Hudson River Model Steamboats

Modelling HENDRICK HUDSON -Newburgh's Own...The Finale

2020-08-18T17:19:00.003-04:00

The promenade and shade deck both boast the modern streamlined curves of HENDRICK HUDSON as presented in this port bow view of the model -shown as she appeared in 1909.

Steamboat models carry a unique history to them. I can honestly claim this with my forty year track record having them in galleries, businesses and homes. These were reminders of our Industrial Age, the progress made by those who desired to expand and establish cultures in a Nation that struggled with its freedoms.

I would have never known about this hidden jewel of American society if it weren't for my early membership at the USS Constitution Model Shipwright Guild (Boston, MA) in 1979. With a thirst for applying my skills to the modelmaking medium, I attentively read their newsletters and soon embraced subscription to publications they recommended in all phases of ship models...And from such I ordered plans of the Hudson River steamboat ARMENIA to begin my journey as a builder of steamboat models.

My love for history gradually established my credentials as a prolific historian who desired to exhaust every avenue of research on the subjects I pursued. The steamboat was an untapped subject matter that many really knew nothing about (as I would learn from my associations and memberships). This was not a put down of their knowledge, just an observation that gave me opportunity to establish what wasn't truly established in those early years of steamboat modelmaking. Shipyards were important in those builds and I had to study how each shipyard produced its vessels so that my work would be accurate and proportioned correctly...Shipyards had photo data; and in some cases, plans of their vessels which were not always complete, but enough for a seasoned builder to assess and piece together the missing parts.

The shipyard of the T.S. Marvel Company in Newburgh, New York was the pinnacle of some of the finest looking vessels anywhere. It produced business mongul's J.P. Morgan's yacht Corsair in 1891 which was one of America's finest yachts. CORSAIR, being fast and sleek was called into military service during the Spanish-American War and later returned back to the Morgan Family. This was one of the great achievements of the Marvel Company until the building of the luxury passenger steamboat HENDRICK HUDSON.

Yacht CORSAIR in American waters after the Spanish-American War...Below, postcard showing HENDRICK HUDSON departing the capital city of Albany, New York enroute to New York City -circa early 1900s.

I have always sought the best from my modelmaking experience; even the smallest detail that's discarded or overlooked. I know how important it is for refining or defining excellence and don't mind taking that extra step to get those results. Of all the steamboat models I built for clients, HENDRICK HUDSON was the 'flagship' -simply because she was built to honor New York State and celebrate the city where she was built and the river that carried the explorer's namesake.

I was fortunate to be selected by the heir, himself, to build the first model that he gave nod to in 1987...and now this one, which is a step higher in both research and detail.

Working on the pilothouse was demanding and needed much work due to its scale. The steering wheels had to be visible enough to show how the steering housing on the lower decks aligned. I realized early in my career that a 'see-thru system' reeled in clients who understood balance and accuracy in the work...It was about the work and how passionate I was about it -the work.

After the wheel was carefully centered on the pilothouse base, the next step was to build the cabin to fit that base. I lost count the number of times I flawed in this area, but enjoyed the satisfaction of rewriting the script. The Hudson Valley was going to have a second HENDRICK HUDSON exhibited at the birthplace of its origin, Newburgh.

Three supporting photos (below) show the start and finish of the pilothouse.

What more can I say about this fascinating vessel that hasn't already been said. She was beautiful, luxurious, sleek, and fast. My place in its history is the fact that I hold titleship of authenticating her in miniature beyond what seasonal craftsmen have done. I write this in observance of contemporary times.

So many images have been recorded of her in paintings, photos and videos; but, very few models exist...which is why it's so pertinent to have these built, as there are only two in the entire Hudson Valley between Albany and New York City -and one at the Smithsonian in Washington, D.C.

Newburgh during those times had intrinsic beauty...Aside from the T.S. Marvel Shipyard, mansions lined its shore to give spectacular views of the river. The Hudson Highlands, Beacon, and West Point were landmarks in the city vicinity where locals, tourists and commuters, alike, enjoyed viewing as they cruised the river. Many vintage and contemporary photos showed this vibrancy of both ferry and steamboat of those days. The river was not solemn, it was hustle and bustle.

Even when HENDRICK HUDSON performed her trial run that August of 1906, it was hustle...and bustle. It didn't discriminate. Every culture participated, including men of color who served on the Hudson River Day Line vessels. Shown in this photo are crew and personnel of the HENDRICK HUDSON. The year is 1920.

When I became a member of the Steamship Historical Society in 1986, it was because of the steamboat model MARY POWELL I built for Albany International president Everett C. Reed (five years prior). I was invited to exhibit at the Albany Tricentennial which was held at the Empire State Plaza that year.

Several members of the Society approached my booth and asked if the model belonged to the Albany Institute of History and Art. My response was that the Institute's model was chosen by the Governor's wife, Matilda, to be part of the Mansion's decor...and that Everett wanted to purchase it for his office, but learned that there was a local builder who was available to create an exact model. This would be the beginning of my career -connecting me with an affluent Albany attorney and Governor Mario Cuomo.

One piece of pine would change the mindset of millions and bring back memories of a lost maritime, the Hudson River steamboats and the famed Hudson River Day Line.

https://youtube.com/watch?v=5kwzud3rsJw

HENDRICK HUDSON making her maiden voyage up the Hudson River in August 1906.

Stmr. HENDRICK HUDSON off Poughkeepsie during maiden voyage...

Here, the majestic steamboat HENDRICK HUDSON docks for loading to continue its afternoon trip south to Newburgh c.1912.

Upon cruising south to Newburgh, this would have been what the passengers of those times would have seen on the steamer's forward decks...the river's grandiose view of the Hudson Highlands. This image was taken by our daughter when we visited to deliver the model.

The view below show a similar angle, but the year is 1932. It features HENDRICK HUDSON arriving at Newburgh's port of call as passengers view the approaching dock on a mid summer afternoon. The rippled waves and billowing flags indicate a river breeze which was highly favored during those arid days of steamboating.

As I modeled the HENDRICK HUDSON I often asked myself what the city of Newburgh was like in its heyday. Visiting the collector of these models, and interacting with some via telephone or internet helped to entertain my curiosity and convince me that it was, indeed, a highly diverse city. Not just with industry, but with people from various backgrounds and culture.

Each deck... each rail... each cabin that I put in place - and topping it off with international flags of the period was resounding proof that the Hudson Valley was indeed a place of beauty and steamboating entwined and interlocked these cultures as is the evidence in the supporting images. The collector, a former Navy Veteran, had a vision to put together an impressive body of steamboats from the early designs of the 1830s to the 1920s with the last remaining sidewheeler being theALEXANDER HAMILTON. It was this cumulative body of works that sparked my interest to research deeper into those cultures (starting with Newburgh).

These Fourth of July photos of 1947, while the steamboats HENDRICK HUDSON, ROBERT FULTON, ALEXANDER HAMILTON and PETER STUYVESANT were still operating for the Day Line, show a vibrant city in celebration.

Newburgh was a vibrant city and had beautiful architecture, especially in the vicinity of Grand, Broadway, Water and High Streets. There were others, but the scenery surrounding these areas were second to none. The parks were also a wonder to both resident and tourist alike...as everything was cultural and attractive. So much so that it brought President Ulysses S. Grant there for a visit after the Civil War...via steamboat.

For the forty-plus years I been building steamboat models of the Northeast, I've taken great care to research and design some of the best plans which have produced some of the best models to be seen anywhere, especially in the Hudson Valley. They are the signature to the Hudson River and its Valley.

Just recently the daughter of the last steamboat captain who passed away last summer in 2019, wrote to commend the fine model of ALEXANDER HAMILTON. Like her predecessors HENDRICK HUDSON and WASHINGTON IRVING; she too, carried the triple expansion incline engine. HENDRICK HUDSON was Newburgh's pride because she was built there.

Captain Edward M. Grady at the helm of ALEXANDER HAMILTON the summer of 1971 -shown as he steer the steamboat at West Point. This was the final run (and salute to the famed sidewheeler and captain) which ended the glorious chapter of the Hudson River Day Line.

Below, the image of ALEXANDER HAMILTON departing West Point on her last season of service.

There's much overlooked history concerning the Hudson River Day Line and its steamboats. Much of it hidden in the archives of steamboat families; and yet, other documents of note in the archives of museums and historical societies. I realize it would take four generations to absorb it all but from my perspective as an artist, craftsman and historian, I find that my purpose is to bring out the excellence of detailed models many contemporaries of today take for granted. For decades this has been the case, but I have been fortunate to connect with serious individuals who have listened, communicated and funded my discoveries by way of commissions and writings to bring to light real documentation over folklore.

This finale centers around one of the most luxurious steamboats that ever operated on one of the world's most luxurious rivers, the Hudson River in New York State. And in celebration to it, HENDRICK HUDSON was built in honor of the English captain Henry Hudson who sailed for the Dutch in 1609 on their commissioned ship HALVE MAEN (HALF MOON) to make the discovery.

As a result, New York became a multi-cultural entity and its steamboats paved the way to join those entities by flying their flags on its staffs -celebrating those cultures and their contributions to the region of Newburgh and the Hudson Valley.

The last images are of the HENDRICK HUDSON model, and the other models that I built which are placed throughout the residence of this prolific collector...And it closes with a statement Governor Andrew M. Cuomo made only a few months prior to the writing of this blog. That statement is: "No one in this State should ever feel intimidated or threatened because of who they are or how they look. Diversity is our greatest strength - it's one of the things that makes New York great. And, in difficult times we need to band together even tighter."

I leave you with these final images and raise my glass to all those who still have a memory of their times on these vessels, the commuters.

Below, the selected area of display in Newburgh, New York for the HENDRICK HUDSON model.

Other earlier steamboats I built for this collection...

Not all the models are shown, but it gives the viewer a perspective of how elegant they are as interior design pieces -and as historical accents of New York's maritime heritage through the diversity of its people.

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. To that end, I close this blog "Modelling HENDRICK HUDSON -Newburgh's Own.

For those who desire to own one of these historic 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://youtube.com/c/RexStewartoriginals and https://www.linkedin.com/in/rexstewart

Thank you for viewing!

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

2020-07-16T06:44:00.004-04:00

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!

Modelling HENDRICK HUDSON -Newburgh's Own...Part One

2019-07-29T17:50:00.002-04:00

Steamboat modelmaking has been one of my professional niches for well over forty years. Many of these gems have graced the homes of collectors, galleries, museums, and corporate offices throughout America and abroad. But what make this particular model so special is that the namesake celebrate the Hudson River where HENDRICK HUDSON operated -and the fact that Henry Hudson sailed the Dutch ship HALF MOON up this scenic river in 1609.

I had the honor of meeting a Newburgh native who amassed a beautiful collection of steamboats which became quite prolific as he carefully selected projects representing the gradual development of steamboat construction from the early 1830s to the 1970s -with all models accurately researched and built to 3/32 scale.

To this end HENDRICK HUDSON became the 100th steamboat model built during my forty year tenure.

The plans shown here were enlarged from a previous build which was at a smaller scale. That particular project was for the former heir of the Hudson River Day Line -basing the model on the vessel's 1940 configuration. This build will feature the steamer as she appeared on the river in 1909.

The beautiful and spacious HENDRICK HUDSON departs the Capitol City of Albany, New York enroute to all ports of call before ending her eight hour run at New York City c.1912.

After reviewing all the data, with the support of the Collector's references, I started putting into place the schematics for a more updated and accurate build...beginning with the hull and decks. The hull would be hand-chiseled out of select yellow pine and the decks shaped from basswood sheets.

Here, I carefully chisel and shape the stern...

After chiseling and shaping, sanding is performed and the keel is attached.

Paddlewheels are usually the second feature addressed on these steamboats, due to the fact that errors can occur within spacing between hull and main deck guards. These feathering wheels are made solely of basswood.

The third feature of the build are the stacks which determine the height of each deck in proportion to the vessel's length. This procedure has given accurate models...even if scales are miscalculated. From here, I move on to the knees and strakes beneath the main deck -making sure every piece of wood is aligned properly. If off by 1/16 inch the entire project is ruined and can't be corrected.

The next two images show the knee and strake system...

The next step of the build is planning the deck layout. Two different versions were made, so careful attention had to be centered on the doors and cabin arrangements. Changes were made in these areas and proper alignment of these features will guarantee proper spacing of windows and rails throughout the entire build. The plans are not absolute (which I learned years ago when pursuing the first HENDRICK HUDSON model). It was by far the best model ever made, but there were flaws based on the architectural drawings of those times.

With the fleet of steamboat models to my credit, I wanted to make sure this 100th model was my very best.

After mapping out the interior main deck with balsa compartments, the bass cabins are next to be addressed -followed by the chock, kevel, cleat and rail systems. This now present the build for the entire model.

As I worked on the model for several weeks, I paid much attention to HENDRICK HUDSON's superstructure and the international flags that graced her staffs over the hurricane deck. I and the Collector discussed this in length -and basically used the references he provided, along with the notes of Mr.Van Olcott (formerly of Princeton, New Jersey) and Herman Boyle (formerly of Kingston, New York). Both were knowledgeable concerning the Day Line and both had references that helped get the accuracy of the flags in correct order.

From photos, only ten cultures were celebrated in the Hudson Valley; but the vessel only carried eight staffs -so the two remaining flags were probably rotated at different occasions. However, the legacy of the Hudson River Day Line was that it supported all peoples of the valley, regardless of heritage.

Photo of HENDRICK HUDSON steaming past Coxsackie flying the international flags circa 1912. This was printed from a glass plate by Herman Boyle c.1983

Another view of the balsa compartments...

This photo image show the compartments supporting the main deck cabin area and stanchions. Everything is perfectly aligned as a result. This partial view of cabin work took approximately five full days to finish.

So not to mar the hull that has been painted and treated, I hold tissue between it and my hand while carefully cutting away excess paper that enclose the cabin acetate windows. The paper covering is layered for each deck so that the windows are shown to perfection without dust or debris. Since sliding doors are usually open, these are lightly taped while I finish the cabin(s)...The tape is removed after the deck is completed -working this process with each deck application.

Stern main deck cabins being painted while the paper covering is turned back for adding the acetate windows. The balsa compartments and inner stanchions are painted a deep grey so to obstruct any viewing of adhesion around the windows. Sliding doors are then placed, followed by cabin painting to also divert attention to the interior windows. Finally the paper covering is glued to the cabins for easier placement of the saloon deck.

Port profile showing the sleek and graceful lines of Day Line steamer HENDRICK HUDSON. This work in progress photo salute all the writings concerning this vessel. She was, in fact, beautiful and was a luxury to river travel at a cost of nearly one million dollars at the time of her build. She had an advertised length of over 400 feet and was licensed to carry 5,500 passengers.

Art was commissioned for interior decoration. Murals depicting Henry Hudson's HALF MOON, Washington Irving's home, the Senate House at Kingston, and the Capitol at Albany were part of the interior displays. She was, in fact, New York's finest Dayliner.

This port bow view shows the steady progress of construction. There is much more to reveal in Part Two of this build; that along with exceptional detail to follow. All my models (past and present) are uniquely one of a kind. They are worth viewing ; if not for the beauty then for the detail.

The Hudson Valley has many hidden gems, especially the steamboat models which is available to any discerning collector.

Commissioned 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 contact please email: Caseships@yahoo.com or call 1-774-757-7137 for details. To view my work and credentials please visit https://www.linkedin.com/in/rexstewart and https://youtube.com/c/RexStewartoriginals

Thank you for viewing!

FRANCIS SKIDDY c.1852 - A Hudson River Legacy...Part Two/ Rex Stewart

2019-03-20T19:43:00.002-04:00

Starboard bow profile highlighting the Union and American flags as
they appeared on the FRANCIS SKIDDY during her maiden voyage
that summer of 1852.

My work has always been regarded by many notables for being historically accurate; particularly those steamboats that operated throughout New England and the much-heralded Hudson River Valley. In my line of work, I feature this prolific model that I modified from plans originally drafted in 1985.

This second part series focus on both the build and the vicinity where the collector of this model resides. There's no question he has amassed some of the most accurate steamboat models in the Hudson Valley today. But what strikes me as 'intriguing' is his timing in acquiring them and his effectiveness in showcasing quality pieces that many New York State museums don't have in their collections.

As a native New Yorker, born and raised in Albany, New York, I was fortunate to become part of the maritime fabric relative to both Hendrick Hudson's HALF MOON design and the steamboats that operated on the Hudson River. In both genres I realized I had the opportunity to explore and expand my research -associating with those who had strong and affluent ties to the river. Over the years, because of this association, I became connected to various towns and cities up and down this waterway -with Newburgh being the latest discovery to the list.

Plan modifications revised in red ink for those highlighted areas concerning the
hogframes, smokestacks and trusses. Also modified were boilers from photos I
used relative to the Kingston steamboat THOMAS CORNELL.

.

Close-up view featuring opened sliding door (starboard) at saloon cabin
with rigged lifeboat...Inside, I made custom patterned carpeting to simulate
a detail commonly featured on these vessels during those times.

Much talk traveled on the river from New York City to Albany, New York during the 1840s about a massive steamboat that would soon join the fleet of heralded steamers operating on the Hudson. Many businessmen, and mariner alike, were contemplating this vessel. It would be the first of its kind anywhere.

At the shipyard of George Collyer in New York City, the keel was laid in 1850 for the large dayboat. The following year, under the scrutiny of draftsmen, businessmen and investors, the wood hull and superstructure began to take form...FRANCIS SKIDDY was now becoming a reality.

In this photo the author carefully inspects the detail about the paddlebox
which include the miniature mural painting of the Hudson Highlands.

FRANCIS SKIDDY began trips in June of 1852. She was a steamboat of meticulous design and grandeur -the largest and finest vessel of the period. By all standards she was considered the zenith of steamboat architecture and the first four-stacker to make such an appearance. Her cabins were spacious -being finished in polished mahogany for which steamboats of this era was noted. The main cabin was in the hull, extending the entire length; and dining tables were made to seat 500 people.

Aside from these accommodations, FRANCIS SKIDDY was a dayboat which meant speed was a dire factor for her success. She made good on her performance between New York City and Albany by arriving at six landings on the 146 mile route in a record 7 1/2 hours. Her travel started from New York in the morning to Albany -returning back to the city at night.

Starboard deck overview show completion of hogframe, tierod and smokestack
piping systems...Also on this deck between the paddleboxes, a small portion
of the roof is left unpainted. This area will house the A frame that will
support the walking beam engine and its various pistons and crankshaft.

The author's detailed replica of the FRANCIS SKIDDY walking beam
engine based on the plans provided by the late Everett C. Britz. He was a
New York businessman and avid collector of steamboat memorabilia. The
plans for this engine were drafted by the students of Rensselaer Polytechnic
Institute when the SKIDDY was docked at Troy, New York as a nightboat.
Mr. Britz served on R.P.I.'s college board during the 1980s and remained
a serious collector of my models; one, being this piece he commissioned
in 1987.

Those who witnessed this awesome steamboat, whether shoreline or in river passing attested the fact that she was very spacious and a fine craft in artistry. Her performance was first rate as a large vessel. She was wide and long. Her length was 322 feet and she carried a hull beam of 38 feet. Her depth of hold was 10 feet and 4 inches while her water draft was listed as 5 feet 6 inches.The large vertical beam engine she housed was built by James Cunningham and Co. Her four impressive boilers and 40 foot paddlewheels which carried 24 buckets to each wheel were built by John F. Rodman out of New York City.

For a period of three years FRANCIS SKIDDY operated as a dayboat, being celebrated by artists and writers, alike. She was a favorite to the general public. However, her career was short-lived, as she was removed from service and greatly altered to become a nightboat. Instead of Albany being her upstate port, she was docked further north at Troy, running at different periods with the steamboats COMMODORE, HENDRICK HUDSON, RIP VAN WINKLE and C. VANDERBILT.

On the night of November 5, 1864 while travelling southbound, she ran ashore at Staatsburgh and sunk. The hull was later broken up and the engine was placed in the new steamboat DEAN RICHMOND which docked at Albany.

Here, we have a history concerning one of the great steamboats of Hudson River lore, but equally exciting, we now have accurate models that depict how these vessels appeared in their heyday of service. The remaining data of my contribution to this history is not to rewrite what was already written; but rather take the history of these vessels to another area that has rarely been touched. That area are these one of a kind replicas which have rarely been seen in the collectibles market.

View of the hurricane deck from port stern as the model progress.

Another port view from the stern showing the interesting and symmetrical designs which was typical for many large steamers of the day; especially the tie rod and cable patterns about the hog frames, stacks and masts.

Closeup detail of the stack, flags and cables...

Finding the detail work satisfactory in both construction and finish of the

hurricane deck, I proceeded to work on the miniature lifeboats (to scale)

from a solid piece of pine -using my custom templates to assist. Notice the

miniature oars on top of the Kennedy half dollar.

My next approach was the pilothouse, but only after inspecting and evaluating
the saloon deck details. As with all the superstructure, carving panels around the
windows was painstakingly time consuming. Most challenging was to avoid
cutting too deep into the wood -as this would cause paint to seep into the crevice
and mar the simulated windows.

Detail close-up of finished pilothouse...

The next step of the build would now be the walking beam engine which would
be the final finish to the project -and one which is most tedious due to all the small
pieces required to make it. Here, I re-work the plans so that the positioning of the
engine is accurate. And since it will be entirely of wood no error can be made.

Shown is the work in progress of the A frame and completed engine.

The beginning process showing the finished steam valve system and the early build of the

cylinder piston rods for the engine.

The A frame takes form...

Port view close up of finished walking beam engine.

Deck view of beam engine from starboard. The complete build of this intricate work

took approximately five days.

Head-on bow view showing the beauty and sleekness of steamboat FRANCIS SKIDDY during her first appearance in 1852. One could only imagine what people saw when she arrived and departed from those landings.

Another head-on bow view (from starboard) of the FRANCIS SKIDDY.

Steamboat model FRANCIS SKIDDY c.1852 - port profile overview

Steamboat model FRANCIS SKIDDY c.1852 - starboard profile overview

As I'm about to come to a close, I reflect on how many have supported my work over the years. I have been very fortunate to meet outstanding individuals who have given me the best of their hospitality, friendships, and references. My gift to them (and others) have been to pay it forward by remaining in this genre. Again, I've said it many years ago; and I continue to say it "that we are not islands, but people who need each other for the betterment of one another." So is the case here.

There are a few more images to post, but I must give a thumbs up to Newburgh, New York and the stellar hospitality I have received from the collector who commissioned these works. A thumbs up to those from that area who provided great service to us at their waterfront restaurants. To the law enforcement officer that assisted my personal and professional pursuits via social media; and lastly, to several historians who unselfishly shared their expertise on the city and region relative to it's maritime and citizens. This has been a great 40 year journey... Not just with commissions, but in the projection of knowing we have a Society that still appreciate history -at all levels and all genres, especially the maritime.

Now to close with the remaining images...

Francis Skiddy painting dated 1859 by noted maritime artist James Bard.

Many of my steamboat models were fashioned around what available paintings

were attainable to assist my blueprints. Because of my drafting skills (which I

developed as a teenager), former curators and antique dealers considered

such plans to be the most accurate and the best in New York State.

Port profile based on the above image of the 1859 Bard painting.

Starboard profile (in reverse) based on the James Bard painting.

A view looking south through the northern gateway of the Hudson Highlands from the waterfront pier at Newburgh, New York. The pier which runs along the revitalized commercial area of the city, has a unique array of restaurants that host fine food and people. It bustles year round -as this photo was taken by our daughter, Rexavia, during a brisk late morning in January. We were there to deliver the steamboat model to the Collector.

The Hudson Highlands is the feature painted on the paddleboxes of famed steamboat FRANCIS SKIDDY. This location of waterfront accommodated the citizens with both ferry and steamboat service of which the SKIDDY was one of them.

Window view from the Collector's home showing the town and hills of Beacon,

New York. With the beautiful steamboat paintings he has to accent the models, this

view is honorable.

Library Parlor...

Here, in between the sitting area are featured two prolific steamboats I built while residing in New England. On the east bookcase sits the renowned steamboat ALBANY as she appeared when first built; and on the west case the MARY POWELL is featured -also in her original livery... Throughout his home, these thoroughly researched (and carefully planned) models accent areas where the visitor will follow the history of Hudson River steamboating from its early years to its final closure with ALEXANDER HAMILTON.

Midship view details from starboard...

With each commissioned model, I'm always asked to provide a custom case. Usually, my cases are made with simplicity. The case should never be so attractive that it 'fights' with the model. The case is there to protect it and keep the model as the 'showcase'...As a result of this principle, my clients have chosen to work with me -and their colleagues work with me because they view the model and lose themselves in the details...as it should be.

When custom making my cases, I also produce my own stains...something I learned while exhibiting in the antique venues at Brimfield, MA years ago. My work is contemporary, but much of it carry the 'antique' flair which accent a unique blend of presentation which is "traditional -contemporary". My models fit into this category, along with my sculptures. Also, many of my past work carry handscripted wooden plaques as shown in this image.

This concludes the blog on FRANCIS SKIDDY. I appreciate my viewers and look forward to presenting more subject matter on those prolific steamboats that ran on our Hudson River. Again, I relish the fact that I can still produce them in my maturity...thanking all of you for being part of the legacy.

Commissioned 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 please email Caseships@yahoo.com or call 1-774-757-7137 for details.

To view my work and credentials please visit https://youtube.com/c/RexStewartoriginals

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

Thank you for viewing!

FRANCIS SKIDDY c.1852 - A Hudson River Legacy...Part One/ Rex Stewart

2019-01-29T16:51:00.002-05:00

Port stern view showing the intricate details of FRANCIS SKIDDY as
she appeared on the Hudson River when first built in 1852.

Since my last model build of FRANCIS SKIDDY some 30 years ago, I never imagined re-evaluating my work until a collector in the Newburgh area of the Mid-Hudson Valley communicated with me concerning the establishment of a collective body of work involving steamboats from 1830 to 1971. The steamboat of that latter period I make mention of was the last American side wheeler, ALEXANDER HAMILTON which ran on the Hudson River that summer (1971) from New York City to Bear Mountain -closing out its final excursion that year.

Although I would like to continue with the details of these other models, the focal point is FRANCIS SKIDDY. An earlier blog was written on her eight years ago which, at that time, was considered to be one of the most accurate models of the vessel to present day...However, after pouring over more data I came to discover that more details were evident for a finer, more exclusive model.

Here, in these images, I give some methods of my approach to the medium. Steamboats, particularly those that commuted in the Northeast Corridor of America, has been my niche for over 40 years. Now, I begin this blog in a two-part presentation to show my viewers how I work to achieve this level of build.

This image shows the early plan I created (c.1985) when coming into my own as a
artist/craftsman in the maritime... In this photo I am revising details which were dis-
covered while pouring over vintage photos depicting river steamboats docked
at various ports along the Hudson. After carefully study, I was able to change many
details and reconfigure many features to support my findings.

This 1859 painting by James Bard (a noted artist of Hudson River steamboats), was the basis for my earlier model(s). However, the unintentional flaw I made was dating the earlier models as being the first appearance in that year -confusing her conversion into a nightboat which occurred in 1855.

With the correct scale measurements I now proceed to transfer the data of my
templates unto the wood. For all my models the choice of pine has been the
signature. It has been (for many years) an easy wood to work with and I've been
able to hone in to its properties -achieving attractive contours both at the bow
and stern.

Carefully chiseling the contours to prevent accidental splitting.

Sanding hull to fine finish before applying decking and furniture.

Carefully carved paddlewheels are temporarily fitted to invite the overlay of
the upper deck for proper location of the paddleboxes. Measurements are very
tedious and time consuming. An eighth of an inch either way in positioning can
ruin an entire project.

Port profile view of main deck layout -which is the foundation (or cornerstone) for quality steamboat models. Everything must align perfectly...and the deck sheer should show no buckling or warping...just a nice sweep from bow to stern.

With hull, waterline and paddlewheels painted...my next approach are the bulkheads, rails and after cabins. Paddleboxes become an immediate second to encourage the build's direction.

Port bow overview show penciled outlines for housing layout between the paddleboxes and smokestacks. Also shown are the railing, spar and kingpost arrangements.

Custom painting a miniature mural of the Hudson Highlands which was carried on the
paddleboxes of the dayboat FRANCIS SKIDDY during her inaugural run in 1852.

Paddlebox mural is shown before work resumes on saloon deck features.

Starboard view showing main deck after cabins in progress...

Hand carving the stanchion posts for both the deck and rail systems.This type work makes the build worthwhile -and lends to enjoyable viewing for the endless stream of clientele.

Detailed view of finished stanchions after carving...

Interior closeup showing main deck after cabin carpeted floors.

Port stern profile overview of the FRANCIS SKIDDY tie rod-king post system. Much of it had to be revised with this current build -based on relocating deck furniture on both the saloon and hurricane deck.

Finally...the revised plan that brought a significant change to a already accurate model. In 'PartTwo' I will go into further detail of how I found these new discoveries.

The HudsonRiver is a beautiful waterway that once carried steamboats of the same elegance.FRANCIS SKIDDY was one of them - now sitting in a prolific Newburgh Collection among the legends of other New York steamboat miniatures. I am honored to be a part of this historical event and can only hope that the Collection, as I know it, will remain intact for future generations.

Commissioned 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 more information about my line of work contact me at: Caseships@yahoo.com or call 1-774-757-7137. For my credentials and work please visit https://www.linkedin.com/in/rexstewart and https://youtube.com/c/RexStewartoriginals.

Thank you for viewing!

Corporate Steamboat Models Today - Rex Stewart

2015-07-26T17:52:00.001-04:00

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!

Cayuga Lake Steamboat FRONTENAC -The Model, Rex Stewart

2014-04-27T17:16:00.004-04:00

Profile plan drawing of Cayuga Lake steamboat FRONTENAC as she appeared in 1878.
Research and drawing by author Rex Stewart.

Simplicity and lines...Lines and simplicity. All the makings of research and design which finally conclude the making of a prolific steamboat model. FRONTENAC had become an inspirational project for research and build as I explored the sidewheel types that operated beyond the Hudson Valley.

As I investigated this vessel, it was apparent that she was a steamer of note. And yet, as such, I pondered my thoughts as to why no model existed. New York had its great fleet of steamboats beyond the Hudson River. To the north, in and around the Adirondacks, walking beam and inclined engined vessels operated on Lake George and Lake Champlain. To the west and northwest of the State, such graced the mighty Saint Lawrence River and the scenic Finger Lakes. They were beautiful, simple in design, and carried a legacy that became notable...even in tragedy. Such a vessel of note was the steamer FRONTENAC.

Scene depicts steamer FRONTENAC about to make a commuter run on Cayuga

Lake late 19th century.

The Industrial Age was the beginning of many inventions large and small in the American culture. It was an era that helped grow and expand the Country toward the 20th century with machine innovation. Steamboats were part of the travel innovation, replacing horse and buggy before the advent of the train and automobile. In the summer of 1820, passengers scheduled to ride stagecoach from Ithaca to Geneva, opted to board a steamboat for the lake's first voyage on the paddlewheeler ENTERPRISE. Fifty years later FRONTENAC became the popular boat.

FRONTENAC was built in 1870 bt T.D. Wilcox of Ithaca, New York at a cost of $50,000. She was a walking-beam sidewheeler with dimensions of 135 feet on the keel and had a hull beam of 22 feet. Her commuter capacity was 350 passengers.

Four years after the passing of T.D. Wilcox, his family heirs sold the business interest to the Cayuga Lake Transportation Company. In 1902, the steamboat and company was sold to Captain Melvin T. Brown of Syracuse. He, inturn, rebuilt parts of the superstructure and replaced the engine with new boilers five years later. It was at that time FRONTENAC encountered her fate after successfully servicing the lake in her 30 year span.

              Model detail showing starboard midship view of FRONTENAC. Colorscheme based
              on the 19th century maritime paintings of Antonio Jacobsen and the Bard Brothers.

On the morning of July 27th, 1907 FRONTENAC raced south to meet the northbound MOHAWK to exchange passengers that would have originally went southbound on MOHAWK. After the exchange the sidewheeler returned back north with her 60 passengers, most being women and children. While heading toward Union Springs, rough waters and gale-like winds prevented the steamer to land at both docks in Aurora and Levanna which were located at the widest part of the lake.

Onboard the vessel certain family members noticed smoke coming from the Captain's pilot house and alerted others onboard. On shore many witnessed the steamer catching fire and men from the shore raced out to rescue the passengers and crew. Captain Brown's quick thinking brought the boat near Farley's Point to beach on a sandbar called Dill's Cove.

Port stern profile of steamer Frontenac

Heavy waves made it difficult for the men to rescue all. In the final event, seven were loss. The incident spread throughout New York and new laws and regulations were passed. As for steamboat travel on Cayuga Lake, the tragedy brought many to move away from it and the business declined with FRONTENAC never being rebuilt. But in the end, many had fond memories of this prolific steamboat and I'm fortunate to have researched and build the first accurate model of this legend.

Finger Lakes steamboat FRONTENAC the completed model, built at 1/8 scale.

This was a good build and a very attractive model of note. The time of this build was a month. This and other period steamboat models can be researched and commissioned by contacting Caseships@yahoo.com or calling 1-774-757-7137. More information can be obtained by visiting http://www.artfixdaily.com/blogs/index/Steamboat_Models_-The_Rare_Investment and https://www.linkedin.com/in/rexstewart

Researching HIGHLANDER c.1835 - The Model/ Rex Stewart

2012-05-29T17:04:00.000-04:00

           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.

Building the towboat AMERICA c.1853 / A Maritime Collectible

2012-03-18T17:06:00.001-04:00

Towboat AMERICA, New York c.1852 - James Bard. Collection of the
Albany Institute of History and Art c.1982

The Hudson River has been the subject of great admiration for many decades, both for its reminenscent beauty and prolific history. From Native-Americans to European Industrialists, the river has accumulated a notable wealth not matched. Historical accounts, especially from foreign dignitaries have attested of the river's beauty and pictureques towns along the shoreline.

With this stretch of water from New York City to Troy, New York, there came an invention of the steamboat monopoly. It was first tested in the southern tier of the United States , but its first successful run was on the Hudson River with the famed CLERMONT -built by Robert Fulton in 1807. From that day onward the river soon became a busy waterway for all types of
commercial craft, large and small.

One type of vessel entering this water highway was the sidewheel towboat. These magnificent machines would prove worthy in the annals of American maritime. The AMERICA was a steamboat that was built strictly for towing. Most steamboats of her time were passenger steamers converted into tow steamers , but AMERICA was one of several built exclusively for this type of service. She was a massive sidewheeler and ranked as the third largest tow to appear on the Hudson River in 1852.

Profile plan of Hudson River towboat AMERICA c.1852, as researched and drawn by
maritime artist, historian and craftsman Rex Stewart c.1987

I admired James Bard painting of AMERICA that hung in the East Wing of the Albany Institute of History and Art during my tenure as an art student. It was this painting which inspired my research, twenty years later, to develop a rare set of one-of-a-kind plans on the famous towboat.

What made AMERICA so special to research and build was that she was commissioned, built and owned by an American man of color in an age when the country was moving toward Civil War and racial division. It was unheard of in those times for any man of this background to own a commercial steamboat monopoly such as the one owned and operated by Samuel B. Schuyler out of Albany, New York. Even today, some 120 years later, it's unheard of in America's maritime that a contemporary man of color is designing and building unique one-of-a-kind steamboats of America's past. Yet, it's these events that has motivated my ability to grasp and comprehend the American steamboat in minute detail as never before.

Mr. Schuyler who captained steamboats, before opening his business which he called the Schuyler Line, remained pliant to the needs of the communities which he served. He was well respected among his peers and celebrated by steamboatmen up and down the Hudson Valley, especially when his successful towing business ran in unison with the two other companies in the area which was the Austin Line and the Betts Line.

Samuel B. Schuyler's steamboat stock share c.1873 - Schuyler Towing Line

AMERICA was built in 1852 at Brooklyn, New York. At 212' feet she was one of the largest tows to service the Albany-New York City route. Not only was she a large vessel, but she was heralded for her Herculean power and beautiful lines.

Building this rare scale replica was a test of both skill and ingenuity. No such plans were existant in the Hudson Valley -or in the entire State of New York. Sixty years prior, a prolific modelbuilder named Forrest Van Loon Ryder made the same claim when his models appeared during the late '50s - early '60s. And though his steamboats were limited in detail, he became the respected forerunner of his day. Since then, with painstaking research and countless hours, bringing together details that have been overlooked for decades, I have been fortunate to develop a body of works that has not been rivalled. I felt it was important to
research and build (from my own plans) the steamboat as it actually appeared for the period; the towboat AMERICA being one of them.

       Maritime artist and craftsman/historian Rex Stewart working on one of his signature
       steamboat models, the Hudson River sidewheel towboat AMERICA c.1853. Here, he
       carefully rigs the American flag to the rail.

AMERICA's fanciful paddleboxes and prolific hogframe system made her the steamboat to model. Furthermore, in my arsenal of steamboats, she made for a handsome nautical accent for those owning or had desired to own river-related memorabilia.

Many hours went into designing her rare and distinctive plans, based on the James Bard painting of 1852 and a later photo which showed her 1875 appearance from an old glass negative of my late friend, Herman Boyle. Those references proved invaluable and priceless to my research -as well as her dimensional data from the publication Marine Engineering.

         Towboat AMERICA's walking beam marine engine. Made entirely of wood, approxi-
         mately 154 pieces make up this detailed miniature. These models are museum
         collector pieces and are well respected in the maritime steamboat community.

It took approximately a week to research, scale and finish the plans; and one month to complete the 1/8" = 1' build. This type model is the first ever to come on the circuit as a Hudson River steamboat collectible and has been a favorite among this genre of enthusiasts.
The supporting photos shows the beauty and size of this once famous 'work horse'. Her accurate appearance of 1853. Her career ended in 1902 when she was broken up at Perth Amboy, New Jersey.

Port View -River Towsteamer AMERICA c.1853, Rex Stewart

Port Overview Detail -AMERICA c.1853 , Wood Model

Starboard View of Hudson River Towboat AMERICA c.1853

Commissioned 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 contact me at: Caseships@yahoo.com or call 1-774-757-7137 for details.

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

Thank you for viewing!

MARY POWELL c.1861 - a rare model / Part 2/ Rex Stewart

2012-01-31T04:41:00.000-05:00

Sidewheeler MARY POWELL docked at Rondour Creek, N.Y. c.1887

Collectible and rare, the MARY POWELL is one of the most prolific steamboat models to date. No other model has been sought after on a collector scale of northeastern vessels than that of the MARY POWELL. My history and experience with this subject has been time-tested to bring awareness to collectors and the shipmodel community that this particular steamboat is the gem of the Northeast and New York's Hudson River.

One of the most informative picture books published by Howell-North Books in
California during the 1970s, it detailed the history of this famous steamer.

Models of MARY POWELL had made their appearance in 1959 when Forrest Van Loon Ryder started building them. These models are in several notable collections today. There were other riverboat models that Van Loon built, but nothing so articulate as the MARY POWELL. It was thought that his version would be the only in existance, but it became apparent that a more thoroughly researched model would surface twenty years later.

My first encounter with the model began while studying at the Albany Institute of History and Art as a youth. As I developed my draftsman skills and advanced as a pencillist, I began studying blueprints from model kits I bought from money made as a paper carrier for the Albany Times Union. Those experiences, along with studying the clipper ship model at the local Boy's Club, guided me into the genre of the American steamboat...with my first model of MARY POWELL being built that September of 1980.

The 1980 model was commissioned by Albany International when the Albany Institute of History and Art declined selling the Van Loon Ryder version to the corporation. In fact, the model was chosen by New York's First Lady as part of the Governor's Mansion decor during their tenure. Soon thereafter, several models were built at my Knox Street studio. Then finally, 32 years later, a collector who was familiar with my steamboat line ( from media sources), negotiated a rare model of "the Queen". He wanted her researched and constructed as she first appeared in 1861.

                Maritime artist and modelshipbuilder Rex Stewart at his New England studio
              drafting the first-ever 1861 profile version of steamboat MARY POWELL.

To begin the process I needed a point of reference. Her varied dimensions were off by several feet; but overall, I was able to achieve accurate measurements by keeping them neutral. The point of reference that I applied for scaling the profile was the Andrew Fletcher blueprint of MARY POWELL's vertical beam engine. The profile was designed around the drawing which enabled me to acquire the correct scale. This, in part, coupled with the Endicott lithos and James Bard painting, helped to get an accurate rendition of the vessel's original appearance.

Bard painting of 1861 shows MARY POWELL as she originally appeared
on the river.

Profile plan at 3/32" = 1' scale of MARY POWELL c.1861 by author Rex Stewart

          Shown in this photo is the hull and joiner work of the knees and strakes beneath
          the guards. In this process the deck portion of the hull must be properly planed
          for the superstructure to align properly.

         Rear cabins are the most challenging part of the build. These must curve and bend
        smoothly to align properly with the main deck so that the Saloon Deck (above) can
        be flush for handling the Hurricane Deck. The rail detail would be the final application
        around the cabins on these decks.

              MARY POWELL shown at a further stage of build with stanchions, rails and
            cabins in place. At 3/32" Scale, this is tedious work -and the stanchion posts,
            though fragile, must be shaved to scale and strong enough to handle the next
            deck without damage. To address this, basswood strips are carefully glued
            between the spacing to serve as miniature beams.

              MARY POWELL's bow was graceful and swan-like. Her double red pinstripes
            on the hull beneath the guards were a unique feature that made her appearance
            quite elegant to the river commuters of her day. No other Hudson River steamer
            carried this -double pinstripes.

             Further along in the build, shown are all the decks and the stern superstructure.
           Cabins, stanchion posts, railings and spars all come together to bring about the
           image that made MARY POWELL a legend...as well as an object of beauty.

           The completed model showing MARY POWELL's amidship detail. This view
           shows the meticulous superstructure of the Hudson River "Queen" from walking
           beam down to her painted paddlewheels. The small donkey boiler behind the
           paddlebox was a tedious application and a unique feature that placed the steam-
           boat in a class of her own.

Steamboat MARY POWELL c.1861, 3/32' scale wood model - Rex Stewart

                Hudson River steamboat MARY POWELL, the final completion. Based upon
              the references of both James Bard painting and the Endicott prints, along with
              writings of various authors and historians, this model is considered to be the
              only model produced in the State of New York -showing her original appearance as "the Queen of the Hudson" when entering service in 1861.

              I am thankful to The Lord for granting me this opportunity to be the first artist to
              design her plans -and the first to construct her early appearance.

For more information concerning commissioned work for any and all Hudson River steamboats, email me at: Caseships@yahoo.com or call 1-774-757-7137 for details. These are museum quality fine models. One of a kind pieces that accurately define the vessel as it appeared at any given time in its career.

Also for the discerning collector, my works and credentials are found here at https://youtube.com/c/RexStewartoriginals and https://www.linkedin.com/in/rexstewart.

Thanks for viewing!

MARY POWELL c.1861 - a rare model / Part 1/ Rex Stewart

2012-01-29T15:32:00.000-05:00

MARY POWELL, in her 1880-81 overhaul appearance, is shown steaming north-
bound to her Rondout homeport. The New York skyline is behind her.

The WAR of 1812 and the Civil War were American battles that were uniquely connected by the family of Mary Ludlow Powell. And with this connection were two famous vessels, the first (War of 1812) began with Ms. Ludlow's history when her eldest brother, Robert Ludlow, was assigned to the American frigate CONSTITUTION which fought and defeated the British frigate JAVA that December. Her other brother, Augustus Ludlow, was on the CHESAPEAKE serving as First Lieutenant when the ship engaged H.M.S. SHANNON off Boston on June 1, 1813.

             The author's CONSTITUTION GUNDECK showing the gunner's braced to fire
            with the first lieutenant giving the order. Robert Ludlow could be one of those men
            at the cannon.

After the war, Mary married a prominent businessman named Thomas Powell who established a steamboat line in 1835. The business lasted ten years and was transferred to the Anderson and Romer Families due to fierce steamboat competition in the Hudson Valley.

Steamboats were now being acquired by different firms and there was need for fast and swift boats. In 1860 a celebrated New York-Albany dayboat entered the river and gained prominence after she raced and beat ARMENIA. That steamboat was the DANIEL DREW.

Captain Anderson, viweing this powerful steamer as she passed his Kingston dock, knew it was time to upgrade and build a new boat that would eventually be the talk of the entire valley. That vessel would be the inevitable MARY POWELL dubbed "Queen of the Hudson".

She became the heart of American folklore as she plied the Hudson, and was heralded both in the Northeast and across the Atlantic. For 55 years she commuted on the river and touched at every port-of-call. She was beautiful as she was fast, surpassing many records of her contemporaries with no loss of life. She ran her last trip in 1920.

Work-in-progress of MARY POWELL showing her rare original configuration
of 1861. No current models exist of her in this state. Author, Rex Stewart

The MARY POWELL model is highly sought after in the collectible market today. In my experience as historian/modelmaker, I discovered this subject matter exhibited in many places of renown both in the state of New York and abroad. I first discovered the steamboat model while attending art classes at the Albany Institute of History and Art as a youth. I was awed and fascinated with the overall detail the MARY POWELL carried. At every opportunity I went to the Museum to study its configurations and faithfully sketched the details; only to file them away for future reference.

Some twenty five years later I received a commission from a local corporation to build MARY POWELL for the President's Room at Albany International. That build granted me access to the entire Hudson River Valley via media.

                Author's model of MARY POWELL in the President's Room of Albany
                 International c.1980.

It wasn't long thereafter that prominent businessmen and women in both the area and region recognized I was the premiere builder of the Northeast steamboat; inpartricular, the Hudson River types. These affluent individuals were now converted collectors.

Bankers, lawyers, curators, corporate ceos. Physicians, publishers, antique dealers and families of the steamboat lineage collected them. There were others -too many to mention. But it was the media that magnified this genre to new and interesting circles, placing it in a class of its own from that time to 'today'.

           Albany artist Rex Stewart appearing on the popular television show "City-Closeup"
          discussing, in part, his prominence as the Hudson valley's premiere modelmaker of
          steamboats.

Today, there exist MARY POWELL models which are both antique and contemporary. Few are accurate -but overall, nice presentations of the "Queen". Several are at museums in New York State and one is at the Smithsonian in Washington, DC. At the time of this writing I learned that a model of POWELL's vertical beam engine is at the Mystic Seaport Museum in Connecticut, a place where I exhibited for two decades.

For years I have studied and built this prolific model for clients, but only as she appeared in 1887. However, in my research, I found no models existing of her as she originally appeared. Finally, a collector in the Lower Hudson Valley contacted me and negotiated her 1861 build.

Profile plan of the original MARY POWELL c.1861 by maritime artist Rex Stewart

MARY POWELL displayed at the collector's estate in Newburgh, New York

Commissioned 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 more information contact me at: Caseships@yahoo.com or call 1-774-757-7137 for details.

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

Thank you for viewing!

Steamboat Model MARY POWELL c.1887 -The History and Build/ Rex Stewart

2011-12-08T17:21:00.000-05:00

Few models exist on the renowned sidewheeler MARY POWELL. Some have been produced with minute detail while others varied in levels of craftsmanship and quality. But no matter how the steamboat has been presented over the years, MARY POWELL remain to be, nationally and internationally, one of the most favorite builder subjects today.

MARY POWELL was built at the onset of the Civil War. She was launched in 1861 at the request of Captain Absalom Anderson who, prior to the "M.P.", commanded the THOMAS POWELL -a swift sidewheeler known to many as the "Swan of the Hudson."

Steamer MARY POWELL docked at Rondout Creek, New York c.1887

Thomas Powell was a prominent citizen of the village of Newburgh, NY located 60 miles north of New York City on the west bank of the Hudson River. The firm of T. Powell and Company composed of Powell and Captains Samuel Johnson and Robert Wardrop who established a steamboat line in 1835 which lasted ten years. Upon dissolving the line, Powell kept the steamboat HIGHLANDER and went into partnership with his son-in-law, Homer Ramsdell.
In 1846, Powell and Ramsdell brought out the new THOMAS POWELL for day service between Newburgh and New York City. She ran in line with HIGHLANDER and two years later, because of fierce competition, Powell and Ramsdell sold their interests to the Anderson and Romer families. As steamboats were being acquired by different firms along the Hudson, there was a need for fast and reliable boats. A new steamboat came to the river in 1860 named the DANIEL DREW, a celebrated New York-Albany dayboat that gained reputation on the Hudson when she raced and beat the ARMENIA of river fame.

Captain Anderson, viewing the swift DANIEL DREW as she daily passed his Rondout dock, knew that it was time to upgrade and build a new steamboat that would be the talk of the entire Hudson Valley for next six decades. The sidewheeler would be the inevitable "Queen of the Hudson". The name being the MARY POWELL. Anderson's goal was to have a vessel that would outdo every Hudson River steamboat known. He made it clear to the builders that the vessel had to make better time than his THOMAS POWELL -and that a heavy forfeiture of the contract would be in place if that recommendation failed. When the Allison Shipyard in Jersey City, N.J. completed MARY POWELL, she measured 267 feet in length, with a beam of 34.5 feet and depth of hold at 9.2 feet. Her tonnage was 819.

Because of Captain Anderson's steamboat ties in the area, and his highest respect for Thomas Powell, it was only fitting to name his vessel after Powell's wife whom, in her own right, had ties of historical proportions in the maritime.

Mary Ludlow Powell established a firm maritime history in addition to being the widow of Thomas Powell. Her eldest brother entered the United States Navy as a midshipman in 1795 and rose to the rank of captain. Mary's next eldest, Robert Ludlow, had been assigned to the U.S.F. CONSTITUTION and was aboard when "Old Ironsides" encountered and captured H.M.S. JAVA in December, 1812. The best-known brother, Augustus C. Ludlow, was James Lawrence's first lieutenant on the CHESAPEAKE in the engagement with H.M.S. SHANNON off Boston on June 1, 1813. It was in this battle that the mortally wounded Lawrence gave the vain command, "Don't give up the ship!"

War of 1812 CONSTITUTION Battle Station, handcarved in wood by the author. This

representation show how the men were positioned during the fight with HMS JAVA

when Mary Ludlow's brother served...Hand-carved action onboard CONSTITUTION

can be seen in this video

https://www.youtube.com/watch?v=wv0_HC0cwrM

The MARY POWELL, now on the waters of the Hudson, was now becoming the echo of river folklore. In 1867, Captain Anderson retired from the steamboat business after selling his shares of MARY POWELL to Thomas Cornell, the steamboat potentate of Rondout, N.Y. This purchase was made three years prior. For several years, as the steamboat changed ownership, it was being scrutinized for performance. Then in 1874, a young steward came aboard the vessel, the young son of retired Captain Absalom Anderson. His name was Absalom Eltinge Anderson who would, many years later, become the prolific captain of the renowned steamer.

In 1872 the MARY POWELL returned back to Captain Anderson and remained with the family until 1883 when Thomas Cornell, again, acquired her. When the successor, Jansen Anderson, the Captain's eldest son passed away, Eltinge was not looked upon as the possible choice to keep the legacy of the family business. Between the seasons of 1884 and 1885 Eltinge, determined to prove otherwise, devoted much of his time preparing a pamphlet to promote the MARY POWELL. As a result of his efforts, Captain William Cornell retired and sold his share in the vessel to Eltinge.

Portrait of the young Captain Absalom Eltinge Anderson, stmr. MARY POWELL

The MARY POWELL became the heart of steamboat folklore. For 55 years she travelled the Hudson and entered practically every port on her route. She was both beautiful and fast, having surpassed records of her contemporaries with no loss of life. She transported dignitaries and royals and accommodated renowned men and women of her day. She was a favorite at West Point and all points south of that landing. North, she was respected and won the hearts of the Albany-Troy citizens and was embraced as "The Queen" of riverboats.

In 1920 she finally ceased operations on the Hudson River and became legendary years afterward. A book about her was written by my friend and author, Donald C. Ringwald, and several years later, a descendant of the Mary Powell Family, Pauline Hending Matherson, commissioned me to build her an exacting model of the steamboat -which is in their Vermont home today.

Bard painting of MARY POWELL as she first appeared on the river c.1861

Several MARY POWELL models were built in Albany during the '80s and early '90s -and a new version is now being built in New England at my Southbridge, MA studio. This version is the famous steamboat as she first appeared on the river in 1861 and is probably the only one of its kind anywhere, to date. This will be shared with the public and maritime community in a few months. To conclude, below are images of MARY POWELL as she appeared in 1887.

Constructed entirely of wood, this project took approximately two months to build and

is considered one of the most accurate models in the Hudson River Valley.

This closeup shows the meticulous superstructure of MARY POWELL, from walking

beam engine down to her paddlewheels. Her racy hogframes were state-of-the-art; a

beautiful, graceful design that no other steamboat of her class carried. This was, in

essence, MARY POWELL the "Queen of the Hudson".

Model Steamboat ST. JOHN c.1864 / Grand nightboat of the Hudson River

2011-11-28T09:27:00.001-05:00

The great ST. JOHN idle on the Hudson River c.1864

The ST. JOHN and DREW, along with the DEAN RICHMOND, were the People's Line response to the river's ever-increasing traffic of the 1860s. The Troy-based steamboat Line
commissioned John Englis Shipyard in Brooklyn, New York to build a vessel that surpassed any contemporary steamboat of its time. The word "floating palace" became a new meaning for the massive sidewheeler ST. JOHN.

She was launched in 1863 to serve as a nightboat between New York and Albany. She was 393 feet in length, 51 feet in beam with a 10.2 feet depth of hold. Made of wood, her gross tonnage was 2645. Her engine was inherited from the large nightboat NEW WORLD, which sunk when her gallows frame collapsed and sent her walking beam crashing into her interior in 1859.

Currier and Ives print of nightboat ST. JOHN c. 19th century

Saratoga, Lake George, Lake Champlain and the Adirondacks were visited by thousands buring the decade of the 1860s. To accommodate these visitors and get them to these northern points, ST. JOHN set the course in both design and fashion for nightboats in 1863. The United States was at war with itself, but inspite of this civil unrest, citizens and foreigners continued to travel the picturesque Hudson River to enjoy those regions north of the Capital City.

The reputation of ST.JOHN was so great that newspapers heralded her beauty and size, prompting international visitors to board and admire her. The sidewheeler featured a high dome deck with staterooms on galleries. The grand staircase was carved of St. Domingo mahogany, inlaid with white holly, and double inlaid stars featured the newel posts.

Scale nightboat model of ST. JOHN exhibiting port profile. Scratchbuilt in three
wood types, it is scaled at 1/8" = 1' with an overall length of 48" inches.

ST. JOHN's first river tragedy occurred during her first year of service. On the evening of October 29, 1863 when only a few miles below Albany, New York, one of the boilers exploded with the loss of fifteen people. Her second and final disaster came when she was laid up at her winter quarters in New York City. At the foot of Canal Street, on January 24, 1885, she caught fire and was destroyed.

ST. JOHN ran on the Hudson River for 21 years, attracting a large following during her years of service. Like most notable vessels of her time, she was captured in photos, drawings, prints and paintings by some of the most prolific maritime artists of the period. In contemporary times, no true model ever existed on this famous steamboat which prompted me to research, build, and bring this image into public view as a scale model.

ST. JOHN's portside overview appearance of 1864 - Author's build

The author's plan profile of ST. JOHN's paddlebox design as it appeared
in 1863.

Although the paddlebox was a flat surface, the designers of the period produced an astonishing effect by introducing 'lines of perspective'. This particular technique gave the appearance of looking into a long colonaded room extending through the inside of the boat. The effect of perspective was heightened by painting in a tile floor of contrasting shades. Deep inside the composition a gate built up of lattice work gave out onto a painted landscape which was the envy of many interior designers of that day. Two years later the DEAN RICHMOND appeared on the river with similiar paddlebox treatment which gave a startling impression to passengers on passing boats.

This was the era of size and beauty, the 1860s. ST. JOHN was a vision for bold visionaries who took the idea from the drafting table to the shipyard -making this sidewheeler a prominent reality and one of the great legends of her day.

Starboard Profile of Hudson River nightboat ST. JOHN - Rex Stewart

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 http://www.rexstewartoriginals.com.

Hudson River Line ALBANY c.1880 -The Model / Rex Stewart

2011-11-26T07:37:00.000-05:00

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.

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 http://www.rexstewartoriginals.com.

Hudson Day Line Model PETER STUYVESANT c.1944

2011-11-22T05:48:00.002-05:00

Hudson River Day Line steamboat PETER STUYVESANT heading downriver from
Kingston, New York c.1933.

When the WASHINGTON IRVING sanked at New York Harbor June 1, 1926, no plans were made by the Hudson River Day Line to replace her. This decision came as a result of financial constraints to build a vessel of similiar size to the IRVING. However, upon vote, it was able to proceed with a smaller steamboat to serve routes in that portion of the Lower Hudson between New York and Pougkeepsie. Also, the company's vision was to expand its charter business.

PETER STUYVESANT was launched February 2, 1927, from the yard of Pusey and Jones at Wilmington, Delaware. Katharine Olcott, daughter of Day Line owner, Eben E. Olcott , sponsored and christened the vessel -giving her its name. Destined to be the last steamboat ever built for the Hudson River, she made her first round trip from New York to Newburgh on a Saturday afternoon, May 28, 1927.

PETER STUYVESANT berthed at her New York Day Line Pier c.1951

The PETER STUYVESANT was designed by J.W. Millard and Brother. Combining normal maritime requirements, with added ammenities, she was attractive to organizations wanting charters for various outings. On the second deck was a bandstand, positioned behind the smokestack wall and the cabin, from there, extended further aft to establish a dance floor. Also, tables could be placed in this room to provide extra dining space away from the regular dining area so that sizable groups could be served.

On the third deck, the carpeted saloon was slightly raised so that passengers could view the scenic river without the obstruction from those on the outside. Also arranged on either side of the saloon were eight parlors.

Port profile work-in-progress view of the 1:160 scale model of PETER STUYVESANT.
The Saloon Deck is being worked on.

Steel-hulled, she was propellor driven with a single screw. Her measurements were 269 ft. with a 60 ft. beam and a draft of 13 ft.5 inches. She was supplied with steam by four Babcock and Wilcox oil-fired, water-tube boilers.

In September 1932, as a result of the Depression, the Day Line made operational changes to employ PETER STUYVESANT, parttime on the New York-Albany run. Between the seasons of 1948 and '49, the Line was acquired by new owners who maintained regular service up the river as far as Poughkeepsie. In 1955, due to financial constraints, only two steamboats operated on the Hudson: ALEXANDER HAMILTON and PETER STUYVESANT.

Following the season of 1962, ownership changed and the vessels were purchased by New York's Circle Line. In 1963 PETER STUYVESANT was no longer placed in commission and was later acquired by Anthony Athanas, proprieter of a Boston waterfront restaurant, Anthony's Pier 4.

"The Delaware Steamboater" was a piblication that surfaced during the 1980s to bring both awareness and support to the steamboat community relative to vessels that needed preservation.

It was also instrumental in fundraising during a time when many citizens on the East Coast heralded these prolific vessels. Unfortunately, as the decade of the '90s arrived, interest in preserving the steamboat declined and many vessels were lost to the scrap-yards.

In 1968, after necessary conversion, the steamboat was placed in a underwater cradle constructed to provide maximum protection. She served as an annex to accommodate large groups and regular patrons whom were waiting for tables. Her final days ended when a great winter storm clipped the Northeast on February 7, 1978. There, at Boston Harbor, she sanked.

Author's scale model of PETER STUYVESANT showing her private parlors on
the promenade deck.

The model that I researched and constructed show the prolific steamboat as she appeared in 1944 during the war years. Travel on the Hudson River was popular and it gave many citizens the opportunity to enjoy their outings and view the scenic river during that troubled period.

Stern Port Profile of PETER STUYVESANT, Wood Model -Scratchbuilt

The model is produced in bass and pine woods. Scratchbuilt, it has an overall length of 20 inches.

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

The Model Steamboat TROY c.1846 - Rex Stewart

2011-11-20T10:39:00.000-05:00

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.

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

Tow Sidewheeler SYRACUSE c.1857

2011-11-13T13:34:00.000-05:00

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.

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

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

2011-11-07T06:23:00.000-05:00

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

2011-11-04T16:14:00.000-04:00

    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

A Rare Model Steamboat -JACOB H. TREMPER c.1886

2011-11-03T06:03:00.002-04:00

Freight steamer JACOB H. TREMPER in Rondout Creek -Kingston, New York c.1886

The JACOB H. TREMPER was a popular sidewheeler that operated on the Hudson River during the late 19th and early 20th century. When reading articles, including those written by friend and author Donald C. Ringwald, I became curious why little was mentioned about this particular steamboat.

Three years passed since reading about the TREMPER, and by chance I discovered photos of this vessel in the archives of the Albany Institute of History and Art. The photo showed the steamer docked at Albany's pier in the early 1900s. The following year another photo surfaced from a bookstore across the river in Troy, New York -and, several months later more photos were found which now escalated my curiosity.

As data began to build, I learned that an elder riverman whom lived downriver had an extensive Collection on steamboat memorabilia -including vintage glass plates on river activity. At the urging of supporters I went to visit this gentlemen at his home in Kingston, New York. After viewing this outstanding material, Mr. Herman Boyle and I came upon many highly detailed and interesting photos of JACOB H. TREMPER.

Mr. Boyle told me how popular and valuable the vessel was to the river and the region. He then presented me a copy of George Murdocks' 1939 article. After reading, I set out to research all the photos I acquired and then set to motion the preliminary sketches for the deck layout of this steamboat. Because of this vessel's unique design, several attempts were made to space the windows accurately to be insync with the hogframes and cabin configurations.

There were times when I had to step away from the area to get my bearings in order to re-work the plans. I now knew what it was like to be a draftsman and incorporate countless hours in a specific detail. One flaw, in scale, could ruin an entire project. What made this assignment special was, no models existed on this popular steamboat. It was to be the only accurate and rare model in the entire Hudson Valley.

JACOB H. TREMPER Sectional Profile Plan -researched and drawn by author

The JACOB H. TREMPER was built in 1885 by Herbert Lawrence at Greenpoint, New York -the place where my father lived out his years. Her engine was constructed by W.A. Fletcher Company of New York. She was 180 feet long with a beam breadth of 30 feet. Her gross tonnage was 572. She carried a vertical beam engine which had a cyclinder diameter of 44 inches with a ten foot stroke.

TREMPER was built for the firm of Romer and Tremper of Rondout to be used as both freight and passenger steamboat. The service would be between the cities of Newburgh and Albany. The steamer was to run in line with the M. MARTIN, replacing EAGLE which was destroyed by fire two years prior.

JACOB H. TREMPER passing Knickerbocker Dock on the Lower Hudson c.1906

The new steamboat proved to be a fine and exceptional vessel for the purpose forwhich she was built. She had a large freight capacity and fine accommodations for passengers -and these ammenities soon made themselves evident by the TREMPER being first to appear on the river in the spring of the year and the last to be laid up in the fall.

Romer and Tremper sold their fleet of steamboats in 1899 to the Central Hudson Steamboat Company in Newburgh. Serving this company, she had only one accident. This occurred on Monday morning, July 21, 1913. On that morning, JACOB H. TREMPER left Newburgh for Albany. As she steamed north she struck an unchartered rock off Esopus Island. The captain quickly ordered her course for the mud flats off Staatsburg on the east side of the river where she sanked. She was eventually raised, repaired and began her regular run in 1916 under the command of Captain John Dearstyne.

The JACOB H. TREMPER was one of the last sidewheel steamboats of her class to continue in service on the waters of the Hudson River. In the Fall of 1928 the vessel was deemed unfit and laid up at Newburgh. The following year she was sold and broken up by a dealer in the same city.

Scale Model of Hudson River Steamboat JACOB H. TREMPER as she appeared in 1886

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 HENDRICK HUDSON -Model In Miniature

2011-10-31T16:18:00.002-04:00

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.

For more information about commissioning a fine 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

Collectible and Rare -The Steamboat Model /Rex Stewart

2011-10-28T16:59:00.000-04:00

When New York celebrated its Hudson-Fulton Event in 2007, followed by the NY 400 Celebration of HALF MOON and Henry Hudson's namesake river, every museum and society between Albany and New York City had exhibitions.

From paintings, photographs and models, to fundraisers and lectures. Everything river-related was shown. But what many facilities didn't have to support these venues were steamboat models. I reviewed every exhibition in the Hudson Valley and discovered only a few good models were shown from the hundred or so I produced in my studio.

These events indicated that those who owned these small gems did not want to part with them for public exhibition. Also on the antique circuit while showing at Brimfield, MA many buyers desired the NANTUCKET model and, when it was sold others who returned to the booth commissioned models that were from other regions in the Northeast. This event also brought awareness that steamboat models were very much in demand, especially to the connessiour who knew these were rare collectibles.

Exploring further, at auctions, few of these items surfaced and to my awe I learned that a simple folk art model sold for $15,000. Occasionally a high-quality detailed model would enter an auction floor and be swooped up by a knowledgeable buyer/collector. A few of my models were recently sold highend or slightly below their original value which dispell the myth that these aren't in demand as contemporary works.

Antique folk art model of a Mississippi sidewheeler.

If one look upon today's shipmodel industry, it's apparent that there are less than twenty or so good models promoted as kits. Some are expensive and others are moderately priced. When built, depending on how much detail is involved, can become a highend collectible. Yet understand that these are kits. Beyond the kit types are models of another class, the scratchbuilt and folkart divisions. Folk art pieces are those works that are crude in appearance and simplistic in detail. However, because of rarity, these are highly sought after. Many were produced during the heydey of steamboating by crew members who wanted display pieces to remember the vessel they served on.

The highend collectible that would be most desirable to the serious buyer would be the thoroughly researched scratchbuilt model. These are called 'special class' or 'builder's models -the best of the best.

     A rare 'Rex Stewart' model of the famous Hudson River sidewheeler DANIEL DREW
    in the corporate boardroom of Bank Of America. A rare steamboat print accents the
    model.

The more famous the vessel...the fewer built as models...the higher the price. Many dealers won't disclose this, but it's a fact.

At the Smithsonian Museum in Washington, D.C. there is a Hudson River Day Line model of HENDRICK HUDSON. That model was donated to the Museum by the Olcott family, owners of that Line. However, one of the family heirs commissioned a model from my studio and that model is today exhibited at the Hudson River Maritime Museum in Kingston, New York. Seldom are these models at auction and few are made.

In the past twenty years steamboat models have exceeded expectations at auction venues -and models that represent the Northeast Corridor of the USA are quickly bidded upon and sold. Furthermore, those collectors whom I visited either owned a steamboat print or painting and desired a model to accent those heirlooms which, in essence, became a nice balance.

      A rare contemporary diorama showing the island steamer NANTUCKET carrying
      passengers to the mainland as it passes a bouy and catboat on a summer afternoon
       in 1890. Wood-sculpted collectible produced at the studio of the author.

Because steamboat collecting is a new trend, brought about in the 1960s; this unique category is fast becoming a field to watch.

          A 'Rex Stewart' model that sold in New York City at Bonham Auction in April
           2011 for $5,538.00. A wood model that was considered high-quality and one of
          the few in its category to supercede other bids.

Some thirty years ago, after producing over a hundred models, I encouraged investors to acquire them. Not so much because I produced them, but because miniature gems were part of an era fading into the annals of history and becoming an Americana heirloom.

The American steamboat, as we know it, is no longer. The only remnant to the Northeast steamer are the scale models I faithfully produce. They can't be copied or found anywhere except in Central Massachusetts where they are researched and built with blueprint-precision.

These are the highend models of today...a rare and valuable collectible of yesteryear, the steamboat.

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 ALEXANDER HAMILTON c.1959 -The Build

2011-10-26T13:14:00.000-04:00

Hudson River steamboat ALEXANDER HAMILTON approaching Albany, New York
via the Dunn Memorial Bridge c.1959.

Steamboat models have become one of the most rare and highly sought after commodities in today's collectible market, both nationally and internationally. After investigating and researching the trends over a twenty year period, nothing from this observation is further from the truth.

And if these models are built with blueprint precision they, infact, become more sought after by serious maritime collectors...
which is why my line of models are highly
accredited for their presentation and accuracy.

My start with steamboats began in the summer of 1980 when the President of Albany International Corp. proposed to purchase a model of the steamer MARY POWELL from the Albany Institute of History and Art. The proposal was declined -as the model was part of the Governor's home decor, on loan from the Museum. To this end, several business executives learned about my modelmaking skills (from local media sources), especially when I received a grant from the Mayor to work at the Albany City Arts Office that same year.

And though 'fine art' was produced in that facility, the steamboat models originated on the other side of town in the basement of the Albany Institute of History and Art -the place where I studied adult courses as a youth during the '60s. And so, it was there that the exclusive one-of-a-kind steamboat model was birthed.

The SIDEWHEELER Newsletter which was published in the Summer of 1976 by
the Committee To Save The Alexander Hamilton.

ALEXANDER HAMILTON was a beautiful vessel known to many on the Hudson River as the "White Swan". I could never understand why she inherited that name, but after viewing many photos and angles of her appearance, I realized the meaning. She literally 'glided' along the river and her sleek appearance was indeed graceful, swan-like. Those who sailed her were fortunate. I could only get to view her stacks and billowing smoke as she passed beneath our window from the view we had of her from Capital Hill. On Phillip Street we had a visual of both Rennselaer and the river, so it wasn't difficult to miss this vessel or the sound of her whistle as she passed.

In 1974, three years after the steamboat ceased running on the Hudson, a small group was formed and called the Steamer Alexander
Hamilton Society. These individuals, through
lectures, fundraisers and memberships,
worked diligently to save the vessel from
distinction.

By 1976, through the Society's efforts, the steamer was officially listed by the State of New Jersey as a historic site. In April the following year she gained National Register status only to lose federal funding when a hurricane sanked her at her pier that November of 1977. It was a great loss to the Hudson River Valley and to the maritime community at large.

As a modelbuilder of these great vessels, I have dedicated my time and talent to preserving these timeless steamboats in various scales for future generations. Unquestionably, I have honed my skills to this artform because it has never been fully tapped or explored. And what few models do exist, none can rival the degree of research or workmanship I have placed in these pieces which are, in essence, highend collectibles.

I owe, first and foremost, The Lord for my wisdom to investigate this genre of art. Secondly, I owe much of my learning experiences concerning the steamboat to many of those who are now departed -the authors, curators, collectors and rivermen whom either owned these vessels, worked on them or amassed a brilliant collective body of rare photos that they were willing to share which, inpart, escalated my growth as the leading builder of the Hudson River steamboat.

These photos show my approach building the

ALEXANDER HAMILTON from its early stages to its final completion. The model is made from four sources of wood, re: pine, bass, balsa and birch. Balsa is used for the framework to keep decks flush and alligned.

The time to plan and construct this model took an overall period of two and a half months. This is, inpart, due to the research that was involved and the minute detail requested by the collector. Normally a model of this scale would take less time, but this individual wanted the HAMILTON at a period where he remembered both her design, color and configurations. These particular models have a higher value because they are documented miniatures of a period that's not 'general'.
He places her in a period of the year 1959, so research is eminent.

Shown here are the scratchbuilt floating rafts -handcarved and the interior
grating individually cut out with a pen-knife.

           All basswood decks are precisely marked and scaled so that cabin work and
          deck furniture allign properly. All decks are pre-cut so that no mistakes are made
          during the build.

         The hull. This is where it all begins. The hull must be 'perfect' and flush in order to
         get the model looking like the real vessel. At least four to six hours are invested in
        sanding and finishing the hull. Anytime past this, the wood is bad and must be discard-
        ed.

               My time-tested method of building...
             Models that I built 30 years ago still has their fresh look today. But those are
              considered antiques, where my current works are now relinquished to be, by
              professional standards, collectibles.

This bow starboard view show the sleek and beautiful lines of this prolific steamer
as she appeared in 1959.

              This portside overhead view show all the detail ALEXANDER HAMILTON
             carried that year. The flags are handpainted, folded and treated with acrylic
             so to keep its longevity.

Stern port view of the "White Swan" as she was called by her fellow travelers.

The final presentation, the ALEXANDER HAMILTON in 3/32" Scale. This wooden steamboat model is the result of many painstaking hours viewing photos, plans of which I had to alter
to achieve the proper configurations.

In closing, let it be said that this steamboat was in a class of her own. memorable to all whom traveled on her during her 48 years of service. She was the last steamboat to operate on the Hudson River, serving well over 5 million passengers between Albany and New York City -ceasing her career in 1971 with her final run to Bear Mountain in the Lower Hudson Valley.

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

Building the WASHINGTON IRVING c.1913 -A Wood Model

2011-10-21T05:50:00.000-04:00

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.

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.

Building The Model -Nightboat CITY OF TROY c.1876

2011-10-08T06:38:00.002-04:00

Nightboat CITY OF TROY at dock -Troy, New York c.1890

Hudson River steamboats were legendary on the river. People enjoyed travelling on them as well as watching from the shoreline. Some accounts say that the steamboat whistle was like a clock for releasing school children from school in the Lower Hudson Valley. Other accounts state that it gave warning of the vessels arrival which could be heard miles inland from the banks. Whatever the reason, the steamboat was a vital part of America's past.

As I listened to the elder rivermen tell me their stories of these great sidewheelers, there was no room for doubt that I would be overwhelmed by the appearance of these vessels. One such boat I probably would have enjoyed watching as it passed the Albany shoreline would be CITY OF TROY. She, at that time, operated for the People's Line of her namesake city.

I remember, during the '80s, viewing a large photo of her displayed in the lobby of Troy's City Hall while exhibiting at the city's Art Festival. There she was in all her glory -docked at her Troy pier. She was a beautiful, fine-looking steamboat worth producing as a model. But not just a 'model' -a finely detailed work would be my goal to salute the gifts God placed in men to design and build such a vessel.

Placing the paddlewheel in the open cavity of the "C of T" guards.

After much investigating and research, I spoke with author Anthony Peluso who published a book on the famous steamboat painters John and James Bard. These artists were known for their colorful documentations of river steamers that operated on both the Hudson and East Rivers of New York. Many of their works were commissioned either by the companies that owned them or by the captains which sailed them.

Mr. Peluso stated that I could get the colorscheme from the Bard paintings but that I would have to investigate and find, if possible, the records of the vessel in the hopes of getting blueprints. I searched data banks and finally communicated with the President of the Steamship Historical Society and found little information to support the steamboats' reconstruction.

To this end, with what limited photos and references I had to work with, I set out to begin the process of building the first CITY OF TROY steamboat model...and the only one of it's kind in the entire Hudson River Valley.

I decided to use the above photo, enlarging it at the local printers to finally give me a reference for detailing an accurate profile to scale.
Once this was accomplished, the profile became the tool that I needed to research and design the deck plans which would lend to this important replica to be, in essence, 95 percent accurate.

From this experience I learned how to configure widths and lengths based solely on photos and various angles of the vessel represented in them, re: CITY OF TROY.

Careful study went into the hogframe system which, by most accounts, even in the actual vessel, is one of the most difficult building processes to address. I spent countless hours experimenting with those lines that ran from spars, smokestacks and frames to achieve the exact configurations that were evident in the photo. Angled views helped to some degree, but it was the countless drawings and deck corrections that became the ruling authority in this proceedure.

Very few builders of steamboats can achieve this, simply because it takes patience and passion. I've been fortunate to establish a timetable for the build -based on configurations. It took two months to draft the plans and two months to build the model. This is approximately the time-frame for a custom, one of a kind work. If the plans are available, whether by my hand or someone's database, the build would take less time.

This is the final result of the work, the CITY OF TROY as she appeared in 1876.

Here, the detail is present in close-up, showing the hogframe system and the complicated tie-rods that keep the guards of the steamboat strengthened so that the boilers and cabins remain alligned. The guards extended away from the hull and were supported beneath by knees and strakes. But the above strength had to come from the hogframes and tie-rods.

Designers of the day were brilliant. In all my models, to date, I'm blessed to have had (and continue to have) the opportunity to shadow how they built these vessels. CITY OF TROY is one of my best pieces but not the best piece. There are 'many' that only a historian will be able to discover should that individual be willing to search.

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