", often mentioned the possibility of a model but always placed emphasis on the IRVING. However, it was Donald Eberle, former President of SSHSA, that commissioned the work.
I would later learn that she was the flagship of the Hudson River Day Line.
She was launched in 1912 at Camden, New Jersey by the New York Shipbuilding Company. Her keel was 405 feet long with an overall length of 416 feet. She had an extreme beam of 84 feet over the guards, and her hold was 24 feet deep. Her gross tonnage was 3,104 and her engine was constructed by W. and A. Fletcher Company of Hoboken, New Jersey.
Destined exclusively for dayboat service between New York City and Albany, WASHINGTON IRVING was the largest and most exquisitely furnished inland steamer in the world. Her passenger capacity at that time was 6,000. She ran in line with the other fleet vessels of renown "MARY POWELL", "ALBANY", "ROBERT FULTON", and "HENDRICK HUDSON".
Sinking of the Day Line stmr. WASHINGTON IRVING, June 1926
On June 1, 1926 WASHINGTON IRVING left her Desbrosses Street Pier in New York bound for Albany with 200 passengers in a fog-filled harbor.
Visibility was very poor and the large steamer kept her whistle at short bursts to warn other pilots of her departure. The tug THOMAS E. MORAN of the Moran Towing Company was hauling two oil barges when one of them collided into IRVING's portside wheelhouse aft of its paddlewheel. The accident forced Captain David H. Deming to tie down his whistle for the purpose of summoning aid from other craft in the harbor.
The continuous blast of WASHINGTON IRVING's whistle immediately brought a dozen vessels to her side. As she took in water, the ill-fated Dayliner reached a pier on the Jersey side of the river. There, passengers were able to race swiftly for safety -to the loss of life to a mother and child.
WASHINGTON IRVING sank along side the pier -coming to rest at the end of the Holland Tunnel. The following year she was raised and six years later she was scrapped , ending her short-lived service of 14 years.
There were many steamboats that met tragic fates, but none so horrific as the burning of GENERAL SLOCUM on the East River in New York City or the sinking of New England's PORTLAND off Block Island with all loss of life.
Given these tragedies, steamboating was still a bustling business and a safe way to commute. As both historian and artist/craftsman, I'm obligated to produce detailed works of these once magnificent vessels. WASHINGTON IRVING being no exception.
After much refined research, I started to scale down the little details and reconfigure the plan profile that was lent to me by the SSHSA President. From thse resources I was able to build a beautiful miniature of the Day Line flagship.
Hudson River Day Line WASHINGTON IRVING c.1913, Wood Model
Detail, whether large or small, has always been the focal point to my building. I decided to construct the IRVING as she appeared in 1913 because of the significance of her lines. Steamboats were always changing with various alterations done to them. To really appreciate a vessel, it is pertinent to investigate its history and utilize what resources are available to bring out the best appearance. This, in my professional opinion, was her best presentation.
WASHINGTON IRVING -Bow Profile
I truly learned much from constructing this work, and continue to unravel more history as I build. This is the beauty of being a historian and it's a double blessing when a skill can be added -such as modelmaking.
There's really little that can be said when viewers and collectors observe these miniatures. These are accurate renditions of the actual vessels and I'm honored to bring them into 'today' -something that can be visualized in three dimensional form rather than being limited to the pages and canvases of history.
Steamboat ROBERT FULTON approaching New York City c.1950
The Hudson River Day Line was one of the most recognized steamboat lines in New York's industrialized maritime. This historic organization was established in 1856 by Van Santvoord when he purchased the steamer ALIDA -followed by sidewheelers ARMENIA and DANIEL DREW to control the dayboat monoply between Albany and New York City.
ROBERT FULTON c.1950 -Detail, Port View...wood model
By the end of 1863, operating as passenger-only vessels, these boats established what was known as the Hudson River Day Line. This service continued until 1948.
The models that I've built and, continue to build, celebrate this Line known during it's heydey as "The Great White Fleet". These are one-of-a-kind collectibles that are rarely seen in today's maritime venues or the Hudson Valley where they once travelled.
Plans are obsolete for these steamboats; yet, I have been able to research and produce these models with the assistance of those former personages who were once affiliated with these vessels -either as owners, authors or collectors.
DayLiner HENDRICK HUDSON c.1943
I have used various scales of modelbuilding in pursuit of bringing an era of maritime history to our present day viewers/ collectors.
These quality pieces have garnished museum collections, boardrooms, homes and vacational resorts throughout the Northeast.
The Day Line era has only been one generation away from ceasing when the last American steamboat ALEXANDER
HAMILTON made her last trip up the Hudson River from New York City to Bear Mountain in 1971 -ending the era of that great line.
Day Line Steamboat WASHINGTON IRVING c.1913, Wood Model
Day Line Steamboat ALEXANDER HAMILTON c.1959 Scale 3/32" = 1' , Wood Model -Scratchbuilt
These models, which have become sentimental to those who knew the vessels, are still produced today in greater detail and scope. They are a legacy to America's past and gives tribute to our great Industrial Age.
As a builder and artist, I've been fortunate to have had the experience to study, research and produce these models, firsthand. To know that the Hudson River was once graced with these beautiful steamboats of times past.
Hudson River Towboat AMERICA C.1852, Painting- James Bard
This particular style of Hudson River steamboat which, in essence, has been called the 'workhorse of the river' has been as rare as the models I've built...and continue to build. Concentration has been more on the steamboats of past times and very little attention given to the little, and sometimes massive paddlewheelers that towed supplies and ships to ports along the river. These were the 'tugboats' of yesteryear; the vessel known as the sidewheel towboat or towsteamer.
We see these vintage-type vessels in paintings and photos, but seldom are they written about or even produced as models. To this end I started to investigate the towboat during the mid-80s and was pleasantly surprised about how they came about and what their purpose was on the Hudson River between New York City and Troy, New York. I left no stone unturned as I studied and researched these 'gems'. Later to design plans and build them as they truly appeared for the period that they operated. AMERICA was one such vessel.
Hudson River Towsteamer AMERICA, Wood Model -Scale 1:96
AMERICA is considered one of my most favorite builds of those produced; inpart, because of her beautiful lines and powerful form as a Hudson River 'workhorse'. I first saw the James Bard painting of her while attending art class at the Albany Institute of History and Art. What was fascinating in the painting were the fancy paddleboxes and the small vertical beam engine that sat above the boxes respectively.
I lived in an area where the former owner's home existed only a few blocks away. That owner's name was Samuel B. Schuyler, a prominent man of color who owned a fleet of towboats that operated between Albany and New York City during the mid to latter part of the 19th century. The mansion-type estate had a rotunda on the roof and, as local media exclaimed, it was built so that Mr. Schuyler could view his vessels from that vantage point.
Three principle towing lines operated in the Capital District of New York during that period. The Austin Line, the Betts Line and the Schuyler Line. These Lines were distinguished by the color of their walking beams, re: Austin carried the green; Betts the black, and Schuyler the red.
Towboat Sidewheeler AMERICA c.1853 -Detail, Starboard
Here, I depict Mr. Schuyler's tow AMERICA as she appeared in 1853. At 212 feet she was one of the largest steamers to service the Albany-New York route. She was built in 1852 for the Schuyler Line and served for 38 years before being sold to the Beverick Towing Co. in 1890. She was finally acquired by the Cornell Towing Company of Rondout and operated on the Rondout -New York route until 1902 where she was broken up at Perth Amboy.
Port Stern View -AMERICA c.1853, Wood Model
These photos serve to illustrate the beauty of this vessel which was utimately a splendid site on the Hudson River during the heydey of steamboating.
For more information about commissioning a fine quality Hudson River or Northeast steamboat model email: Caseships@yahoo.com or call 1-774-757-7137. You may also visit
