Albany was removed from the regular Dayline route in 1947.
The last jewel in the crown was the “Alexander Hamilton” which became part of the New York Circle Line fleet, touring NYC harbor and traveling north part way up the Hudson, until a fire in the 1970s.
Robert Fulton successfully sailed his first steamboat “The North River Steamboat” (A/K/A “The Clermont”) in 1807.
By 1812 his North River Company (a/k/a the Hudson River) was operating 3 ships with regular schedules between New York and Albany. Competition developed and by 1822 the Hudson River Line was created.
We estimate that by 1850 there were at least 8 lines or individual ships you could use to book a trip to New York City.
After the Civil War came the golden age of Hudson River steamships. Two dominate lines emerged – the Hudson River and the People’s Line. Ships turned into floating palaces, with multiple restaurants, entertainment, promenade decks, attentive service.
The legendary ships in the period between 1870 and early 1900 were the “Daniel Drew”, “Dean Richmond”, “Hendrick Hudson”, “The Adirondack”, “The Berkshire”, “The Peter Stuyvesant”, “The DeWitt Clinton” and “The New York”. The People’s Night Line grew in popularity into the early 1930s.
The iconic ticket office of the Day Line was built in the early 1900s on Broadway. Mr. Elmendorf, the ticket master, was a legendary figure in downtown for decades.
The Hudson Navigation Co. invested in major docking and sheds in Steamboat Square (an area for passenger boat landings from the early 1800s) in 1918.
But ultimately the proliferation of the automobile, better roads, and improvements in railroads and better amenities killed the Hudson River steamship lines.
Cities are always re-inventing themselves. Where possible development spreads out, or if not, existing buildings are demolished, new ones rise in their place, or old ones can be re-cycled. Sometimes it happens slowly over time, and sometimes it seems to occur all at once.
With a few exceptions I always thought it mostly happened slowly in Albany. But then I found a partial diary/memoir of my Gram Kate, born in 1901 in Arbor Hill. And as I read it became apparent to me just how much downtown Albany changed in a brief decade – from 1910 to 1920. There was a building explosion – Albany was permanently altered in what must have been a blink of an eye.
In 1909 she stood on the Capitol steps with about 2,500 Albany school children as participant in Hudson Fulton Celebration (celebrating 300 years of New York history). The view in 1909 from the steps when she was 8 changed dramatically by the time she was 19 in 1920. There were other downtown changes, as well.
And curiously a number of those were driven by advances in technology (which we rarely think about).
The Albany High School on the corner of Columbia and Eagle was demolished and a new County Courthouse completed by 1915
On State St., just opposite the Capitol, the New York Telephone Building towered over all by 1915.
There was no statue of General Sheridan in front of the Capitol until it was dedicated in 1916.
As she walked down State St. if she looked to her right, she would have seen the new YWCA building on Steuben and Chapel.
On the left, on the corner of State and South Pearl, the old Globe Hotel was replaced by the the new Arkay building.By 1916 there were already traffic jams and double parking on State St. The city fathers were wondering if the new “traffic signals” would be cheaper than patrol men directing traffic.
If you walked over North Pearl the changes would have been the number of movie theatres. The stores on the corner of Monroe (it was parallel to Orange St.)were demolished for the new Strand movie theatre.
The Presbyterian Church opposite Clinton Square (next to what is now McGeary’s) became the Clinton Square theater.
Hang a right down Clinton Ave, walking toward Broadway, and she would have found the new Grand movie theater ( where Federal Bldg. is today).
When she reached Broadway and took a right walking towards State St., the biggest changes could be seen. Off the the left there was the new Yacht Club and the municipal recreation pier, just behind Union Station.
And then there was the Mac Daddy of all development – the D & H Building. In a matter of 4 years about 5 blocks stretching east, down to the River were demolished, and the D& H rose in 2 parts. When completed in 1918 it would dominate the Riverfront, and present a magnificent view from the Capitol steps.
Moving south on Broadway there would be the new Hudson Navigation docks and sheds at Steamboat Square, completed in 1918.
On her way home, walking up Washington Ave, before crossing the Hawk St. viaduct, Kate could see the re-construction of the Capitol, where it had been damaged in the 1911 fire.
Just beyond the Capitol, north to Swan St., everything had been demolished to Swan St, and a new West Capitol Park constructed.
Across the way, gleaming granite in the sun, stood the Education Building, dedicated in 1912.
And when she crossed the Viaduct, and made her way over North Swan, she would see the new Arbor Hill Movie theater , where she would get a really good part-time job playing the organ for the silent flicks on weeknights when she was 16. (Although she would be riddled with guilt because it was mainly because the boys were off to War, and wonder how much the fact her father’s barbershop was next door to theater had to do with it.
Somewhere around 1949, the Albany Yacht Club buildings were sold for use as a Naval Reserve Center, and the club started its move across the river to Rensselaer, with a temporary stop in the old Day Line facilities. By the mid-1940s the ice in the Hudson had taken its toll on the Club pier and the municipal pier.
In 1954, the old basin would finally be filled in as work began on the riverfront arterial highway – I-787. On Nov. 9, 1954, workers started “with the preliminary task of tearing down the old Hudson River Day Line shed, an Albany landmark since the late 19th Century. Between now and next November, when the job is scheduled for completion, the contractor will fill in the old Albany Yacht Club basin for a 1,000-car municipal parking lot and build a ¾ mile stretch of four-lane concrete roadway from a point near the old Day Line landing north to the Livingston Ave. railroad bridge.”
As with all things Albany, the inconvenience for parking was a concern:
“The demolition and construction work will be a source of woe for scores of riverfront parkers, who will have to find somewhere else to leave their cars. Some of the cars that had been left near the Day Line shed today had to be moved by police for safety when the wreckers attacked the ancient ironwork with acetylene torches.”
The construction would involve razing buildings and building a stone dike in the river to straighten the shoreline from “the Quay st. bulge at Steamboat Sq. to the old Yacht Club pier, now occupied by the U.S. Navy as a Naval Reserve training center. The section between the present shoreline and the dike will be filled with stone and graded for parking space. At the same time the contractor will extend three city sewers, whose outfalls will have to be moved toward the middle of the river before grading for the roadway can begin.”
Those included the Columbia St. sewer, “which carries much of Albany’s rainstorm runoff from the downtown section,” and the Quackenbush sewer, near the north end of the project.
From a January 20, 2017 blog post by Carl Johnson in Hoxsie.org
In the late 1800s Albany was crowded.. really, really crowded. Imagine the population of Albany today, crammed into about a third of the current land area. Most of the residents lived in the South End. (Development in the Pine Hills was just starting and residential areas were pretty much non-existent in the Delaware, Whitehall and New Scotland neighborhoods.)
Summers were hot and dirty, with few places to escape the heat and crowding. There was Washington Park, created in the 1870s, but construction on Lincoln Park (then called Beaver Park) wasn’t completed until 1898 (and looked nothing like we know today). There were no playgrounds (they were an early 20th century innovation). Small parks and picnic groves existed outside of the city, but in the absence of public trolley lines they were accessible only by horse and carriage.
One of the few options was a boat ride on the Hudson where people could escape to the upper decks and feel any breeze that was coming off the River and the mountains of the Hudson Valley.
By the 1880s the Hudson River Navigation Co. dominated Hudson River passenger traffic between New York city and Albany and stops in between. One of these stops was Kingston Point. After a delightful 4 hour boat ride down the Hudson to the Point passengers could spend several hours walking in shaded groves and picnicking, and then return to Albany.
By all reports it was a glorious trip. In the late 1800s the Hudson River steamers were floating palaces, accessible to anyone who could pay $1.00 (sometimes there were special excursion rates of 75 or 50 cents and there were group discounts.)
If you didn’t want to lounge on the top of the ship you could move to a below deck with open windows and watch the scenery from a comfy wicker chair. Some of the Day Line ships had as many as 14 parlors or salons; there was always a ladies parlor. Carved wood paneling ran throughout the ships and fine art adorned the walls; the carpets were deep and the furniture plush. Professor Holding’s Orchestra played continuously.
If you wanted to impress your girl you could pay an additional $2.00 and eat in the dining room with crisp white linen tablecloths and silver-plate. In 1900 you might have your choice of chicken croquettes, broiled blue fish or prime rib with peach pie and vanilla ice cream for dessert. But if you were traveling with your family, a Sunday school or any other group there was a refreshment stand where you could purchase an ice cream, lemonade or root beer. Out of sight, away from the eyes of the “drys” men could find a saloon for a beer or a whisky and a smoking parlor.
The embarkation point for the boats was Quay St. at Hamilton, Steamboat Square, within walking distance of most of the South End and some trolley lines ran from other parts of the City.
The Kingston Point trip increased in popularity in the 1890s. By 1896 the Navigation Co. invested money in a new dock and station with large waiting rooms and a second floor with open air piazzas.
The next year an enterprising shipping and railroad magnate from Kingston, Samuel Croykendall, created Kingston Point Park on 12 acres west of the River. The Park had a magnificent landscape with shade trees and winding brick paths that caught the breezes off the River. The admission cost was nominal; most revenue came from the concessions. There were a variety of rustic houses, benches and tables scattered around the grounds. It was a cool oasis where families could have picnics, listen to a concert at the bandstand and take a rowboat out on a man made lagoon. The Park included a casino, large theater, merry-go-round, Ferris wheel, dance pavilion, penny arcade, shooting gallery, photography gallery and a small sandy beach. It was entirely family oriented. No alcohol was sold or permitted on the premises.
The Kingston Point Park trip quickly gained popularity and the Navigation Co. increased the number of excursions; boats ran daily. The Oriental Hotel was built on a small bluff overlooking the Park. Families could stay for brief vacation out of hot Albany and the men of the family could find a bar with a place for a drink while their families explored the Park on their day trips.
Park attendance climbed; in 1903 average daily attendance reached about 3,000 in the hot summer months; just prior to World War I peak attendance was about 8,000/day. Most of attendees came from the Albany boats, although the Park was gaining favor with the residents of New York City and its northern environs. The Navigation Co. built the Day Line Ticket Office on Broadway in 1907 (currently housing the Hudson Harbor Restaurant) and new larger docks and a waiting room in Steamboat Square in 1918. Both remained accessible to the people of the South End and other residents of the Albany as the City expanded with more trolley lines.
Over time the Park changed; a baseball field was added, there was a fireworks display some nights, the dance pavilion was destroyed by fire.
After the 1909 Hudson Fulton celebration the replica Robert Fulton “Clermont” ship was placed in the lagoon. In the mid-1920s the Park was purchased by the Navigation Co. (it purchased other parks in Indian Point and Bear Mountain at about the same time).
By the 1930s, it had lost part of its former glory, but still remained an Albany destination.
Trips stopped with World War II and the last regularly scheduled trips by Day Line stopped in 1948.