Modelling HENDRICK HUDSON -Newburgh's Own...Part Two /Rex Stewart

Starboard overview of the much-heralded HENDRICK HUDSON as a scratchbuilt model.

It's been a year since the build of this historically accurate model which found it's home in its birth-city of Newburgh, New York. As I reflect, I think of the first model request I encountered some 33 years ago by one of the owner's family members, Alfred Van Olcott.

When he visited my artist studio that spring of 1987, he brought along with him the detailed blueprints of HENDRICK HUDSON. Al stated that he heard about my legendary echo up and down the Hudson Valley as being the only artist-craftsman that built accurate models of the Hudson River steamboats -both vintage and contemporary. He fixed his eyes on the ALEXANDER HAMILTON that was destined to a Scotia resident with another (in progress of the ROBERT FULTON).

Both models were a visual testament that convinced Olcott to commission. But what I found most interesting was his dissatisfaction of the family model that was exhibited at the Smithsonian in Washington, D.C. He stated that my work superceded the HENDRICK HUDSON showcased  there and that he was honored to have come to Albany, New York to meet me. But, in reverse, I was honored to meet the former heir of the famous Hudson River Day Line.

So the saga began with him, a notable steamboat owner who passed the baton to me in an effort to honor a resident collector in the city where the famed HENDRICK HUDSON was built, Newburgh, New York.

In my last blog I left off building the main deck. In this blog, I cover the remaining build of the saloon, promenade and hurricane decks prior to finishing.

Below, with main decks, cabin and rail systems in place, I now advance to the next level working on  saloon deck sections. I realize that blueprints give detail, but seldom are accurate...So, to get the work  close to the actual appearance, much photo data is needed. However, I've built models based on just one or two photos.                     

As the build continue, I work up to the promenade deck -satisfied that the saloon and parlors are perfectly aligned as shown in the next images...

Stern starboard view of the finished saloon -minus the outboard seating, which will be added before enclosing the deck.

Being a historian has its advantages in the world of fine art...and craftsmanship. It's not enough to produce a fine piece, but rather make it as authentic as possible based on established history. It is never wise to label a thing 'authentic' if it can't be proven or backed with evidence. True collectors know that the research I place in the work is flawless...and some have amassed a series of models from my table as a result. 

The HENDRICK HUDSON was the first largest steamboat to enter service on the river in 1907. She was built to celebrate the 300th anniversary of its namesake explorer who discovered New York's scenic river in 1609. Below, two supporting images show the launching of HENDRICK HUDSON at the T. S. Marvel Shipyard at Newburgh, New York.

The HENDRICK HUDSON is launched down the ways into the Hudson River, March 31, 1906 in view of  5,000 onlookers, shipyard attendees, and city officials. Below, the elegant and popular HENDRICK HUDSON backs around the "knuckle" of the Albany Yacht Club pier and into her berth after returning from a downriver excursion August 21, 1940.

The subject matter of these beautiful vessels is, nevertheless a hallmark for any builder who desires to pursue them. I was very fortunate to climb aboard into an era that would eventually fade away during the decade of the 1990s. Taking advantage of the opportunity, I worked diligently (and closely) with anyone who had first hand knowledge of these steamboats...But then again, I didn't have to go very far, because this special network came to me, re: family members (heirs) of those steamboats, curators, collectors, museum personnel, authors and even the passenger alumni themselves.

However, the key to it all were the business leaders, lawyers and judges, politicians, and private citizens who contributed and guided my research based on the integrity of trust. They all knew I would produce some of the most accurate pieces (without bias) in the Hudson Valley -and beyond. For that, I knew this was one of my purposes as an artist-craftsman relative to documenting the river's transportation legacy in the form of model steamboats.

Continuing with the build, I now work on the promenade deck with both excitement and anticipation. The supporting images show how awesome the designers were in those times. Their expertise in symmetric design not only made HENDRICK HUDSON a sleek looking vessel, but her interior elegance was second to none. 

This port profile view show the progress made on the promenade deck of HENDRICK HUDSON. The total build time for this deck area was two and a half weeks.

Upon completing the promenade, I carefully aligned the hurricane deck -making sure the stacks, pilothouse and skylights were properly aligned...using for reference the original deck plan(s) and vintage photo (shown below). The hole that is seen on the hurricane I cut the hole seen on the hurricane above the sliding doors of the observation cabin. The effect that I wanted was to have light penetrate  the windows of the roof dome to illuminate the interior cabin and stairwell. This can also be seen in the second photo which highlight the stairwell which was known as "Stairway of the Dragon".

 

Vintage photo that assisted with the HENDRICK HUDSON build. This photo was one of many given to me by Herman Boyle of Kingston, New York during my several Saturday visits to his home on Washington Street. He was a riverman that worked on the tugs, but had a large collection of vintage photos depicting steamboat life on the Hudson River.

Interior view of the observation parlor showing the skylight dome over the stairwell leading down to the saloon cabin. In the view looking forward is a mural of the Dutch VOC sailing ship Half Moon. The HENDRICK HUDSON, in all her breathtaking elegance, not only had this feature mural, but  others of note in various locations.These commissioned pieces were Washington Irving's home, the Senate House at Kingston, and the Capitol at Albany, New York.

Moving along in the build (shown below), I discovered additional details which I applied to the model that was absent from the early Olcott commission. And though that model was featured in a televised PBS documentary, this HENDRICK HUDSON would break ground to be one of the best ever produced.

Below are work in progress photos of the promenade and shade decks...

  

Here, I attach flags prior to finishing. This is usually done to avoid premature damage to the model while addressing delicate details. Furthermore this procedure forces me to concentrate on the total build while working in segments. Elegance, even in miniature comes with a price -which is time, effort and patience.

The HENDRICK HUDSON was indeed elegant, and wasn't rushed into service as some historians have stated. Her true test came the following year in 1907, not 1906 as some have documented. Even the heir of the family business told me her true service began during the 1907 season..Only a trail run occurred in August of that year. A partial schedule (below) confirms her official 1907 service year..

When Ellis Island was established in 1892, immigrants from around the world came to America for opportunity and a better life. Through the period between 1892 and 1901 many immigrants remained in New York City, but some ventured west and south to apply their trade and skills. It was the Industrial Age and practically everyone had a vision to prosper. 

Working in the shipyards and coastal cities along the Hudson River presented those opportunities and steamboating became a business that generated income for any culture willing to endorse it. As a result, when the Hudson River Day Line welcomed these cultures, it gave them honor by celebrating their contributions in the Hudson Valley by flying international flags on its fleet. Below are three port and starboard views showing these flags which were occasionally rotated.

The first set of flags represent The Netherlands and France. The second set are the countries of  Canada and Norway. The third, flags of Italy and Denmark. Finally, on the back staffs (not visible) are the flags of Japan and Puerto Rico.

As a collectible and investment, I produce these models with as much accuracy as possible and integrate them with history by way of these blogs. It's who I am as an artist, craftsman, visionary and historian. Research is not centered on biases, but rather on evidence that support the quality of workmanship I was given to do. So to that end, I close this portion of "Modelling HENDRICK HUDSON -Newburgh's Own"...with anticipation of soon presenting the finale.

For those who would like to own one of these prolific models -or any notable Hudson River steamboat, I can be contacted at Caseships@yahoo.com...or, at 774-757-7137 for details. My credentials can be found at  https://www.linkedin.com/in/rexstewart and https://youtube.com/c/RexStewartoriginals.

Thank you for viewing!

Corporate Steamboat Models Today - Rex Stewart

Lobby of Executive Park Towers, Stuyvesant Plaza...author's model of Hudson River steamboat PETER STUYVESANT.

                                                                    
It's not surprising that a resurgence has occurred in office settings that overlook the shorelines on the Eastern seaboard and, across the Atlantic. Whether it be on coastal/ inland rivers, or the ocean, business executives are taking a 'second look' at the maritime -utilizing ship models as part of their interior design.

Steamboats has since been a unique appeal for art and antique collectors since the early '80s when ship models made its debut in maritime galleries throughout the U.S. These beautiful detailed replicas represent a legacy of vessels that is, and was, the core of America's once-booming Industrial Age that came into its own as businesses and communities flourished on coastal shores. Such vessels were the mainstream of contemporary transportation in the 19th century, replacing the sailing ship as designers worked their skill to improve comfort and speed.                                                                                                                                                                                                                                                                                                                                                     

Author's scratch-built model of MARY POWELL at the lower right corner displayed in the President's Room at Albany International circa 1980.

                                                                                                                                                            Since 1980, I learned firsthand through interacting with these collectors, that many of the 'corporate models' requested came as a result of sentiment. Many remembered the historical attributes these   vessels brought to their port-of-call, region, populace and commerce. In New York, the late Governor Mario Cuomo had such a model grace the Mansion's interior as part of its decor. The special model designated for that honor was the steamboat MARY POWELL.

The featured photo in this blog represent the Hudson River steamboat PETER STUYVESANT. It was selected as part of a multi-million dollar renovation project which began in January 2013 at the Executive Park Towers in Stuyvesant Plaza and finished this past January 2015. Prior to that time other corporations featured similar models I built for their offices and boardrooms -starting with Albany International in 1980.

                  Author presenting model of DANIEL DREW to Bank Of America boardroom
                  (formerly Fleet Bank) circa 1988.

The interest for these models continue to be strong -especially for those of 19th/ early 20th century vintage that the Hudson River Valley between New York City and Albany, New York. It was a vision that began 35 years ago with the support of historians, collectors, business leaders, curators and, most importantly -community spirit. We, in part, have a great maritime, and the 'corporate steamboat model' personifies the richness of its history in scale and beauty.

Author's scratch-built model of Hudson River Day Line steamboat ALEXANDER HAMILTON shown  as she appeared circa 1959. This is one of the current corporate requests since her last trip to Bear Mountain circa 1971.


A special note:

The image below is a limited edition (Remarque) print that I offer to celebrate the ALEXANDER HAMILTON. For more information concerning this print email: Caseships@yahoo.com or call 1-774-757-7137.

Concerning commissioned work, I specialize in all Hudson River steamboats (any scale). These are fine one of a kind models that accurately define the vessel as it appeared on the river at any given time of its career.

To view my work and credentials, please visit https://youtube.com/c/RexStewartoriginals and https://www.linkedin.com/in/rexstewart .

Thank you for viewing!

Researching HIGHLANDER c.1835 - The Model/ Rex Stewart

             
           Samuel Ward Stanton's drawing of the famed Newburgh, New York steamboat
           HIGHLANDER as she appeared on the Hudson River in 1835.


Newburgh, New York was a booming river town that developed into a monopolized commerce
center for the citizens of the Lower Hudson Valley. Much freight, especially produce and livestock was going south to New York City and steamboats were needed to get those goods to its destination. Furthermore, travelers who needed to commute to various towns found these vessels accommodating for the purpose. This was the era of the 19th century and river commuting was the beginning of a new form of travel.

             Early brothers Bard watercolor depicting HIGHLANDER's 1835 appearance.
           Both renditions had to be carefully studied for accuracy and proper re-configuration
           in order to build an accurate scale model.


While researching and building steamboat models in New York's Capital region during the '80s and '90s, I was fascinated with the discoveries I encountered concerning steamboat designs of the 1830 period. I had built models from the 1840s to the present, but never considered those vessels built past Robert Fulton's CLERMONT.

Many contemporary builders had no knowledge of these early sidewheel types, so no models were available to work from -let alone, plans. Only one such work existed on an early steamboat of this period and that was produced by noted modelmaker Forrest Van Loon Ryder out of Coxsackie, New York during the 1950s. This model was HIGHLANDER, one of several Hudson River steamboats he built for collectors, museums and those interested in these prolific boats.

             A vintage model of HIGHLANDER built by the late Forrest Van Loon Ryder
             which is now on display at the Captain David Crawford House Museum in
             Newburgh, New York. There, five other Ryder models are exhibited; all at
             1/8" = 1' Scale.


In 1980 I was commissioned to copy Mr. Ryder's MARY POWELL for a corporation which  the model later became a topic of conversation with business executives at the time. I then decided to venture out and research MARY POWELL to design my own plan set relative to having an accurate model enter the Hudson Valley. These soon became highend collectibles of note. However, Ryder was my inspiration from which I drew the ability to explore, research and study the American steamboat -beginning with those that operated on the Hudson River.

                HIGHLANDER c.1835 - profile plan at 3/32" = 1' scale. Research for this
                work was based on the brothers Bard watercolor and Samuel Ward Stanton's
                drawing which included supportive dimensional data of the vessel at the time
                of her construction.


In the Fall of 2011 a colector from the Newburgh Region proposed a line of steamboat models which included HIGHLANDER. This proposition became the anticipated opportunity to finally research and build a true 1830 replica of a Hudson River sidewheeler. With the experience and credentials established over a thirty year period, it wasn't difficult to configure this vessel's appearance.

The client was very specific about his collection. He wanted all three sidewheelers to be constructed at 3/32" = 1' scale which made little room for error regarding hull dimensions, beam width and deck layout.

HIGHLANDER was a walking beam type steamer that carried her stacks and boilers on the guards away from the hull. Knowing this fact made plan drawings easier to develop...and within two weeks I was able to produce some prolific plans (for the first time) concerning an early steamboat. I now had the formula for designing these vintage gems.

               Work-in-progress showing the underside features of HIGHLANDER. Notice
               the early design pattern of the Northeast sidewheeler. Most steamboats of
               this period  omitted bottom rims which secured and protected the paddles. It
               is possible that the paddles, including the wheel system, was made of oak -giving
               way to these buckets being bolted to the stems of the wheels so to allow this
               feature to last several years without rotting.

               Port bow view showing HIGHLANDER's auxiliary flagstaff. upon viewing
               several Bard paintings and Stanton drawings, I discovered that this odd
               apparatus was carried and used to attach company house flags and pendants.

              
                 Early steamboat models I built during the '80s and  '90s featured handpainted
               flags made of soft metal. These were treated with acrylic base to prevent
               chipping. In recent times I now apply treated paper flags using the same
               applications. However, the paper flags are more life-like, especially when these
               are folded to give a breeze effect.

                  Maritime artist and shipmodel specialist Rex Stewart carefully applies the
                walking beam engine to the HIGHLANDER model. Nearly 140 seperate
                wood pieces make up this detail.

              
                   Starboard overview illustrates the strengthening process of a steamboat
                 of this period. The blue-colored kingposts, spars and hogframes, reinforced
                 with steel tie rods, were placed in strategic points on the vessel to secure
                 areas where the most strain existed -primarily at the stern and amidship
                 around the paddlewheels. So that this odd structure didn't take away from
                 the steamer's design, the kingposts and spars were adorned with gilded
                 balls and, occasionally woodsculpted eagles.

 

                
                  Port profile of Newburgh, New York steamboat HIGHLANDER c.1835.
                Scratch-built solely in wood at a scale of 3/32" = 1'. 


History:

HIGHLANDER was built for the company of Thomas, Johnson and Wardrop in 1935. Her length on the keel was 160 feet with a beam of 24 feet. Her depth of hold was 8 feet and her overall length was complete at 175 feet.

Made of wood, her hull was built at the shipyard of Lawrence and Sneden in New York. The vertical beam engine was constructed at West Point Foundry in Cold Spring, New York. She carried two boilers on the guards; both of iron. Her paddlewheels were 24 feet in diameter with 10 foot length buckets that dipped 29 inches.

This unique steamboat carried a 'cookie-jar' pilothouse on the skydeck with a fancy bell attachment on the roof behind the gilded eagle ornament which sat center. When she entered service on the Hudson River she was one of the best and fastest boats to run. She operated on the Newburgh-New York Line until the steamer THOMAS POWELL appeared in 1846. HIGHLANDER was then used as an excursion boat and later ran for the Freight and Passage Line between Rondout and New York City until 1852. The following year she was taken south to the Delaware River and used as a towboat before being dismantled in 1866. Her engine was erected in the new towboat replacing her which was named WILLIAM H. ASPINWALL.

Commission work can be honored for any and all Hudson River steamboats. These are fine one of a kind models that accurately define the vessel as it appeared at any given time of its career. For information about my line of work kindly email: Caseships@yahoo.com or call 1-774-757-7137.

To view my work and credentials, visit https://youtube.com/c/RexStewartoriginals and https://www.linkedin.com/in/rexstewart.

Thanks for viewing.

The Civil War's M. MARTIN c.1863 , research and the wood model/ Rex Stewart

                  M. MARTIN backing around in Rondout Creek for her run north on the
                Hudson River to Albany, New York c.1880.


Built at Jersey City, New Jersey in 1863, M. MARTIN was constructed at the outbreak of the Civil War. She was initially built for the Romer and Tremper Frim of Rondout to run as a freight and passenger steamer to Catskill and Albany.

She was pressed into service under General Ulysess S. Grant, and during the latter part of the war she operated as the General's personal dispatch boat on the Chesapeake Bay -carrying messages and troops across the bay and river.

The M. MARTIN was known as the Union Army's "greyhound" that served  the federal government during the war. After the fall of Richmond, President Abraham Lincoln and General Grant made a visit to the Confederate Capital aboard the M. MARTIN.

The above painting shows President Lincoln aboard steamboat RIVER QUEEN confering with his Commanders. During the war M. MARTIN was lashed to RIVER QUEEN to protect the President on February 3, 1865 at the Hampton Roads Conference which was an unsuccessful attempt to end the Civil War.

At the close of the war the steamboat was brought north to New York where she serviced the Newburgh and Albany route, running in line with the swift steamer EAGLE. These boats ran together until August 2, 1884 when EAGLE caught fire and was replaced by the new JACOB H. TREMPER.

In 1899 the MARTIN was sold to the Central Hudson Steamboat Company of Newburgh, serving the company for many years. On Thursday morning June 16, 1910, laden with freight and 20 passengers M. MARTIN steamed southbound from Albany to Newburgh and caught fire. She was immediately beached on the east side of the river near Esopus Island where all passengers were taken off in small boats. For ten minutes, on the sky deck, Captain George Hadley fought and distinquished the flames. And with only a scorched pilothouse, the steamboat proceeded on to Newburgh.

After repairs M. MARTIN returned to operate on the Hudson River until the fall of 1918. Two years later in the summer of 1920 she was scrapped -the hull purchased by Patrick Doherty for dock use at Eavesport, a small landing near Malden on the Hudson.

                    M. MARTIN docked at Rondout Creek, Kingston, New York c.1880

The M. MARTIN was considered one of the most handsome boats of her type to appear on the river. A wooden hull vessel, she was 191 feet on the keel with a beam of 28 feet. Her depth of hull was 9 feet with a waterline draft of 6 feet. After viewing several photos from  Herman Boyle's Collection in Kingston,I was now in a position to build the steamboat that was void of any known models made of her.

        Painting of steamboat MILTON MARTIN by American artist James Bard (1815-1897)

My plans for her build began in the fall of 1987 when a surgeon from Albany Medical Center Hospital proposed the model. At that time there was a steamboat frenzy developing with my models and artwork which I pushed throughout the Capital Dustrict through articles and news interviews. It was then that art supporters, businessmen and collectors surfaced to purchase my line of work relative to the steamboat. M. MARTIN would become part of the growing list.

Like prior drawings and blueprints, I studied James Bard' painting and paired it with Mr. Boyle's photos to get the right configuartions. A third party, curator Roderic H. Blackburn from the Albany Institute of History and Art also provided materials which assisted the research. And within the course of two weeks, a set of detailed plans came into vogue on this famous steamboat.

        M. MARTIN in the early stages of construction on the table of maritime artist and

       craftsman Rex Stewart.

                                      Port Stern View of M. MARTIN's work-in-progress

The overall time to complete the project had been a month and two weeks.  Because of the many alterations these vessels encountered during their service, I had to explore a period which best presented this particular steamer. Her early appearance was rather scanty in what photos I researched; but after studying those which shown her on the Hudson in her latter years, I concluded that her 1880 appearance was first-rate for the build. Below she's shown as she was viewed by the general public at that time.

          Hudson River Steamboat M. MARTIN c.1880, Scale 1/8" = 1', Wood, scratchbuilt

                  

                                         A detailed view of M. MARTIN from port stern

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 https://www.linkedin.com/in/rexstewart

Steamboat Model/ FRANCIS SKIDDY c.1852 -Rex Stewart

    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

                  to 1:150  

For more information about commissioning a fine quality Hudson River steamboat model email: Caseships@yahoo.com or call 1-774-757-7137. You may also visit https://www.linkedin.com/in/rexstewart