fine "racer" lines and attention to detail, Chauncey Vibbard would prove capable of a cruising speed of 23 to 25 mph and a top speed of almost 30 mph—sufficient to challenge the fastest steamboats on the Hudson. According to some sources, Chauncey Vibbards hull was strengthened with high hog frames, typical hull strengthening components of their day. However, Stanton's illustration shows only king posts and iron tie-rods, suggesting that the hog frames were added at a later date, perhaps when the vessel was lengthened. In spite of her speed, Chauncey Vibbard is said to have been one of the most difficult boats to drive into a headwind. As a day boat, a substantial proportion of Chauncey Vibbards passengers were sightseers rather than travellers. To cater for this clientele, Chauncey Vibbards main saloon was located forward, offering the best possible views of the picturesque scenery of the Hudson. A promenade deck was also installed. Considered of no less importance, perhaps, was the boat's extensive larder—from which it is said almost anything could be ordered. Chauncey Vibbards captain was Dave Hitchcock, a partner of Van Santvoord. Hudson River service, 1864–90 Schedules After completion, Chauncey Vibbard was placed on the New York to Albany route, working in tandem with the Daniel Drew, while Daniel Drews former partnering vessel, Armenia, was placed in reserve. Chauncey Vibbard was scheduled to leave New York for Albany on Tuesdays, Thursdays and Saturdays, while her stablemate departed the same port on Mondays, Wednesdays and Fridays. The boats departed Debrosses Street, New York on their respective days at 7:00 am, touching at 30th Street, New York, then continuing on to West Point, Newburgh, Poughkeepsie, Rhinebeck, Catskill, Hudson and Albany. The return journey for each boat was made the following day, departing Hamilton Street, Albany at 9:00 am and arriving at New York about 6:00 pm. The schedule was arranged in such a way that when one boat was travelling downstream from Albany, the other was travelling upstream from New York. By this means, day travellers could alight at Poughkeepsie, the halfway point, and then return home the same day on the boat travelling in the opposite direction. This was known as the "nine-hour system" as each boat was scheduled to complete the trip between New York and Albany within nine hours. The service was only available from about May to October each year, with the boats being laid up