Horton Family Application for Underwater Land Grant in 1855 to Build a Dock in Pelham

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In 1855, the tiny little Town of Pelham had a population of only about 600 people, most of whom lived on City Island.  City Island only then was becoming a small maritime center for oystermen, ship repair, fishing, and regional amusement and resort fishing.  Much of the southern tip of the island was still held by members of the Horton Family including Stephen Decatur Horton and George Washington Horton.

Stephen Decatur Horton and his wife, Caroline Lucilia (Skidmore) Horton, were important early settlers of City Island in the Town of Pelham.  Stephen D. Horton, born January 18, 1821 and died October 23, 1900, became a notable Hellgate Pilot during the mid-1870s.  Stephen and Caroline Horton, an affluent local couple, eventually built a lovely mansion on Belden point at the southern tip of City Island known simply as "The Mansion."  See Fri., Jul. 10, 2015:  The Mansion Built by Stephen Decatur Horton and His Wife on Belden Point, City Island, Town of Pelham.

"Stephen Decatur Horton" and "Caroline Lucilia (Skidmore)

Horton" Source: Pelletreau, William S., Historic Homes and

Institutions And Genealogical and Family History of New York,

Vol. II, p. between pp. 204-05 (New York and Chicago: The Lewis

Publishing Company, 1907). NOTE: Click Image to Enlarge.

Stephen Decatur Horton's father, George W. Horton, was born February 21, 1786. He died September 22, 1860.  He married Elizabeth Horton, April 24, 1813. She, in turn, was born April 6, 1794 and died in June, 1861. Among the children of the couple was Stephen Decatur Horton (see above) and George W. Horton, Jr. who was born June 27, 1827.  See Tue., Oct. 28, 2014:  Genealogical and Biographical Information Regarding George Washington Horton and His Family, Early Settlers of City Island in the Town of Pelham.  See also Tue., Jul. 11, 2006:  Genealogical and Family History Information Regarding Members of the Horton Family of City Island, Once Part of Pelham.

"Old George W. Horton Homestead. Foot of Main Street, City

Island. Borough of Bronx. New York." Source: Pelletreau,

William S., Historic Homes and Institutions And Genealogical

and Family History of New York, Vol. II, p. between pp. 202-03

(New York and Chicago: The Lewis Publishing Company, 1907).

NOTE: Click Image to Enlarge.

In early 1855, it appears that the two brothers, George W. Horton, Jr. and Stephen D. Horton joined forces to develope one of the first commercial docks in the Town of Pelham at the southern end of what then was called "Main Street" at the southeastern tip of City Island.  The pair repeatedly published a legal notice in regional newspapers dated February 28, 1855.  (It must be noted that George W. Horton, Sr. was still alive at the time, so it is possible that it was him and his son who published the notice, although evidence suggests it was the two brothers.) The notice provided public notification that the pair would appear before the Commissioners of the Land Office at the Office of the Secretary of State of the State of New York in Albany on April 10, 1855 to seek a "grant in perpetuity" of "land under the waters below high water mark" in Long Island Sound at the southern tip of City Island.  The purpose of the grant they sought, according to the legal notice, was "the purpose of promoting the commerce of the State, by erecting a Dock thereon."

The underwater land the pair sought was described in the notice as follows:

"adjacent to land bounded southerly and easterly by the waters of the Sound, northerly by land belonging to the heirs of Samuel Bowne, deceased, and westerly by the waters of the Sound and land of Franklin Arcularius -- of which the subscribers are the owners and proprietors and the actual occupants, for the purpose of promoting the commerce of the State, by erecting a Dock thereon, viz:  Beginning at a point at ordinary high water mark, 34 feet south-east of Main avenue, on City Island; thence from a point at high water mark, opposite the south-easterly termination of Main avenue on City Island, south 28 degrees 35 minutes east, 170 feet into the Sound; thence south 61 degrees 25 minutes west, 40 feet; thence north 28 degrees 35 minutes west, 40 feet; thence north 61 degrees 25 minutes east, 14 feet; thence north 28 degrees 35 minutes west, 126 feet, to a point on the shore, at ordinary high water mark; thence north 54 degrees east, 26 1/4 feet, to the place of beginning -- containing eleven one hundredths of an acre of land."

Of course, a dock was, indeed, built at that location.  The map detail below, from a map published in 1868, shows a dock at that location, perhaps the first commercial dock built in the Town of Pelham.

Detail of Map Published in 1868 Showing Dock Extending from

Stephen D. Horton's Land at Southern Tip of City Island in the

Town of Pelham.  Source:  Beers, F. W., "City Island, Pelham

Township, Westchester Co., N. Y. [With] Town of Pelham, Westchester

Co., N. Y." in Atlas of New York and Vicinity, pg. 35 (NY, NY:  Beers,

Ellis & Soule, 1868).  NOTE:  Click on Image to Enlarge.

Legal Notice for Application to Obtain Underwater Lands

Dated February 28, 1855.  Source:  NOTICE OF APPLICATION

[Legal Notice], The Eastern State Journal [White Plains, NY],

Mar. 9, 1855, Vol. X, No. 43, p. 4, col. 6.  NOTE:  Click on Image to Enlarge.

*          *          *          *          *

"NOTICE OF APPLICATION for

GRANT OF LAND UNDER WATER -- Notice is hereby given, that application will be made by the subscribers to the Commissioners of the Land Office, at the office of the Secretary of State in the city of Albany, on the 10th day of April, A. D., 1855, at 10 o'clock in the forenoon, for a grant in perpetuity of the following described land under the waters below high water mark of the waters of Long Island Sound, at City Island, in the town of Pelham, in the County of Westchester, adjacent to land bounded southerly and easterly by the waters of the Sound, northerly by land belonging to the heirs of Samuel Bowne, deceased, and westerly by the waters of the Sound and land of Franklin Arcularius -- of which the subscribers are the owners and proprietors and the actual occupants, for the purpose of promoting the commerce of the State, by erecting a Dock thereon, viz:  Beginning at a point at ordinary high water mark, 34 feet south-east of Main avenue, on City Island; thence from a point at high water mark, opposite the south-easterly termination of Main avenue on City Island, south 28 degrees 35 minutes east, 170 feet into the Sound; thence south 61 degrees 25 minutes west, 40 feet; thence north 28 degrees 35 minutes west, 40 feet; thence north 61 degrees 25 minutes east, 14 feet; thence north 28 degrees 35 minutes west, 126 feet, to a point on the shore, at ordinary high water mark; thence north 54 degrees east, 26 1/4 feet, to the place of beginning -- containing eleven one hundredths of an acre of land. -- Dated Feb. 28, 1855.

GEORGE W. HORTON,
STEPHEN D. HORTON.

42w7"

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More on Brutal Winters in Pelham During the 1850s

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Pelham experienced a series of terrible winters during the 1850s.  The first was the winter of 1852-53.  Another was the winter of 1855-56.  A third was the winter of 1856-57.  I have written before about some of these terrible winters and the major storms they produced.  See, e.g.:

Thu., Jul. 27, 2017:  Terrible Storm of 1856 Wrecks Dozens and Dozens of Ships Including Many on Pelham Shores.

Fri., May 26, 2017:  The Significance of the Wreck of the Steamer Plymouth Rock in Pelham in 1855.

Winter of 1855 - 1856

On January 5, 1856, a terrible nor'easter and monster blizzard pounded the New York region and continued overnight and well into the following day.  Pelham, Long Island Sound, and Long Island were particularly savaged by the massive storm.  More than a dozen ships were wrecked on Pelham shores including the massive steamer Plymouth Rock about which I have written before.  (See above.)

Within a few weeks, the brutal cold of the winter and the repeated snow storms meant that Long Island Sound off Pelham shores was completely iced over from the mainland to the shores of Long Island.  Near Throgg's Neck, the ice was more than a foot thick and was covered with an additional foot of snow.  Indeed, the ice was so thick by early February that, according to one account, teams of horses could "pass over from Morrisport on the West side [the mainland], to Sand's Point, on the Long Island Shore."  

Viewers who climbed to the masthead of a ship anchored at Hart Island in the Town of Pelham could not see any water at all -- only ice -- as far as the eye could see.  Thick ice covered Long Island Sound in an area about eighteen miles long above Hell Gate.  

This, of course, was devastating to local shipping.  About thirty vessels including brigs, schooners, sloops, and others were ice-bound between Sand's Point and Riker's Island.  The thick ice and brutal cold brought efforts to re-float the massive Plymouth Rock from where it wrecked on the shores of City Island to a standstill.  Indeed, the ship's crew abandoned the steamer for a time, leaving it in the care of one or two members of the crew.

By late February, a few moderate days started to reduce the ice on the Sound.  A Brooklyn newspaper reported that:

"A few more moderate days will open the East River for navigation.  On Friday last the propeller Westchester, from Providence, which, with many other vessels, has been ice bound in the vicinity of Hart Island, started to work her way through, if possible; the Pelican, also from Providence, following in her wake.  On Saturday they had proceeded round Throgg's Point, a distance of three or four miles.  They were aided in their progress by nicking with the ice axes at intermediate Points ahead of them.  When off Throgg's Point, the ice was so soft that three of the men who were employed in the operation fell through, but were taken out safe."

By early March, the weather had moderated and the Sound was open to navigation.  Finally the Plymouth Rock was re-floated off the shores of City Island in Pelham.  

Winter of 1856 - 1857

The following year, the brutal cold arrived even earlier in the winter.  By January 9, 1857, there was "considerable ice" in the East River.  Indeed, the massive ice "cakes" were so dangerous to shipping that they began to delay shipping.  Ships picking their way through the considerable ice were delayed for hours as they made their way to the docks of New York City.

The brutal cold was even more relentless than that of the previous winter.  By January 10, according to one report, there was "as much ice in the Hudson river now as at any time during last winter."  Cakes of ice a third of a mile wide and five or six inches thick were plaguing the New York City region, causing ferry delays and requiring some vessels that were so suited to cut through the ice to make good time navigating the region's waters.  

At sunrise on January 10, the temperature in the New York region was two degrees above zero.  That morning, two homeless people were found frozen to death, one in New York City and the other in Brooklyn.  By sunset of that day, tides and wind had caused an aggregation of a massive field of ice from the Battery to Brooklyn that, according to one account, "made the crossing to and from Brooklyn easy."

Within a few days, a massive field of ice was blockading the East River and beginning to cause "marine disasters."  A Philadelphia newspaper reported:

"A variety of marine disasters in the [New York] harbor are reported.  Schr. Isaac M. Conkling, that had been employed in getting the ship Cultivator's anchor and chain sunk off Whitehall, was cut through off pier 7, East River, and went to the bottom at once.  The crew were saved.  Steamer John Hart went ashore at the Narrows, in the forenoon, but was subsequently relieved.  Br. schr. Hero, from Montego Bay, was driven ashore at Fort Hamilton, but has been got off with loss of rudder. . . ."

By January 13, 1857, the mouth of the East River was blocked by a fifteen-acre field of ice through which nothing could pass.  That day a Hamilton Avenue Ferry became ice-bound for several hours.  The U.S. Frigate Wabash became ice bound at its dock.  In fact, so many vessels began having significant difficulties in the ice -- so much so that the local Board of Underwriters decided:

"to send out a vessel, at their own expense, provided with clothing, provisions and an extra complement of men, to cruise off the harbor of New York, in a circuit of two or three hundred miles, to give relief to any vessels to be found needing assistance.  The Treasury Department at Washington city have telegraphed to Captain Faunce orders to fit out the revenue cutter Washington, from this port at once, and proceed to sea in search of vessels in distress."

By the same day (Jan. 13), the snow on Long Island had become so "unusually deep" with massive drifts that the Long Island Railroad shut down on the eastern end of the island.  Then, on Saturday, January 17, 1857, a memorable event witnessed by thousands of New Yorkers occurred.

That day, an ice bridge formed between Manhattan and Brooklyn strong enough and reliable enough to permit passage back and forth.  A group of entrepreneurial New Yorkers grabbed long ladders and propped them on the shores of Manhattan and Brooklyn leading down to the ice and began charging New Yorkers two cents a pop to use the ladders to clamber on and off the ice bridge.

New Yorkers began scrambling back and forth across the ice between Thompson's Slip in Brooklyn and the foot of Wall Street in Manhattan.  News of the unusual event spread quickly and over a five-hour period an estimated 25,000 people crossed back and forth on the ice including a few venturesome women according to docks.  

Thousands lined the shores simply to watch the madcap scramble.  Indeed, the sight was "a magnificent one" according to one account.  The unbroken mass of ice covered an area of about five square miles.  The massive white surface was speckled with thousands of dark, moving specks as predominantly men and boys cavorted on the ice.  Everyone "seemed to think it very fine fun" . . . . until the unthinkable.  

At about 4:00 p.m., the tide began to turn and the water level in the bay began to lower as the tide ebbed.  Thousands realized it was time to get off the ice and did.  Many, many others, however, did not heed the fissures that began to appear in the ice near the shorelines.  People on the shore were the first to realize what was about to happen and began shouting to those on the ice to get off.  

The fissure on the Manhattan side soon was too large to cross.  Those on shore shouted for those on the ice to run to the Brooklyn side to get off.  As the alarm spread, nearly five hundred people still on the ice began running for the Brooklyn shore where only a few clamored ashore before fissures opened in the ice along the Brooklyn shore.  The ice mass was now a monumentally-large floating ice cake with hundreds and hundreds of New Yorkers trapped on it.  

According to one account, the hundreds who had failed to heed the alarm and now were trapped began "running wildly from side to side, not knowing what to do -- the ice in the meantime drifting slowly down the river with a precious freight of human lives upon it."  People on the docks realized the gravity of the situation and began to fear that many lives would be lost.  

Within minutes, however, three tugboats and countless small boats made their way to the floating ice cake where they hoped to take aboard the "terrified ice bridge travelers"  The vessels, however, found it virtually impossible to pull alongside the floating ice cake and moor themselves in any way that would allow the safe transfer of the frightened people.

One of the steam tugs named the "Ratler" tried a new approach.  It backed away from the ice cake and revved its engine.  It started headlong into the ice cake and "pushed into the floe so as to bury her bow in the thick drift."  The tug then lowered a ladder and began taking aboard the terrified people on the ice, as many at a time as possible.

It took time, but at last the whole five hundred were removed from the floating ice cake.  Within an hour, the tide and winds had carried the massive ice bridge away.

By the following day, the temperature had plunged to four degrees above zero.  Even at that brutally-low temperature, a massive snowstorm blanketed the area for more than twelve hours.  By midnight "it blew a hurricane and the air was full of snow."  The ice returned.  

For the next few weeks, the ice grew worse and worse.  By late January. the East River and Long Island Sound well past Pelham were iced over with thick ice.  The effect on shipping was so devastating that merchants of New York City actually raised money to charter the steam tugboat Webb to cut through ice off the Brooklyn shore between Manhattan and Brooklyn.  Before the tug could do its work, however, the temperature moderated and a massive rainstorm let loose over the region.  Over the next few days small parts of the East River and the Sound began to clear.  Ice along the Long Island shore from Hamilton Ferry to Gowanus parted from the shore and began to float down the bay with the ebb tide forming an ice floe a mile and a half wide.  A "strait" opened in the ice on the north shore opposite Rye opened up, but the area of the Long Island Sound near Pelham and particularly surrounding Execution Rocks Lighthouse remained iced over for quite some time.

Indeed, it was well February and early March before the last of the ice began to clear.  Spring finally made it to Pelham after two brutal winters in a row.

*          *          *          *          *

Winter of 1855 - 1856

"A Fleet Frozen Up.

According to accounts, which were yesterday given by pilots and captains of vessels, who had just come in from City Island and vicinity, the ice in the river above Hell Gate, is more abundant and solid than it has been for many years past.  The whole river, they say, is frozen over, between Lent's Point, above the Gate, to Sand's Point, a distance of about 18 miles.  Near Throgg's Point the ice is over a foot thick, and much of it covered with snow of an equal depth.  Teams can pass over from Morrisport on the West side, to Sand's Point, on the Long Island shore.  No water can be seen by a person looking in the direction of the Sound, from a vessel's mast-head at Hart Island.

About thirty vessels, brigs, schooners, sloops, &c., are ice-bound between Sand's Point and Riker's Island, among which are the following that were not reported on the 22d ult.  British brig Elsworth Horton, from Nova Scotia; British schooner Emma, from St. Johns, N. B.; schooners Start, from Boston; Angler, for Bridgeport; Caroline H., from Eastport; Delaware, from Rockland; Lion, for Providence; sloop Empire, from Southport, Conn., and a schooner from Saco, name not known, which lies beyond Sand's Point.  Also, three propellers, the Pelican and Westchester, from Providence, and the Westernport, from Portland.  Schooner Vulcan, with coal, bound to Norwich, was cut through and sunk at the pier just below Throgg's Point.  Beside the captains, who have thus left their vessels, the crew of the steamer Plymouth Rock, at City Island, having despaired of getting her away at present, have abandoned her, leaving her in charge of but one or two as boat-keepers."

Source:  A Fleet Frozen Up, N.Y. Times, Feb. 7, 1856, p. 4, col. 4 (Note:  Paid subscription required to access via this link).  

"The Ice in the East River. -- The New York Evening Express, of the 7th inst., (which we have in advance of the mail,) says:

According to accounts which were given yesterday by pilots and captains of vessels, who had just come in from City Island and vicinity, the ice in the river above Hell Gate is more abundant and solid than it has been for many years past.  The whole river, they say, is frozen over between 70th street, above the Gate, to Sand's Point, a distance of about eighteen miles!  Near Throgg's Point the ice is over a foot thick, with much of it covered with snow of an equal depth.  Teams can pass over from Morrisport, on the west side, to Sands's Point, on the Long Island shore.  No water can be seen by a person looking in the direction of the Sound, from a vessel's mast head, at Hart Island.

About thirty vessels -- brigs, schooners, sloops, &c. -- are ice-bound between Sands's Point and Riker's Island."

Source:  The Ice in the East River, The Times-Picayune [New Orleans, LA], Feb. 15, 1856, p. 4, col. 2 (Note:  Paid subscription required to access via this link).  

"NEW YORK BLOCKADED BY ICE. --  According to accounts, which were yesterday given by pilots and captains of vessels who had just come in from City Island and vicinity, the ice in the river above Hell Gate is more abundant and solid than it has been for many years past.  The whole river, they say, is frozen over, between Lent's Point, above the Gate, to Sand's Point, a distance of about 18 miles.  Near Throg's Point the ice is over a foot thick, and much of it covered with snow of an equal depth.  Teams can pass over from Morrisport on the West side, to Sand's Point on the Long Island shore.  No water can be seen by a person looking in the direction of the Sound, from a vessel's mast-head at Hart Island.  About thirty vessels, brigs, schooners, sloops, &c., are ice-bound between Sand's Point and Riker's Island.  Buttermilk Channel is frozen over from South Brooklyn to Governor's Island.  -- N. Y. Times, 7th."

Source:  NEW YORK BLOCKADED BY ICE, The Morning Democrat [Davenport, IA], Feb. 16, 1856, p. 4, col. 1 (Note:  Paid subscription required to access via this link).  

"EAST RIVER. -- A few more moderate days will open the East River for navigation.  On Friday last the propeller Westchester, from Providence, which, with many other vessels, has been ice bound in the vicinity of Hart Island, started to work her way through, if possible; the Pelican, also from Providence, following in her wake.  On Saturday they had proceeded round Throgg's Point, a distance of three or four miles.  They were aided in their progress by nicking with the ice axes at intermediate Points ahead of them.  When off Throgg's Point, the ice was so soft that three of the men who were employed in the operation fell through, but were taken out safe."

Source:  EAST RIVER, Brooklyn Evening Star, Feb. 25, 1856, p. 2, col. 5 (Note:  Paid subscription required to access via this link).  "The Sound Boats.

Winter of 1856 - 1857

"JAN. 9.  --  There is considerable ice in the East River causing delay to navigation.  The Fall River boat, State of Maine, arrived about 9 o'clock.  The Stonington and Norwich boats did not reach their docks until nearly one o'clock."

Source:  The Sound Boats, Hartford Courant [Hartford, CT], Jan. 10, 1857, p. 3, col. 3 (Note:  Paid subscription required to access via this link).  

"Balls and Festivals -- The Transit Company's Troubles -- Ice in the Rivers -- Difficult Navigation -- Frozen to Death -- Fare on a Ferry Boat, &c. . . .

There is as much ice in the Hudson river now as at any time during last winter.  The ferry-boats are much delayed in their trips.  Some of the cakes of ice yesterday appeared to be one-third of a mile in width and five to six inches in thickness.  The boats of the Jersey city and Hoboken ferries were in some instances delayed an hour in crossing yesterday.  The jersey city ferry-boats, being heavy and strong, are better adapted to cutting through the ice than other ferry-boats are, and usually make good time in crossing.

At sunset the East river, from the Battery to Governor's Island, was blockaded by a field of ice, which made the crossing to and from Brooklyn easy.  Previous to this the boats ran at long intervals.

Two of the South Ferry boats got on to a cake about mid day, and were floated down to Governor's Island, where they were comfortably moored in for several hours.

The weather continues intensely cold.  At sunrise this morning the mercury in the thermometer marked only 2 degrees above zero.  Two persons were frozen to death last night, one in Brooklyn and the other in New York.  Both were miserable, homeless beings. . . ."

Source:  Balls and Festivals -- The Transit Company's Troubles -- Ice in the Rivers -- Difficult Navigation -- Frozen to Death -- Fare on a Ferry Boat, &c., The Baltimore Sun, Jan. 10, 1857, p. 4, col. 3 (Note:  Paid subscription required to access via this link).  

"Milder Weather -- Porridge Ice Plenty, but no Blockade.

There is a great deal of misapprehension outside of New-York about the amount of ice in our harbor.  The loose way of stating things has conveyed the notion that we are suffering an ice blockade, than which nothing could be less true.  No ice has yet made in the rivers, nor from present appearances will any, for the mercury last night at 11 o'clock stood at 26 [degrees], instead of 10 [degrees] as the night before.  But from the Hudson River we have been enjoying very liberal supplies during the cold snap, which seems to have reached the highest point yesterday morning.  It will be remembered that the tide sets flood two hours earlier in the East than in the North River; this gives all the ice that comes down on the last of the North River ebb two hours to flow up the East River.  It is this chopped 'porridge ice,' with occasional large cakes, that is filling up our rivers at certain hours of the day, and leaving them entirely or almost clear again at others.  No ferry accidents (except, of course, on the Staten Island route) have occurred yet, though the delays have been sufficient to furnish a fruitful topic of gossip.  Indeed, the ice has been a godsend to our people, who were beginning to weary of the usual Winter entertainments, such as big parties up town, sleigh-riding on the avenues, and slipping down on the sidewalks.  They have hailed, with a hearty welcome, the sport to be had daily now on the ferries, and many turned out, last night, especially to enjoy it.  It was a magnificent night by the way.

The Canadian and Amboy Railroad boat John Potter in going to Perth Amboy, goes outside Staten Island, instead of taking the usual route up the Kills, which are frozen completely over.  The Water Witch and Red Jacket, which also go up the Kills, are not able to make their trips twice a day, as usual, but get through once only, by a narrow channel, which is kept open with great difficulty, and through which their progress is very slow.

The steamboat Connecticut, of the Norwich and Worcester line, on entering her slip between 9 and 10 o'clock on Thursday morning, came in contact with a large cake of ice, and carried away her stem, which disabled her from making her usual trip on Thursday evening.  Yesterday workmen were engaged in replacing her stem-piece, and they have also put on a sheathing of oak, extending 30 feet on each side from the bow, which is covered to the distance of six feet from that point with a double thickness of boiler iron.  The workmen in doing this had to stand on the drift ice, in the slip which had wedged itself in as solid as a rock.  The C. will resume her trips to-night."

Source:  Milder Weather -- Porridge Ice Plenty, but no Blockade, N. Y. Times, Jan. 10, 1857, p. 4, col. 5 (Note:  Paid subscription required to access via this link).  

"THE ICE. -- The accumulation of ice in the East River has rendered the trips of the Peck Slip ferry boats so uncertain that a great many people take the cars down to Fulton ferry and thence to New York, that being the quickest and most reliable mode of reaching the lower part of the city."

Source:  THE ICE, Brooklyn Daily Eagle, Jan. 12, 1857, p. 3, col. 1 (Note:  Paid subscription required to access via this link).  

"BY MAIL PILOT LINE.
-----
[Correspondence of the Public Ledger.]
THINGS IN NEW YORK.

NEW YORK, Jan. 12.

The East River was in a state of blockade this morning.  From Buttermilk Channel to Green Point, on the Long Island shore, the ice was almost impenetrable.  The South Ferry ran a boat only once an hour.  The Hamilton Avenue Ferry was obliged to suspend its trips altogether.  The Fulton managed to wedge a boat through occasionally, but at great hazard of knocking a hole through the hulls.  The Peck Slip boats did not attempt to break the embargo at all, and the consequence was that thousands of mechanics who desired to cross over to New York, so as to be at work by 7 o'clock were disappointed, and had to lose half a day.  On the turn of the tide, about 10 o'clock, the harbor was temporarily cleared, and communication was resumed.

A variety of marine disasters in the harbor are reported.  Schr. Isaac M. Conkling, that had been employed in getting the ship Cultivator's anchor and chain sunk off Whitehall, was cut through off pier 7, East River, and went to the bottom at once.  The crew were saved.  Steamer John Hart went ashore at the Narrows, in the forenoon, but was subsequently relieved.  Br. schr. Hero, from Montego Bay, was driven ashore at Fort Hamilton, but has been got off with loss of rudder. . . ." 

Source:  BY MAIL PILOT LINE -- [Correspondence of the Public Ledger] -- THINGS IN NEW YORK, Public Ledger [Philadelphia, PA], Jan. 13, 1857, p. 2, col. 2 (Note:  Paid subscription required to access via this link).  

"NEW YORK, Jan. 13.

The Ice in the Rivers -- Relief for Disabled Vessels -- Young Men's Bail -- Huntington -- Advances in Breadstuffs, &c.

The mouth of the East river was blocked up yesterday morning by a field of ice about fifteen acres in extent, through which nothing could pass.  One of the Hamilton avenue ferry boats got fast in it, and was detained there for several hours.  The East river ferry boats were much obstructed by ice during the day.  The U.S. frigate Wabash, which arrived and took her position opposite the Mississippi, Sunday evening, was frozen about so solid that yesterday morning the crew of the St. Mary's passed over it several rods in extent, with all their luggage, to the dock.  Never, it is said, since the famous winter of 1852, have the difficulties on the ferries been as sever as this.

The Board of Underwriters have determined to send out a vessel, at their own expense, provided with clothing, provisions and an extra complement of men, to cruise off the harbor of New York, in a circuit of two or three hundred miles, to give relief to any vessels to be found needing assistance.  The Treasury Department at Washington city have telegraphed to Captain Faunce orders to fit out the revenue cutter Washington, from this port at once, and proceed to sea in search of vessels in distress.  The Washington was expected to leave port last evening.

The snow is unusually deep and drifted on the eastern extremity of Long Island, and the trains of the Long Island Railroad have discontinued running beyond Riverhead. . . ."

Source:  NEW YORK, Jan. 13 -- The Ice in the Rivers -- Relief for Disabled Vessels -- Young Men's Bail -- Huntington -- Advances in Breadstuffs, &c., The Baltimore Sun, Jan. 14, 1857, p. 4, col. 2 (Note:  Paid subscription required to access via this link).  

"There is more ice in the East River at the present time that there has been for years previous; not because the weather has been unusually cold, but because there have been no strong winds.  A stiff north wind would blow most of the ice out to sea so far that the tide would not float it back, but now all the ice that accumulates remains inside of the Narrows."

Source:  [Untitled], The Brooklyn Daily Eagle, Jan. 15, 1857, p. 3, col. 1 (Note:  Paid subscription required to access via this link).  

"HARD NAVIGATION.

NEW YORK, Jan. 14. -- This morning immense floes of ice entirely choked up the East River, so that most of the ferry boats ceased running.  The ice was about six inches in thickness, and some times formed unbroken fields of several acres.  --  The shipping was greatly exposed to serious injury.  Navigation around the city was never more difficult, vessels being frequently detained several days, from the impossibility of leaving the harbor.  Most of the ferry boats are more or less disabled, so that the number available for service is quite reduced."

Source:  HARD NAVIGATION, The Tri-Weekly Commercial [Wilmington, DE], Jan. 17, 1857, p. 2, col. 5 (Note:  Paid subscription required to access via this link).  

"New York, Jan. 17.

An ice bridge was formed in the East River this afternoon, and numbers crossed between New York and Brooklyn on foot."

Source:  New York, Jan. 17, Chicago Tribune, Jan. 19, 1857, p. 1, col. 6 (Note:  Paid subscription required to access via this link).  

"Ice Bridge across the East River.

Not since the year 1852 until the present time has the East river being frozen over sufficiently strong to permit personal travel thereon until Saturday last, when it is calculated that 25,000 persons must have taken advantage of the circumstance to walk, instead of sail, from New York to Brooklyn and back.

On the change of the tide that morning the vast flood of ice in the bay were swept up the East River, which being already full of ice, soon wedged together and formed a homogeneous mass, extending from shore to shore, and bounded on the north by Fulton Ferry.  The fact that the river was frozen across soon became known and about half past ten o'clock the first adventurous traveller [sic] made his way over to the Brooklyn side.  The first attempt was made by four boatmen who tested the strength of the congealed element by pushing a boat before them from near the Wall street ferry to this side, which they accomplished with success.  --  They then procured short ladders and stationed themselves two on each side of the river, and aided parties to descend and ascend to and from the Ice Bridge, for which service they charged two cents, and from appearances we should say made a very profitable days work of it.  The news spread, and soon a continuous stream kept pouring across from the foot of Wall street, most of whom landed at Thompsons slip on the other side.  The novelty of the exhibition soon drew crowds to witness it, and the docks and ships soon became filled with interested spectators.  For five hours the travel was kept up, the ice to all appearances being strong enough to support a horse and cart on any part traversed by the multitude who were crossing.  Not only were men and boys taking advantage of this state of things, but females also ventured on the ice and over a hundred of them passed to this side.  The crowds on the docks cheered the courageous women loudly, and every body seemed to think it very fine fun.

The sight was a magnificent one.  Below lay an unbroken mass of ice, covering an area of five square miles -- the surface though of but one color, was variously tinted and relieved here and there by moving specks, for such the men and boys on the river seemed to be.  The shores on either side were lined with people shouting hurrahing and having a good time generally, and the utmost hilarity prevailed.

This continued until 4 o'clock, when the tide began to turn and the water sensibly to lower in the slips.  The mere cautious left the ice and came ashore, but it seemed impossible to warn the boys and men who were in the centre of the stream.

In a little while the ice near the docks became fissured on the New York side, and it was evident that the ebb tide would soon make short work of the ice.  The people on the dock saw this, and shouted to these on the ice to come off 'for God's sake,' but they had done so much shouting before that they were not heeded.  In a little while there was a great chasm near the shore this side, when the alarm spread to those on the ice to run to the other side.  At this time nearly five hundred persons were on the ice and running for the Brooklyn shore, where a few got off; but the ice broke there also, and matters began to look serious, as all communication with the shore was cut off, and the five hundred were running wildly from side to side, not knowing what to do -- the ice in the meantime drifting slowly down the river with a precious freight of human lives upon it.

At this time the anxiety of the people on the docks was intense, as it was feared that many lives would be lost.  While this fear was at its height, however, as if by magic three tow boats and numberless small boats made their appearance for the purpose of taking off the now terrified ice bridge travellers [sic].  They were all unsuccessful, until one of the tugs named the Ratler dashed down the river with the tide, and pushed into the floe so as to bury her bow in the thick drift.  A ladder was then put out, and soon the adventurers were seen clambering up to her decks.  All this was witnessed with breathless interest by the excited crowd, and as the men and boys were taken off one by one loud cheers were given and much enthusiasm betrayed.

At last the whole five hundred were taken off by the different boats, and the river in an hour's time was entirely clear of ice.  The South, Fulton and Grand street ferries were all running without much difficulty that night.

On Saturday the South and Hamilton ferries made about three trips.  Yesterday the boats at the Fulton ferry were the only ones that made any trips with success, but they were few and far between.  They were hauled off at 12 o'clock last night until seven this morning.  There was but one boat on each of the Houston, Grand, Division ave. and Peck Slip ferries.  During the forenoon the river was full of ice, and the boats ran more frequently.  The Peck Slip boat was withdrawn at dark last night and the night previous.  Saturday night no boat left the Grand street New York side from 9 P. M. until 9 A. M.  About 4 o'clock yesterday afternoon the beam of one of the Houston street boats got on half centre, and she was drifted to a dock some distance below the Navy Yard, and was still there at dark.

The oldest inhabitant would be puzzled to remember a snowstorm in this latitude with the temperature only four degrees above zero.  Usually the weather becomes milder, at midnight, although it had been snowing twelve hours, the mercury had fallen two degrees.  At midnight it blew a hurricane and the air was full of snow.

As this storm undoubtedly extends over an immense surface of country, we may expect of the mails being very much detained for some time.  Great damage is also to be apprehended to the shipping on the coast, as the wind last night blew directly upon the shore."

Source:  Ice Bridge across the East River, Brooklyn Evening Star, Jan. 19, 1857, p. 2, col. 3 (Note:  Paid subscription required to access via this link).   

"CLEARANCE OF ICE. -- Last week money was raised among the merchants of New York for the purpose of cutting through the compact ice in Buttermilk Channel.  On Saturday the steam tug Webb was chartered to do the work, but the heavy rain which set in during the forenoon made its services unnecessary.  The ice along the Long Island shore from Hamilton Ferry to Gowanus, soon parted from the shore and floated down the bay with the ebb tide, forming a floe a mile and a half wide, but leaving the shore clear for the first time this month.  The field of ice was carried by the spring tide into the East River again, and so blocked up the river that the South and Wall Street Ferries relinquished their trips for some time.  In the course of the afternoon the tide and the strong East wind carried the ice out of the river.  The steamship Atlantic, for Liverpool, left her dock Saturday noon, and proceeded as far as Quarantine, where she encountered impassable fields of ice, and was compelled to put back.  She left this morning at nine o'clock, with an extra mail made up after the closing of the regular mail."

Source:  CLEARANCE OF ICE, The Brooklyn Daily Eagle, Feb. 2, 1857, p. 2, col. 2 (Note:  Paid subscription required to access via this link).  

"The Ice at New York and Vicinity. -- A letter, dated Glen Cave [sic], on the 2d inst., to the New York Journal of Commerce, says:

The East River below Martinscock is still firmly closed by ice, notwithstanding the northeast storm.  A strait is opened on the north shore about opposite Rye, to the east, apparently about a mile wide.  The propeller opposite Execution light is in communication with the shore, via the ice bridge.  Sleighing is still good, and our only real safe communication to the city is by stage."

Source:  The Ice at New York and Vicinity, The Times-Picayune [New Orleans, LA], Feb. 11, 1857, p. 1, col. 5 (Note:  Paid subscription required to access via this link).

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The Significance of the Wreck of the Steamer Plymouth Rock in Pelham in 1855

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"[I]t may form quite an important epoch in the history of City Island,

as no vessel of any class or description was ever before launched

from that place.  It is not improbable that the increase of population

and trade may 'ere long give rise to extensive and flourishing ship

yards there, or in that vicinity, where the building and launching of

the largest vessels may yet become matters of ordinary and almost

every day occurrence."

January 19, 1856 Issue of The New York Herald Regarding the Need

to Re-float the Wrecked Steamship Plymouth Rock at City Island.  

Introduction

The massive Stonington Line steamship Plymouth Rock left New York City promptly at 4:00 p.m., its regularly-scheduled departure time, on Saturday, December 29, 1855.  Already a nasty nor'easter was blowing.  It was snowing heavily.  The hundreds of passengers on board remained inside amidst the "regal splendor" of the 335-foot long steamship, sheltered from the storm among the finest beds, bedding, chandeliers, china, cut glass, and furniture money could buy.  

Slowly the massive steamer chugged along the East River, through Hell Gate, fighting winds and waters to make its way past Throgg's Neck towards City Island and adjacent Hart Island.  As it chugged along, the nor'easter worsened and a terrible snow squall swirled in the region.  After about an hour after the ship's departure, the gale intensified to such a point that the steamer no longer was able to make headway against the storm and needed to seek shelter.

A large number of Long Island Sound steamers and other vessels were gathered at anchor between City Island and Hart Island sheltering from the terrible winds of the gale.  At about 5:00 p.m., the Plymouth Rock, captained by Joel Stone, joined these vessels.  The steamer dropped its anchor to shelter with the other steamers, schooners, and vessels seeking refuge between City Island and Hart Island.  

Over the next few hours, the terrible storm continued to intensify with winds and waves lashing the vessels in the darkness.  The massive Plymouth Rock "bravely" rode out the storm for the next eight or nine hours.

Between about 1:00 a.m. and 2:00 a.m. on Sunday, December 30, 1855, many on the Plymouth Rock heard a distinct "crack" or "snap" at the bow of the ship.  Crew members raced to the bow just in time to see a schooner that had snapped her cable chain drifting quickly down the Sound "at a very fast rate" -- so fast, in fact, that no one was able to identify the vessel as it receded into the dark distance.  The crack that they heard had been the runaway schooner running into the Plymouth Rock's cable chain and tripping the steamer's anchor, leaving the steamship "at the mercy of the winds."  

Captain Stone ordered a second anchor thrown overboard and even tried to have the boilers fired up to permit him to maneuver the ship.  It was too late.  In what seemed like an instant, the Plymouth Rock struck the shores and rocks of City Island -- some reports say near City Island Point -- and was wrecked.  The massive storm left the gigantic behemoth "high and dry" on its side on the shores of City Island.  

The Plymouth Rock went ashore during a very high tide with winds whipping waves well onto shore.  Consequently, the ship was carried quite a distance inland and settled ashore "very lightly."  Indeed, according to one account, "so slight was the shock that many of the passengers did not awake from their slumbers, and none of them, we are informed, manifested any trepidation or alarm."  The ship lay broadside on City Island Point with its bow facing to the north and shallow water lapping at its hull.

Significantly, at the time of this wreck, City Island did not have a shipyard capable of dealing with such a ship.  Ship construction and repair on City Island before this time had involved only small vessels.

The Immediate Aftermath of the Wreck

Word immediately was sent to New York City that the Plymouth Rock had wrecked on the shores of City Island.  In the meantime, one of the nearby steamers sheltering from the storm offered assistance.  Beginning by about 2:00 a.m., the Fall River Line steamship Bay State and its crew offered a towing hawser that was secured to the stricken steamship.  Despite "unceasing effort" for the next two hours, the Bay State was unable to re-float the Plymouth Rock.   

At about 5:00 a.m., the crews of the Plymouth Rock and the Bay State began to transfer the passengers of the stricken steamer to the Bay State.  No one was hurt in the shipwreck or in the process of transferring the passengers.  After the storm the passengers were taken to Falls River from which they were transferred to Boston.  

Later that morning word reached the Stonington Line in New York City of the plight of the Plymouth Rock.  The Line dispatched two "steamtugs" (steam-powered tugboats), the Hector and the Jacob Bell, to City Island to try to free the wrecked ship.  The steamtugs worked for hours to free the steamer and re-float it.  The steamship, however, was simply too big.  It would not budge.  Thus, the passengers' baggage, freight, and mails were offloaded to the steamtugs that then returned to New York City.  

In the meantime, as soon as word was received by representatives of the Stonington Line in New York City of the wreck, the representatives also began engaging a "full complement of men" and worked to fire up another of the Stonington Line steamers, the Commodore, to depart for City Island with "necessary tackle" to pick up the passengers and their baggage.  Just as the Commodore readied to depart, the steamtugs arrived with news that they carried the passengers' baggage, freight, and mails from the Plymouth Rock and that the Bay State had taken the passengers to Fall River.  Thus, the Commodore was not dispatched to City Island.  

Once the storm cleared, the Plymouth Rock lay easily on its side like a massive beached whale.  The gargantuan steamer towered over the sleepy little island and fishing village of several hundred residents.

A Little About the Stonington Line and its Steamship Plymouth Rock

By the late 1840s, Cornelius Vanderbilt had virtually monopolized steamship transportation on Long Island Sound.  Consequently, he changed his focus to developing transportation lines to California and left his famed Stonington Line under the supervision of his associate, Daniel Drew.  By the mid-1850s, Drew operated three recently-built steamships:  the C. Vanderbilt, the Commodore, and the Plymouth Rock between New York City and Stonington, Connecticut.  See Brouwer, Norman J., Images of America:  Steamboats on Long Island Sound, p. 45 (Charleston, SC:  Arcadia Publishing, 2014).  

The Plymouth Rock was a "mammoth steamer" for its day.  It was 1,850 tons with a length of keel of 325 feet and a length of deck of 335 feet -- longer than a modern football field.  The massive steamship was capable of carrying five hundred passengers.  Its beds and bedding, chandeliers, china, cut glass, and table furniture, were "the best that could be procured in this country or in Europe."  

An extensive description of the steamship published in 1855 (shortly before it was wrecked on City Island) stated:

"The Plymouth Rock made her first trip to Stonington October 19, 1854.  The hull was built by J. Simonson, and is of unusual heavy timber, with a variety of extra fastenings.  The length of keel, 325 feet; length on deck, 335 feet; breadth of hull, 40 feet; whole breadth, including guards, 72 feet; depth of hold, 13 feet; register 1,850 tons, custom-house measurement.  The model has been much admired by amateurs in marine architecture for its grace and symmetry.  She is certainly a very fine-looking steamer, and reflects great credit on her builder, whose success has before been remarked.  

The machinery was furnished by the Allaire Works of this city.  The engine is a beam, with a cylinder 76 inches in diameter and 12 feet stroke of piston; the shafts and cranks are of wrought-iron, heavily fastened and braced.  There are two low-pressure boilers, of very great size and capacity, placed on the guards.  The steamer has also an extra engine and pumps to supply the boilers, and so arranged in case of fire, that a hose may be attached at a moment's notice, and reach any part of the boat.  Then engine of the Plymouth Rock is of the first class -- massive in strength and complete in finish.  It contains all desirable improvements, and is believed to be as perfect a specimen of machinery as yet produced in this country.

In the construction of this mammoth steamer, it was deemed of paramount importance to provide a strong and substantial vessel of great power, with the highest speed, and particularly equipped for the security and safety of life and property.  But the comfort and enjoyment of the passengers has not been by any means neglected.

The accommodations throughout are spacious, convenient, and elegant; the furniture and appointments of the costliest description, and in taste and beauty.  The beds and bedding, chandeliers, china, cut glass, and table furniture, are the best that could be procured in this country or in Europe.

The Plymouth Rock has one hundred well-ventilated state rooms, including numerous bridal, family, and single-bedded rooms, and berths (wide and roomy) for five hundred passengers, and a dining cabin remarkably spacious.  The ladies' cabin, with its almost regal splendor, and the state room hall, with its immense proportions and beautiful arched roof, must be seen to be fully appreciated.

The Plymouth Rock is supplied with several metallic life-boats, with patent cans, seats, and buoys fitted as life-preservers, with fire-engine, force-pumps, hose, and other apparatus and contrivances to protect and preserve from accident, danger, or harm.

The Plymouth Rock is under the command of Captain Joel Stone, who has been from early boyhood on the Sound, and is most favorably known as a competent and courteous master."

Source:  "RAILROAD, CANAL, AND STEAMBOAT STATISTICS -- OCEAN AND INLAND STEAMERS OUT OF THE PORT OF NEW YORK NUMBER 11 'THE PLYMOUTH ROCK'" in Hunt's Merchants' Magazine and Commercial Review Conducted by Freeman Hunt, A.M., Vol. 33 (From July to December, 1855), pp. 129 & 130 (NY, NY:  1855).

Nineteenth Century Connecticut $3 Bank Note Issued by

Stonington Bank, Depicting the Steamer Plymouth Rock.

NOTE:  Click on Image to Enlarge.

Detail from Connecticut $3 Bank Note Issued by

Stonington Bank with Detail Depicting the Steamer

Plymouth Rock.  NOTE:  Click on Image to Enlarge.

Initial Efforts to Re-Float the Plymouth Rock

According to one account published on New Year's Day, 1856, after the storm the wrecked steamer lay:

"on a rocky but nearly even bottom, excepting two small projecting rocks, one about 20 feet forward and the other 20 feet aft of the engine.  The forward rock has broken two of her starboard bilge kelsons [i.e., keelson], and through this fracture the tide ebbs and flows.  At high tide yesterday the water reached her cabin floor forward.  There is no other leak than the one mentioned, and that will soon be stopped."  (See article transcribed below.)

Almost immediately more sophisticated efforts to re-float the ship began.  The insurance underwriters for the ship sent an experienced captain (Captain Bowne) to the scene with two powerful steam pumps rigged for service.  Additionally, the ship's builder, Jeremiah Simonson of Greenpoint, Brooklyn, joined the efforts to save the ship.  One of the owners of the Plymouth Rock, Captain Haywood, arrived on the scene and was placed in charge of the efforts to re-float the ship.

There were a host of problems with the way the ship lay.  She went onto the island broadside and lay in shallow waters.  In addition, the ship's bow was "considerably lower than her stern."  This meant that the ship most likely would have to be removed "broadside as she went on" rather than by her bow or stern.  This presented extreme difficulties for the process.  A steamtug immediately was sent to New York City to bring back ways, canal boats and casks "to sink under and buoy her up in readiness for the next high tide." 

Finally, on January 5, 1856, preparations were complete and an effort to float the stricken steamer began.  Another major storm, however, interrupted the operations and the effort failed.  To make matters worse, the massive storm drove the Plymouth Rock thirty feet further onto the shore.

Clearly it was going to be difficult to re-float the mammoth ship.  The effort might even take months. . . . . . 

Plymouth Rock Owners Contract with Simonson to Re-Float the Ship

Recognizing the serious plight faced by the steamship, on January 8, 1856, its owners completed a contract with Simonson & Lugar of Greenpoint to raise the ship sufficiently to allow ways to be placed under her keel so she could be "relaunched."  (Ways are inclined tracks on which the keel of a ship can slide during launching into the water.)  

This contract may very well have played a significant role in the later growth of City Island as a shipyard and shipbuilding center.  It may well have planted the seed in the minds of many regarding the concept that a massive steamship such as the Plymouth Rock could be launched into the waters of Long Island Sound from ways laid on City Island.  Indeed, this seed would have been a powerful notion to some given the number of shipwrecks and ship repairs needed in the region around City Island and Hart Island in the 1850s and 1860s.  Indeed, this "seed" was not lost on average observers.  One newspaper in the region wrote of the use of ways to relaunch the stricken ship with particular foresight as follows:  

"it may form quite an important epoch in the history of City Island, as no vessel of any class or description was ever before launched from that place.  It is not improbable that the increase of population and trade may 'ere long give rise to extensive and flourishing ship yards there, or in that vicinity, where the building and launching of the largest vessels may yet become matters of ordinary and almost every day occurrence."

In short, efforts to relaunch the mammoth steamship Plymouth Rock into the waters of Long Island Sound from the shore of City Island likely played some role in the eventual growth of shipyards on the little island.

Indeed, by the second week in January a massive effort was underway to repair and re-float the ship.  According to one account, the Stonington Line had agreed to pay $30,000 (nearly $900,000 in today's dollars) to have the ship re-floated.  Fifty men were removing the earth in which the bottom of the ship was embedded to prepare the structure for being placed on ways.  By about January 8th, the damage to the side of the ship stove in when striking the shore had been repaired.  It looked as though the ship could be re-floated within a matter of days.

Then, disaster struck yet again.  Over the weekend of January 12-13, the region experienced yet another major storm.  The storm was so violent that, according to one report, a "full rigged brig was driven ashore on Hart Island, five schooners were left high and dry on City Island, and two schooners were cast upon Huckleberry Island."  (See below.)  During the storm, a wrecking schooner working at the Plymouth Rock site dragged three anchors and was blown ashore, creating a second mess to be addressed.    

Efforts to Re-Float the Plymouth Rock Seemed to Be Cursed

By January 25, 1856, the wrecking schooner mess had been resolved and a canal had been constructed into which the Plymouth Rock could be launched and then floated into the Long Island Sound.  The weather, however, simply would not cooperate.  This time, the problem was ice.

The region was in the midst of one of the coldest winters in many years.  Ice floes were dangerous and numerous in the waters around City Island and Hart Island.  A decision was made to delay any relaunch of the ship until the ice cleared.  The ice, however, did not clear.  Things only got worse until, by February 7, the entire Long Island Sound was frozen over with ice nearly a foot thick for a distance of at least eighteen miles.  According to one account published in a New York City newspaper on February 7:

"According to accounts which were yesterday given by pilots and captains of vessels, who had just come in from City Island and vicinity, the ice in the river above Hell Gate is more abundant and solid than it has been for many years past.  The whole river, they say, is frozen over between Lent's Point, above the Gate, to Sands' Point, a distance of about eighteen miles.  Near Throggs' Point the ice is over a foot thick, and much of it covered with snow of an equal depth.  Teams can pass over from Morrisport, on the west side, to Sands' Point on the Long Island shore.  No water can be seen by a person looking in the direction of the Sound, from a vessel's mast head at Hart Island.  About thirty vessels, brigs, schooners, sloops, etc., are ice bound between Sands' Point and Riker's Island.  The crew of the steamer Plymouth Rock, at City Island, having despaired of getting her away at present, have abandoned her, leaving her in charge of but one or two, as boat keepers."  (See below.)

The crew of the Plymouth Rock were not the only ones who despaired.  It began to look to the owners and insurance underwriters as though the steamship would not be relaunched for months.

Re-Floating the Stricken Steamship

Weeks passed before the ice began to clear.  In early March, it appeared as though the time was ripe to attempt a relaunch.  The Stonington Line was so optimistic that on Sunday, March 2nd it had another of its steamships, the C. Vanderbilt, carry a load of coal to City Island so that Plymouth Rock would have enough fuel to make it back to New York City once it was relaunched during a high tide under favorable winds.  

On Friday, March 7, 1856, everything was ready.  The Plymouth Rock had been propped on ways.  A canal had been dug to allow it to float into Long Island Sound.  The tide was high.  The winds were favorable.  Sometime that day, the ship was relaunched successfully down the ways into the canal and floated into Long Island Sound.  According to at least one source, this was the first launch of a ship on ways ever on City Island.

The ship immediately proceeded to the Balance Dock at the foot of Market Street in New York City for additional repairs.  According to one report, a good deal of additional work was needed.  "Both sides of her hull forward under the water lines and near the bends are badly stove; and her fore foot is slightly damaged.  --  But she does not appear to be strained, nor in the smallest degree out of line."

Final Repairs and Return of the Ship to Service on the Stonington Line

For the next three weeks, shipwrights and carpenters at the Balance Dock in New York City labored to repair and reappoint the splendid steamship.  According to one account, at the Balance Dock:

"every part of the hull in the least injured having been removed and entirely renewed, while additional fastenings and new kelsons and braces give increased strength to the massive and substantial frame.  The engine and boilers were found to be in perfect order, and not in the least affected by the accident.  The steamer has been repainted and regilded [sic], and the furniture and equipments renewed and refitted, so that the Plymouth Rock to all intents and purposes is now a new steamer, just ready for service."  (See below.)

On Tuesday, April 8, 1856, the Plymouth Rock resumed its trips on the Stonington Line for the season.  Captain Joel Stone, once again, was at the helm.  

Now that the world knew that a steamship longer than a modern football field could be launched on ways into Long Island Sound from the shores of City Island, neither the little island nor the Town of Pelham would ever be the same.  Soon, shipyards began sprouting along the shores of the island as City Island grew into a major shipbuilding and ship repair center for the entire northeast.

*          *          *          *          *

I have written before about the wreck of the steamship Plymouth Rock at City Island Point during the early morning hours of Sunday, December 30, 1855.  See:

Thu., Aug. 23, 2007:  The Wreck of the Steamer Plymouth Rock in Pelham Waters in 1855.

Fri., Aug. 24, 2007:  More About the Wreck of the Steamer Plymouth Rock in Pelham Waters in 1855.

*          *          *          *          *

Below is the text of a large number of articles dealing with the wreck of the steamship Plymouth Rock on the shores of City Island in the early morning hours of Sunday, December 30, 1855.  Each is followed by a citation and link to its source.

"THE STEAMER PLYMOUTH ROCK ASHORE AT CITY ISLAND.
-----
PASSENGERS ALL SAFE.

The steamer Plymouth Rock, Capt. Stone, went ashore on City Island, some eighteen miles above the city, about 2 o'clock, in the storm yesterday (Sunday) morning.  The facts are as follows:  The steamer left the city for Stonington at 4 o'clock on Saturday afternoon, from Pier No. 2 North River, and about 5 1/2 or 6 o'clock, as she neared City Island, the wind blowing very hard, Captain Stone gave orders to throw over one of her anchors, it being his intention to let her lay to until the storm passed over.

The storm continued to increase, but nothing transpired until about 2 o'clock, at which time a crack was heard on the bow, which on examination proved to be caused by a schooner running into and tripping the steamer's anchor, thus leaving us at the mercy of the winds.  Capt. Stone, as soon as he learned the true state of things, ordered a second anchor to be thrown over, but it was two late -- in an instant the steamer struck the island and went ashore, where at last accounts she lay high and dry.  Her passengers were taken off by the steamer Bay State, for Fall River, and word sent to this city of the condition of the disabled steamer.

As soon as the news was received here orders were given to fire up the steamer Commodore, Capt. Pendleton, that she should be sent to the relief of the P. R., a full complement of men were engaged, and the necessary tackle brought out and made ready for action.  

The schooner, it appears, was drifted down the stream at a very fast rate, she having snapped her cable chain.  No one appears to know her name nor anything about her, as she continued to drift, as far as the eye could see, down the stream.

The Commodore did not leave for City Island, as the steamtugs which had been sent to the assistance of the Plymouth Rock brought all her freight to the City.  The Plymouth Rock went ashore on a very high tide, and now lies on the rocks in six feet of water.  As her draught [sic] is 7 1/2 or 8 feet, it will require a very high tide to float her.  Meantime the water ebbs and flows through her, and as she lies on the rocks in a very exposed position, her fate is very critical."

Source:  THE STEAMER PLYMOUTH ROCK ASHORE AT CITY ISLAND -- PASSENGERS ALL SAFE, New-York Daily Tribune, Dec. 31, 1855, p. 6, col. 4 (additional copies of the same article may be found here and here).

"Disaster to the Steamer Plymouth Rock.

NEW YORK, Dec. 31.

The steamer Plymouth Rock which left here on Saturday afternoon for Stonington, came to anchor, in company with other Sound steamers near Hart Island, owing to the severe snow squall.  A schooner lying at anchor near by, got loose, and by drifting into the Plymouth Rock, tripped her chain, and anchor, and set her at the mercy of the winds and waves, so that she drifted ashore about one o'clock yesterday morning on City Island, where she still remained at the latest date -- 6 o'clock this morning.  --  The steamer Bay State took off the mails and passengers.  The freight has been brought to this city and will be sent on to-day by the steamer Commodore.  --  Assistance was sent to the Plymouth Rock this morning.  Her place in the Stonington line is to be promptly filled by another boat."

Source:  Disaster to the Steamer Plymouth Rock, The Brooklyn Daily Eagle, Dec. 31, 1855, p. 3, col. 4 (Note:  Paid subscription required to access via this link).  

"THE STEAMER PLYMOUTH ROCK ASHORE ON CITY ISLAND.
-----

From Our Special Reporter.

On Saturday afternoon last the steamer Plymouth Rock, of the Stonington Line, left this city at 4 p.m., her usual hour, for Stonington, but on reaching Sendies Point [sic; Sands Point], the snow-storm which had begun before her departure had become so violent as to render it impossible for her to make further headway against it, and an anchor was let go to hold her until its violence had abated.  The anchor was cast overboard about 5 o'clock p. m., and she rode out the storm bravely until 1 o'clock on Sunday morning, when unperceived by any one on board, she slowly dragged her anchors and went ashore, broadside on City Island Point, the wind blowing a perfect gale at the time.  She went ashore on a very high tide, and was carried far upon the beach, striking very lightly; indeed, so slight was the shock that many of the passengers did not awake from their slumbers, and none of them, we are informed, manifested any trepidation or alarm.

About 2 o'clock a.m. the steamer Bay State, Capt. Jewett, of the Fall River line, took a hawser from the Plymouth Rock, and endeavored to get her afloat again, but after two hours of unceasing effort, Capt. Jewett was obliged to give up the attempt.  About 5 a.m. on Sunday the Bay State took off the passengers of the Plymouth Rock and carried them to Fall River, whence they were forwarded to Boston.

The news of the disaster to the Plymouth Rock reached this city about Sunday noon, and a couple of steamtugs, the Hector and Jacob Bell, were at once chartered to go to her assistance.  All attempts to haul her off were found unavailing, and the passengers, baggage and freight crates, were transferred to the steamtugs, and they arrived here just in time to prevent the steamer Commodore, which had been made ready for that purpose, from going to City Island to the assistance of the stranded steamer.  Last evening the freight was all sent to Boston on the steamer Commodore of this line.

The Plymouth Rock is lying with her broadside to City Island and heading north.  She lies on a rocky but nearly even bottom, excepting two small projecting rocks, one about 20 feet forward and the other 20 feet aft of the engine.  The forward rock has broken two of her starboard bilge kelsons, and through this fracture the tide ebbs and flows.  At high tide yesterday the water reached her cabin floor forward.  There is not other leak than the one mentioned, and that will soon be stopped; the shipwrights have already begun to build a well around it, and when we left the steamer last night Capt. Bowne, the Underwriters' agent, had his two powerful steam-pumps nearly rigged for service; so that the probability is that in the course of to-day she will be freed of water, and then the pumps will keep her dry.  So far as we could judge from a cursory observation last evening, the steamer lies quite easy, and is very little strained.  Her builder, Mr. Jeremiah Simonson of Greenpoint, is assisting in getting her off.  The steamer draws seven feet of water; yesterday, at high tide, the depth of water around her averaged five feet.  Her bows, are, however, considerably lower than her stern, and when she does come off, as the water is shallow before and behind her, she must come off broadside as she went on.  When she went ashore the tide was full, and it will need a high tide and easterly wind to get her off again.  Yesterday a steam-tug was dispatched to the city for ways, canal boats and casks to sink under and buoy her up in readiness for the next high tide, when it is expected she will be got off.  Capt. Haywood, one of the owners of the Plymouth Rock, who is on board in charge, entertains strong hopes of getting her afloat again.  

Capt. Stone, the commander of the Plymouth Rock, was on a visit to his friends in Connecticut when the accident occurred, and the steamer was in charge of the pilot.

None of the furniture of the steamer is damaged, all of it having been removed before the water got into the cabin."

Source:  THE STEAMER PLYMOUTH ROCK ASHORE ON CITY ISLAND, New-York Daily Tribune, Jan. 1, 1856, p. 5, col. 5 (additional copies of the same article may be found here and here).    

"Disaster to the Steamer Plymouth Rock.

The steamer Plymouth Rock, which left here on Saturday afternoon, for Stonington, came to anchor in company with the other Sound steamers, near Hart Island, owing to the severe snow squall.  A schooner, lying at anchor near by, got loose, and by drifting into the Plymouth Rock, tripped her chain and anchor, and set her at the mercy of the wind and waves, so that she drifted ashore about 1 o'clock A. M., on Sunday, on City Island, where she still remained at the latest date, 6 o'clock Monday morning.

The steamer Bay State took off the mails and passengers.  The freight has been brought to this City.  Assistance was sent to the Plymouth Rock yesterday morning.  Her place in the Stonington Line is to be promptly filled by another boat."

Source:  Disaster to the Steamer Plymouth Rock, N.Y. Times, Jan. 1, 1856.  

"The steamer Plymouth Rock, of the Stonington line, went ashore on City Island in the snow storm on Sunday morning last, and lies in a very precarious position."

Source:  [Untitled], New-York Daily Tribune, Jan. 1, 1856, p. 4, col. 2.  

"TELEGRAPHIC.
-----

NEW YORK, Dec. 31.  --  The steamer Plymouth Rock for Stonington, went ashore on Hart's Island at two o'clock on Sunday morning.  Her passengers and mails were taken off by the steamer Bay State.  The Plymouth Rock remained aground this morning.  Steamers have been sent to her assistance."

Source:  TELEGRAPHIC, The Pittsburgh Gazette, Jan. 1, 1856, p. 3, col. 2.  

"Steamer Plymouth Rock Aground.

NEW YORK, Dec. 31, P. M. -- The steamer Plymouth Rock, for Stonington, went ashore on Hart's Island [sic] at two o'clock Sunday morning.  The passengers and mail were taken off by the steamer Bay State.  The Plymouth Rock remained aground, and this morning steamers were sent to her aid."

Source:  Steamer Plymouth Rock Aground, The Louisville Daily Courier [Louisville, KY], Jan. 1, 1856, p. 3, col. 3.  

"MARINE AFFAIRS.
-----

THE PLYMOUTH ROCK. -- This fine steamer is still ashore on City Island, and the wind yesterday having shifted to the westward she will not be got off for some days yet."

Source:  MARINE AFFAIRS -- THE PLYMOUTH ROCK, New-York Daily Tribune, Jan. 5, 1856, p. 6, col. 2.

"THINGS IN NEW YORK.

NEW YORK, Jan. 5. . . .

A further effort was made to float off the steamer Plymouth Rock to-day, but without success.  The storm interrupts operations. . . ."

Source:  THINGS IN NEW YORK, Public Ledger [Philadelphia, PA], Jan. 7, 1856, p. 3, col. 6.  

"MARINE AFFAIRS.
-----

THE STEAMSHIP PLYMOUTH ROCK.  --  The owners of the Plymouth Rock yesterday completed a contract with Messrs. Simonson & Lugar to get her afloat again.  She lies in a favorable position, and will be raised sufficiently to allow ways to be placed under her keel, when she will be relaunched.  She came out of the severe gale on Saturday night last tight and uninjured, and when once afloat will soon resumed her place on the Stonington route.  The well-known skill of the contractors is a guarantee that she will not long remain on City Island beach."

Source:  MARINE AFFAIRS -- THE STEAMSHIP PLYMOUTH ROCK, New-York Daily Tribune, Jan. 9, 1856, p. 7, col. 3.  

"The Plymouth Rock.

NEW YORK, Jan. 8.

A contract has been made to-day with Messrs. Simonsons [sic]; Sugar [sic] to put the steamer Plymouth Rock afloat.  She lies in a more favorable position."

Source:  The Plymouth Rock, Detroit Free Press, Jan. 9, 1856, p. 1, col. 4.  

"The Plymouth Rock Still Aground.

The Plymouth Rock, which went ashore some days since at City Island, has not yet been removed from her position since the storm last Sunday night, by which it will doubtless be recollected she was driven thirty feet further on shore.  Active preparations are, however, being made to effect her speedy removal.  Some fifty men are engaged removing the earth in which her bottom is imbedded [sic], preparatory to placing her on guys, when she will, it is thought, be launched without difficulty.  The damage to one of her sides, sustained by the collision upon the rocks previous to her having been driven on shore, has been repaired, and all that remains is her necessary elevation prior to being launched.  It is stated that the Stonington Company to whom the steamer belongs, have agreed to pay $30,000 for her removal."

Source:  The Plymouth Rock Still Aground, The New York Herald, Jan. 13, 1856, p. 1, col. 4.

"STEAMER PLYMOUTH ROCK

It is expected that the steamer Plymouth Rock, ashore on City Island, will be got off in the course of a few days, a contract having been made with her builders, Messrs. Simonson & Lugar to dig a canal or trench around her, when, it is thought she can be easily launched.  They have already sent up laborers to commence operations."

Source:  STEAMER PLYMOUTH ROCK, New-York Daily Tribune, Jan. 15, 1856, p. 6, col. 4.

"SPECIAL DESPATCH [sic] TO THE HERALD.

CITY ISLAND, Jan. 14, 1856.

The wrecking schooner attending on the steamer Plymouth Rock, dragged three anchors and went ashore on City Island high and dry.

At Sand Point and about Cow Bay the effects of the storm on Saturday night and Sunday morning were very severely felt.  A full rigged brig was driven ashore on Hart Island, five schooners were left high and dry on City Island, and two schooners were cast upon Huckleberry Island."

Source:  SPECIAL DESPATCH TO THE HERALD, The New York Herald, Jan. 15, 1856, p. 1, col. 4.  

"STEAMER PLYMOUTH ROCK

It is expected that the steamer Plymouth Rock, ashore on City Island, will be got off in the course of a few days, a contract having been made with her builders, Messrs. Simonson & Lugar to dig a canal or trench around her, when, it is thought, she can be easily launched.  They have already sent up laborers to commence operations."

Source:  STEAMER PLYMOUTH ROCK, New-York Tribune, Jan. 15, 1856, p. 6, col. 4 (Note:  Paid subscription required to access via this link).

"City Intelligence. . . .

THE STEAMER PLYMOUTH ROCK, ashore at City Island, is expected to leave there to-day, or Monday.  A canal or dock has been formed by excavating underneath and between her and the water of sufficient depth below high water to float her, and warp her out.  This plan was devised as the easiest and most expeditious one for removing her.  Should it not prove successful, the contractors (Messrs. Simonson & Lugar) will place her on ways and launch her.  In either event it may form quite an important epoch in the history of City Island, as no vessel of any class or description was ever before launched from that place.  It is not improbable that the increase of population and trade may 'ere long give rise to extensive and flourishing ship yards there, or in that vicinity, where the building and launching of the largest vessels may yet become matters of ordinary and almost every day occurrence."

Source:  City Intelligence . . . THE STEAMER PLYMOUTH ROCK, The New York Herald, Jan. 19, 1856, p. 4, col. 6.  

"THINGS IN NEW YORK.

NEW YORK, Jan. 19. . . .

The steamer Plymouth Rock, ashore at City Island for the past month, will probably be afloat on Monday.  A canal has been formed by excavating underneath of a sufficient depth to float her off at high water."

Source:  THINGS IN NEW YORK, Public Ledger [Philadelphia, PA] Jan. 21, 1856, p. 1, col. 7 (Note:  Paid subscription required to access via this link).  

"NEW YORK, Jan. 15. . . .

The wrecking schooner appended to the steamer Plymouth Rock, dragged three anchors and went ashore on City Island, high and dry."

Source:  NEW YORK, Jan. 15, Weekly Indiana State Sentinel [Indianapolis, IN], Jan. 24, 1856, p. 1, col. 8.  

"STEAMER PLYMOUTH ROCK.  --  All the necessary preparations for removing the steamer Plymouth Rock from City Island, where she has been ashore for some time past, are now complete.  She has been placed in an upright and perfectly easy position, and is only waiting for the breaking away of the ice, when she will be taken out from her bed and brought to the city."

Source:  STEAMER PLYMOUTH ROCK, The New York Herald, Jan. 25, 1856, p. 5, col. 1. 

 "ICE IN THE HARBOR.
-----

The quantity of drift ice in our rivers and bay is so great as to completely cover the surface of the water, and it has become so compact that many attempts to work through have failed within a day or two.  Vessels lying in slips are frozen in, and can only be released by being cut out.  The only exception to the general condition, was when a very large field completely blocked up the mouth of the East River, from Governor's Island to Castle Garden, and remained stationary, preventing other ice from getting in the river, and leaving it comparatively clear above, so that the ferry boats found but little difficulty in crossing.  

According to accounts which were yesterday given by pilots and captains of vessels, who had just come in from City Island and vicinity, the ice in the river above Hell Gate is more abundant and solid than it has been for many years past.  The whole river, they say, is frozen over between Lent's Point, above the Gate, to Sands' Point, a distance of about eighteen miles.  Near Throggs' Point the ice is over a foot thick, and much of it covered with snow of an equal depth.  Teams can pass over from Morrisport, on the west side, to Sands' Point on the Long Island shore.  No water can be seen by a person looking in the direction of the Sound, from a vessel's mast head at Hart Island.  About thirty vessels, brigs, schooners, sloops, etc., are ice bound between Sands' Point and Riker's Island.  The crew of the steamer Plymouth Rock, at City Island, having despaired of getting her away at present, have abandoned her, leaving her in charge of but one or two, as boat keepers.

All but the Hamilton Avenue Ferry boats make their trips, but without any pretence [sic] to regularity, and they are often in imminent danger from heavy fields of ice, which force them far out of their course.  Buttermilk Channel is again frozen over, and persons crossed on ice from Brooklyn to Governor's Island yesterday."

Source:  ICE IN THE HARBOR, Morning Courier and New-York Enquirer, Feb. 7, 1856,  Vol. LIII, No. 9830, p. 3, col. 2.  

"Miscellaneous and Disasters. . . . 

On account of the storm of Saturday night, the boats of the Boston line did not leave at 4 P.M., their regular hour.  The C. Vanderbilt, for Stonington, and State of Maine, for Fall River, went out yesterday, Sunday, at 5 A.M.  The Connecticut, for Norwich, went on the same day at 8 A.M.  The C V took with her, for the Plymouth Rock, which has been for a long time at City Island, a sufficiency of fuel to enable her to come to the city.  She is alive at high water, as she lays, and will leave when the wind proves favorable for a good tide."

Source:  Miscellaneous and Disasters, The New York Herald, Mar. 3, 1856, p. 8, col. 4. 

"New York, March 7. . . . 

The steamer Plymouth Rock, of the New York and Stonington line, which has been ashore at Hart Island [sic] for two or three months, was floated off to-day and steaming up to the city but little damaged."

Source:  [Untitled], Chicago Tribune, Mar. 8, 1856, p. 2, col. 6 (Note:  Paid subscription required to access via this link).  See also [Untitled], The Buffalo Commercial [Buffalo, NY], Mar. 8 1856, p. 3, col. 4 (same text; paid subscription required).  

"The Stonington steamer, Plymouth Rock, which was ashore last Winter on City Island, was on Friday morning, taken up by the Balance Dock for repairs.  Both sides of her hull forward under the water lines and near the bends are badly stove; and her fore foot is slightly damaged.  --  But she does not appear to be strained, nor in the smallest degree out of line."

Source:  [Untitled], The Brooklyn Daily Eagle, Mar. 15, 1856, p. 2, col. 2 (Note:  Paid subscription required to access via this link). 

"Miscellaneous and Disasters. . . . 

 The Stonington steamer Plymouth Rock, which was ashore last winter on City Island, was on Friday morning taken up by the balance dock for repairs.  Both sides of her hull forward under the water lines and near the heads are badly stove, and her fore foot is slightly damaged.  But she does not appear to be strained nor in the smallest degree out of line."

Source:  Miscellaneous and Disasters, The New York Herald, Mar. 16, 1856, p. 8, col. 5.  

"THE PLYMOUTH ROCK.  --  This splendid steamer has been put in the most complete order, and resumes her place in the Stonington Line, under the command of Capt. Joel Stone.  The Commodore is the alternate boat.

The steamer Plymouth Rock, since being relieved from the protracted detention at City Island, has been placed on the large balance dock at the foot of Market-street, and there received a most thorough overhauling -- every part of the hull in the least injured having been removed and entirely renewed, while additional fastenings and new kelsons and braces give increased strength to the massive and substantial frame.  The engine and boilers were found to be in perfect order, and not in the least affected by the accident.  The steamer has been repainted and regilded [sic], and the furniture and equipments renewed and refitted, so that the Plymouth Rock to all intents and purposes is now a new steamer, just ready for service."

Source:  THE PLYMOUTH ROCK, New-York Daily Tribune, Apr. 8, 1856, p. 4, col. 1.

"Miscellaneous and Disasters. . . .

The steamer Plymouth Rock, Capt. Joel Stone, resumed her trips on the Stonington Line, for the season yesterday (Tuesday).  The steamer, since being relieved from the protracted detention at City Island, has been placed on the large Balance Dock, foot of Market street, and there received a most thorough overhauling.  Every part of the hull in the least injured having been entirely renewed, while additional fastenings, new keelsons and braces gives increased strength to this massive and substantial frame.  The engine and boilers were found to be in perfect order and not in the least affected by the accident.  The steamer has been repainted and regilded [sic], the furniture and compartments renewed and refitted so that the Plymouth Rock to all intents and purposes, is now a new steamer just ready for service."

Source:  Miscellaneous and Disasters, The New York Herald, Apr. 9, 1856, p. 8, col. 5.  

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