The Preservation League of New York State has named a 6-mile section of the Old Albany Post Road in Putnam County to its list of the Empire State’s most threatened historic resources, Seven to Save.
This path between the settlements that would become known as Albany and New York City followed earlier trails established by the Native residents of the region. It provided for movement of troops, supplies and postal mail during the French and Indian and Revolutionary Wars. Connecting homes in a sparsely settled area of Garrison, the Old Albany Post Road still retains landscape features from Colonial times and is listed on the National Register of Historic Places. Continue reading
John Augustus Roebling celebrated two milestones in June of 1849, his 43rd birthday and the beginning of construction of the Neversink Aqueduct on the Delaware & Hudson Canal. It was the third of the four aqueducts he would design and build for the canal company, and followed the completion of the Delaware and Lackawaxen Aqueducts the previous year.
Roebling (his given name was actually Johann August) was born in Muhlhausen, in Prussia, on June 12, 1806, the youngest son of Christoph Polycarpa Roebling and Fredericke Dorothea Mueller Roebling. He grew up in a world of private tutors, learned the music of Bach and the poetry of Goethe, and according to some sources, built a model of a suspension bridge when he was nine years old that bore a striking resemblance to what would be his most famous work, the Brooklyn Bridge. He gained admission to the prestigious engineering program at the Royal Polytechnic Institute in Berlin, where he studied languages and philosophy as well as architecture, bridge construction and hydraulics. He graduated in 1826, and went to work for the state, as was the requirement at that time, serving three years building roads in Westphalia. Continue reading
Albany was a busy port city throughout the nineteenth century. During its most active Underground Railroad days, the city was occupied by lumber and other businesses at the riverfront and numerous retail establishments along Market Street (our current Broadway), Pearl Street, and corresponding cross streets. Although it was the state capital (since 1797) Albany truly began to expand only after the completion in 1825 of the Erie Canal, which enhanced the city as a destination for riverboat shipping and traffic.
Commerce along the Hudson and Erie Canal system, and new forms of transportation such as the steamboat and the railroad, greatly increased the opportunities for people, including fugitives from slavery, to travel from port to port, and city to city. The new transportation systems, as well as burgeoning social movements of the antebellum period, such as Sunday School, temperance and women’s rights movements, provided abundant opportunities for the sort of networking that facilitated Underground Railroad efforts. Continue reading
For a century, the world’s best iron ore was produced by a small Clinton County village in upstate New York. That remarkable legacy is shared in the Lyon Mountain Mining and Railroad Museum, housed in the town’s former railroad depot building. The cost to visitors “can’t be beat,” as they say—admission is free.
This community project developed into a remarkable facility dedicated to regional and town history. The focus is on iron mining, once a dominant force in the region’s economy. Continue reading
In recognition of a near century of service, Erie Canalway National Heritage Corridor – in collaboration with the NYS Canal Corporation, the Heritage Documentation Program of the National Park Service, and NYS Office of Parks, Recreation, and Historic Preservation – is sponsoring the nomination of the NYS Barge Canal System to the National Register of Historic Places.
The nomination includes the currently operational New York State Barge Canal, including the Erie, Champlain, Oswego, and Cayuga-Seneca Canals. The period of significance for the nomination is 1905, when construction began, through 1963. If approved, the historic district will include over 250 structures – every lock, lift bridge, guard gate, and dry dock on the system. Continue reading
A new book, Cutters to Motor Coaches: Pioneering Commercial Transportation in the Catskills (Fast Pencil, 2014) by Michael W. Duttweiler explores the evolution of commercial motorized transportation in rural Western Sullivan County, New York through the story of a family business.
Along the way, it outlines major phases in the history of Sullivan County tourism, influences of the Ontario and Western Rail Road, and changes brought about by increased regulation of commercial transportation, the Great Depression, and World War II. Continue reading
When New York women won the right to vote in 1917, the national suffrage movement received a huge shot in the arm after the number of women voters doubled nationwide. The state’s 1917 victory can be traced, in part, to how the movement utilized the media, as well as benefitted from sustained and substantial grassroots organizing.
New York’s women organized the state from top to bottom for the vote, and the movement’s visibility and victory paid off when the tide turned nationally. Continue reading
Beginning in the mid-1800s, steamboats carried people between New York City and the Albany area on the Hudson River. Romantic images lull us into believing it was a quiet means of travel, but a crowded river, faulty equipment and the bravado of the captains resulted in at least one major catastrophe every year. Night boats collided and sank, carelessness caused boiler explosions, races put passengers at risk and fires would quickly swallow the wooden vessels.
The grand Empire of Troy suffered many collisions. The Swallow broke in two on a rock, Reindeer’s explosion took forty lives at once and the Oregon and C. Vanderbilt entered into an epic and dangerous race. Collected from eyewitness accounts, these are some of the most exciting and frightening stories of peril aboard steamboats on the Hudson River. Now, local historian J. Thomas Allison has written Hudson River Steamboat Catastrophes: Contests and Collisions (History Press, 2013). Allison provides an entertaining look at the romantic but perilous age of steamboat travel on the Hudson River, including tales of reckless captains racing each other and passengers’ eyewitness accounts of collisions, crashes, explosions, and fires. Continue reading
Described here is a real-life scenario that was once possible. The timeline might be tough to follow, but it’s early May, and we’re strolling down the main street of a North Country community, running several errands. First stop: the Peoples Bank, where we make a deposit and then exit at exactly 1:15 pm. Down the street, we stop at the Citizens Bank to open an account, but the sign on the door says they’re closed for lunch until 1 pm. Glancing inside the restaurant next door, we see several bank employees eating lunch beneath a wall clock that says 12:20 pm. Rather than wait, we move on.
Down the street, we pick up a few items at the US Brush Company, leaving there at 1:30 pm. Next stop: the post office, to buy some stamps. But the door is locked. On the knob hangs a sign stating that the clerks will return at 1 pm.
Off we go to the nearby grocery, picking up a few items and exiting the store at 1:40 pm. Just a few doors down, we stop at the Star Theater to pick up tickets for tonight’s play. But the ticket window hours are 1–4 pm, and the clock inside says 12:45 pm, so we move on to the Muslin Underwear Company and buy a new supply of unmentionables. Continue reading
As the United States entered World War I, it was thought that the Nation’s transportation facilities were not up to the task of mobilizing and supplying large quantities of materials and men to the east coast for shipment to the war front.
What took place over the next three years was an experiment in the nationalization of the railroads, and to a much smaller extent, the waterways.
In 1917 New York State found itself with a rather big problem. After fourteen years of planning, engineering and construction, the new Barge Canal was almost ready for use. Although terminal space was still being built, plans were to have the entire canal channel and locks ready for use in the spring of 1918. However, there were few boats available for use on the canal, for a number of reasons: Continue reading