Lawrence P. Gooley

Lawrence Gooley has authored 19 books and more than 150 articles on the North Country’s past. He and his partner, Jill Jones, founded Bloated Toe Enterprises in 2004. Expanding their services in 2008, they have produced 69 titles to date, and are now offering web design. For information on book publishing, visit Bloated Toe Publishing.

Floyd Bennett: American Aviation Legend

November 15, 2011 by Lawrence P. Gooley Leave a Comment

Among the rock-star personas of the Roaring Twenties were a number of aviators who captured the public’s imagination. Some were as popular and beloved as movie stars and famous athletes, and America followed their every move. It was a time of “firsts” in the world of aviation, led by names like Lindbergh, Byrd, and Post. Among their number was an unusually humble man, Floyd Bennett. He may have been the best of the lot.

A North Country native and legendary pilot, Bennett has been claimed at times by three different villages as their own. He was born in October 1890 at the southern tip of Lake George in Caldwell (which today is Lake George village). Most of his youth was spent living on the farm of his aunt and uncle in Warrensburg. He also worked for three years in Ticonderoga, where he made many friends. Throughout his life, Floyd maintained ties to all three villages.

In the early 1900s, cars and gasoline-powered engines represented the latest technology. Floyd’s strong interest led him to automobile school, after which he toiled as a mechanic in Ticonderoga for three years. When the United States entered World War I, Bennett, 27, enlisted in the Navy.

While becoming an aviation mechanic, Floyd discovered his aptitude for the pilot’s seat. He attended flight school in Pensacola, Florida, where one of his classmates was Richard E. Byrd, future legendary explorer. For several years, Bennett refined his flying skills, and in 1925, he was selected for duty in Greenland under Lieutenant Byrd.

Fraught with danger and the unknown, the mission sought to learn more about the vast unexplored area of the Arctic Circle. Bennett’s knowledge and hard work were critical to the success of the mission, and, as Byrd would later confirm, the pair almost certainly would have died but for Bennett’s bravery in a moment of crisis.

While flying over extremely rough territory, the plane’s oil gauge suddenly climbed. Had the pressure risen unchecked, an explosion was almost certain. Byrd looked at Bennett, seeking a course of action, and both then turned their attention to the terrain below.

Within seconds, reality set in—there was no possibility of landing. With that, Bennett climbed out onto the plane’s wing in frigid conditions and loosened the oil cap, relieving the pressure. He suffered frostbite in the process, but left no doubt in Byrd’s mind that, in selecting Bennett, he had made the right choice.

The two men became fast friends, and when the intrepid Byrd planned a historic flight to the North Pole, Bennett was asked to serve as both pilot and mechanic on the Josephine Ford. (Edsel Ford provided financial backing for the effort, and the plane was named after his daughter.) In 1926, Byrd and Bennett attained legendary status by completing the mission despite bad luck and perilous conditions. The flight rocketed them to superstardom.

Lauded as national heroes, they were suddenly in great demand, beginning with a tickertape parade in New York City. Byrd enjoyed the limelight, but also heaped praise on the unassuming Bennett, assuring all that the attempt would never have been made without his trusted partner. When Bennett visited Lake George, more than two thousand supporters gathered in the tiny village to welcome him. As part of the ceremony, letters of praise from Governor Smith and President Coolidge were read to the crowd.

Both men were awarded the Congressional Medal of Honor, the highest award for any member of the armed services, and rarely bestowed for non-military accomplishments. They were also honored with gold medals from the National Geographic Society. Despite all the attention and lavish praise, Bennett remained unchanged, to the surprise of no one.

The next challenge for the team of Bennett and Byrd was the first transatlantic flight from New York to Paris, a trip they prepared for eagerly. But in a training crash, both men were hurt. Bennett’s injuries were serious, and before the pair could recover and continue the pursuit of their goal, Charles Lindbergh accomplished the historic feat. Once healed, the duo completed the flight to Europe six weeks later.

Seeking new horizons to conquer, aviation’s most famous team planned an expedition to the South Pole. Tremendous preparation was required, including testing of innovative equipment. On March 13, 1928, a curious crowd gathered on the shores of Lake Champlain near Ticonderoga. Airplanes were still a novelty then, and two craft were seen circling overhead. Finally, one of them put down on the slushy, ice-covered lake surface, skiing to a halt.

Out came local hero Floyd Bennett, quickly engulfed by a crowd of friends and well-wishers. While in Staten Island preparing for the South Pole flight, he needed to test new skis for landing capabilities in the snow. What better place to do it than among friends? After performing several test landings on Lake Champlain, Bennett stayed overnight in Ticonderoga. Whether at the Elks Club, a restaurant, or a local hotel, he and his companions were invariably treated like royalty. Bennett repeatedly expressed his thanks and appreciation for such a warm welcome.

A month later, while making further preparations for the next adventure, Floyd became ill with what was believed to be a cold. When word arrived that help was urgently needed on a rescue mission, the response was predictable. Ignoring his own health, Bennett immediately went to the assistance of a German and Irish team that had crossed the Atlantic but crashed their craft, the Bremen, on Greenly Island north of Newfoundland, Canada.

During the mission, Floyd developed a high fever but still tried to continue the rescue effort. His condition worsened, requiring hospitalization in Quebec City, where doctors found he was gravely ill with pneumonia. Richard Byrd and Floyd’s wife, Cora, who was also ill, flew north to be with him. Despite the best efforts of physicians, Bennett, just 38 years old, succumbed on April 25, 1928, barely a month after his uplifting visit to Ticonderoga.

Though Bennett died, the rescue mission he had begun proved successful. Across Canada, Germany, Ireland, and the United States, headlines mourned the loss of a hero who had given his life while trying to save others. Explorers, adventurers, and aviators praised Bennett as a man of grace, intelligence, bravery, and unfailing integrity.

Floyd Bennett was already considered a hero long before the rescue attempt. The selflessness he displayed further enhanced his image, and as the nation mourned, his greatness was honored with a heavily attended military funeral in Washington, followed by burial in Arlington National Cemetery. Among the pile of wreaths on his grave was one from President and Mrs. Coolidge.

After the loss of his partner and best friend, Richard Byrd’s craft for the ultimately successful flight to the South Pole was a tri-motor Ford renamed the Floyd Bennett. Both the man and the plane of the same name are an important part of American aviation history.

It was eventually calculated that the earlier flight to the North Pole may not have reached its destination, but the news did nothing to diminish Byrd and Bennett’s achievements. They received many honors for their spectacular adventures. On June 26, 1930, a dedication ceremony was held in Brooklyn for New York City’s first-ever municipal airport, Floyd Bennett Field. It was regarded at the time as America’s finest airfield.

Many historic flights originated or ended at Floyd Bennett Field, including trips by such notables as Howard Hughes, Jimmy Doolittle, Wiley Post, Douglas “Wrongway” Corrigan, and Amelia Earhart. It was also the busiest airfield in the United States during World War II, vital to the Allied victory. Floyd Bennett Field is now protected by the National Park Service as part of the Gateway National Recreation Area.

The beloved Bennett was also honored in several other venues. In the 1940s, a Navy Destroyer, the USS Bennett, was named in honor of his legacy as a flight pioneer. In the village of Warrensburg, New York, a memorial bandstand was erected in Bennett’s honor. Sixteen miles southeast of Warrensburg, and a few miles from Glens Falls, is Floyd Bennett Memorial Airport.

In a speech made after the North Pole flight, Richard Byrd said, “I would rather have had Floyd Bennett with me than any man I know of.” High praise indeed between heroes and friends. And not bad for a regular guy from Lake George, Warrensburg, and Ticonderoga.

Top Photo: The Josephine Ford.

Middle Photo: Floyd Bennett, right, receives medal from President Coolidge. Richard Byrd is to the President’s left.

Bottom Photo: Floyd Bennett Field, New York City’s first municipal airport.

Lawrence Gooley has authored ten books and dozens of articles on the North Country’s past. He and his partner, Jill McKee, founded Bloated Toe Enterprises in 2004. Expanding their services in 2008, they have produced 19 titles to date, and are now offering web design. For information on book publishing, visit Bloated Toe Publishing.

World War One and Charles Dabney Baker

November 7, 2011 by Lawrence P. Gooley Leave a Comment

War heroes come from all walks of life, and are deemed noteworthy for all sorts of reasons. In April 1918, during World War I, the North Country was justifiably proud of five lesser headlines in the New York Times beneath a bold proclamation: “Plattsburg Youth A Transport Hero.”

The story was particularly unusual for one main reason—though the youth was a lieutenant in the infantry, he and his foot-soldiers had performed heroic deeds with no land in any direction for perhaps 1000 miles.

Plattsburg (no “h” used in those days) was a principal military training facility, and many death announcements during the war ended with a single, telling entry: “He was a Plattsburg man.” In this case, the Plattsburg man in question, Charles Dabney Baker, was still very much alive and receiving praise from both sides of the Atlantic for astute leadership and remarkable calm during a crisis situation.

The odd circumstances surrounding Baker’s citation complemented his unusual path from childhood to the military. Historically, the vast majority of fighting men do not come from affluent backgrounds. Men of money and power have often been able to protect their children from serving. Poorer folks, on the other hand, often joined for the guaranteed income and the financial incentives dangled before them. A few thousand dollars was nothing to a person of wealth, but constituted a small fortune for someone in need.

Charles Baker was certainly part of an affluent family. He was born in Far Rockaway, Long Island in 1891, the son of a Wall Street banker. When he was but eight years old, the family household of four children was supported by a live-in staff that included two nurses, a waitress, a cook, and a chambermaid. A kitchen maid and a laundress were later added. Life was sweet.

Charles graduated from Princeton in 1913 and went to work for the Bankers’ Trust Company in New York City. It was an ongoing life of privilege, but after two years in the banking industry, he opted to join the military. Following a stint on the Mexican border, he was promoted to the rank of sergeant, and then trained at Plattsburg as America finally entered the war in Europe.

For Baker, who was prepared for battle, disappointment ensued when his regiment was ordered to France without him. He was instead tasked with commanding a detachment of men assigned to care for 1600 mules and horses that were being shipped to Europe in support of the troops.

As the journey began, a series of problems developed, culminating in a crisis situation in the middle of the ocean. A powerful storm threatened the mission, with winds estimated at 80–90 miles an hour. The ship was badly tossed, and a coal port lid failed (it was said to have been the work of German spies who had loosened the bolts when the craft was docked).

As the ship began to flood, chaos and disaster loomed. Baker, the highest ranking officer aboard, took charge of his landlubber crew and whipped them into action. The partially flooded ship rocked violently, and its precious cargo suffered terribly. A sailor on board later reported that many of the horses and mules “were literally torn to pieces by the tossing and rolling. Their screams of agony were something awful to listen to.” A number of others drowned.

Under Baker’s orders, bailing crews were assigned, dead and living animals were tended to, and the remaining men battled to keep the ship afloat. Days later, they limped into port and assessed the damages. It was determined that 400 animals had been lost, but the remarkable response by Baker and his infantrymen resulted in the survival of 1200 others. A complete disaster had been averted, and after delivering their cargo, the 165th Infantry was soon on the front line in France.

The story of the ocean trip might have remained untold except for brief mention that appeared in some newspapers. Among those reading the report was a sailor who had shared the voyage. He contacted the newspapers, and soon the story was headline news, praising Baker and his soldiers for great bravery and heroism under extreme conditions.

While the story gathered momentum, Charles and his men were otherwise occupied, already engaging in trench warfare. Just a few weeks after joining the fight, the 165th was pinned down under withering bombardment by the Germans. As Baker encouraged his troops, a shell exploded nearby, puncturing his eardrum.

For three days the barrage continued. Against the advice of his men, Baker endured the pain, refusing to withdraw to seek treatment. He felt his troops were best served if he remained on duty with them.

In early May it was announced that the French government had conferred upon Baker the Croix de Guerre medal, accompanied by the following citation: “First Lieutenant Charles D. Baker showed presence of mind and bravery during a heavy bombardment of nine-inch shells. Went calmly to his post in the trenches despite a destructive fire, assuring the safety of his men and locating the enemy’s mortars which were firing on the positions.”

Baker was forced to spend time recovering in the hospital. Despite his adventures, the frequent praise, and the French medal, Baker was described as humble, unassuming, and much admired and respected by his men. Soon he was back on the battlefield, right in the thick of things.

In July 1918, less than six months after Baker’s arrival in Europe, the 165th was involved in heavy fighting on the Ourcq River about 75 miles northeast of Paris. The Germans had the better position, and Allied forces suffered very heavy casualties as machine gunners cut down hundreds of men. Some of the Allied commanders took to an old method of moving forward by sending only two or three men at a time, backed by intense cover fire. It was difficult and deadly work.

On July 29th, while involved in fierce fighting, Charles Baker was badly injured by machine-gun fire and was once again removed to a base hospital in France. Nearly six weeks later, on September 12, he succumbed to his wounds.

From the crisis on the high seas to his eventual death on the battlefield, barely eight months had passed. It was a tragedy that was repeated millions of times during the war. And in this case, it was duly noted: Baker was a Plattsburg man.

Photo: Charles Dabney Baker, 1913.

What A Wonderful Life:Lowville’s Erwin Eugene Lanpher

November 1, 2011 by Lawrence P. Gooley Leave a Comment

Research has taken me to more cemeteries than I can remember. Surrounded by hundreds of gravestones, I frequently remind myself that every person has a story. What often impresses me is that many people who are largely forgotten actually made a real difference in other people’s lives. Uncovering those stories from the past is humbling, carrying with it the realization that I’ll probably never approach the good works done by others.

Sometimes those good works seem to escape notice, and that was the sense that engulfed me as I read the obituary of Erwin Eugene Lanpher of Lowville. It reminded me of George Bailey from It’s A Wonderful Life, a regular guy who, as it turned out, was darn important to a lot of people.

Lanpher’s life seemed accomplished, but average—born in 1875; schooled at Lowville Academy, Union College, and Cornell; a year working as a government surveyor on the Panama Canal; working as an engineer for the Atlantic City water bureau; and a twenty-six-year career in the engineering department caring for Pittsburgh’s water system.

The Lanpher family was remarkable in at least one sense: Erwin’s great-great-grandfather moved from Rhode Island to Lowville in 1801, so they were among the earliest settlers of the region. Otherwise, Erwin appeared to have led the life of an average man who excelled at his job. In fact, Lanpher was revered in Pittsburgh for his long-term dedication to developing the city’s water system. In performing at such a high level, he affected the lives of thousands in a very positive way.

But Erwin Lanpher’s reach went far beyond developing an adequate system of delivering water to a city of over a half million people. Evidence reveals that the tremendous effect of his work is undeniable, yet incalculable. After all, who can measure the changes in the world from saving one life, let alone hundreds, or even thousands?

Lanpher was a stickler for quality. Besides designing an efficient system of distributing water to thousands of homes and businesses, he developed revolutionary methods of purification that drastically improved the process. The results were indisputable.

In 1904, at the age of 29, he began working on Pittsburgh’s water system. One of the main issues affecting water quality was the frequent turbidity of the Allegheny River, causing tons of mud to enter the city’s water system on a regular basis. Disease was a major consideration, and typhoid was a prime enemy, spread by ingesting contaminated water.

Erwin Lanpher attacked the problem, and in retrospect, his incredible value to society can be summed up in three simple lines. The third line reveals statistics from Lanpher’s tenure.
1873: Pittsburgh population—133,000. Deaths from typhoid fever, 191 (143.6 per 100,000).
1907: Pittsburgh population—535,000. Deaths from typhoid fever, 648 (125.2 per 100,000).
1927: Pittsburgh population—665,000. Deaths from typhoid fever, 12 (1.8 per 100,000).

Another important set of statistics addresses the overall illness rate. In 1907, the Pittsburgh area had 5,652 cases of typhoid fever; in 1927, the population had risen by 130,000, but the total cases of typhoid fever had declined to 78 due to Lanpher’s work. Many cities sought his guidance to duplicate the results and dramatically enhance the quality of life.

The numbers are astonishing. Imagine the huge negatives that were avoided—the physical pain, the financial cost to patients, the pressure on the health care system, and the grieving for the deceased—all of it diminished as a result of Lanpher’s efforts. A decline in deaths from 648 to 12 during a 20-year period, with hundreds, perhaps thousands, of lives saved along the way. Amazing—and that’s just in one city.

Erwin died in 1930 at the age of 55. Seven months later, the city of Pittsburgh recognized and honored his legacy, unveiling a stone marker at one of the reservoirs he built and re-christening it the Lanpher Reservoir. Eighty years later, it still bears the same name.

Pittsburgh’s mayor and all the top city officials joined the Lanpher Memorial Committee for the ceremony, noting that, “… the city has published an official memorial book containing Mr. Lanpher’s speeches and public record. Mr. Lanpher was nationally known as a water works engineer and was consulted frequently by directors of water systems from all over the country.”

Now there’s a man who made a difference.

Photo Top: Erwin Eugene Lanpher.

Photo Bottom: Location of the Lanpher Reservoir in Pittsburgh.

Tunnel Engineer Charles Watson Murdock

October 25, 2011 by Lawrence P. Gooley 1 Comment

By most accounts, the Lincoln Tunnel is the world’s busiest vehicular tunnel (the type used by cars and trucks). It actually consists of three tunnels, or tubes, and accommodates about 43 million vehicles per year, or about 120,000 per day. It was opened in 1937, ten years after the Holland Tunnel (about three miles south) began handling traffic. And a North Country man was instrumental to the success of both tunnel systems.

Charles Watson Murdock, a native of Crown Point, New York, worked closely with some of the best engineers in American history, playing a key role in solving a problem unique to tunnels for vehicles with gasoline-powered engines.

Charles was born on February 11, 1889, to Andrew and Mary Murdock. After entering the Sherman Collegiate Institute (a prep school in Moriah), he attended Middlebury College in Vermont, earning a Bachelor of Arts degree, and then RPI in Troy, graduating in 1912 as a civil engineer. Following a stint with the New York Telephone Company, he accepted a position with the Public Service Commission, 1st District, New York City in 1913.

During the next several years, a pressing problem developed in Murdock’s field of work. The automobile had taken hold in America, and with the proliferation of cars in New York City, gridlock became routine. There were far too many vehicles on the road, clogging thoroughfares with major traffic jams, particularly at bridges.

Ferries helped, but the wait was long. The solution of adding more bridges and more ferries carried several additional problems. After studying the issues, experts decided that tunnels were the best option.

Plenty of tunnels had been dug in the past to accommodate trains, water pipelines, and subway systems. The advent of the automobile introduced new problems in anything but the shortest of tunnels. The gasoline engine emitted poisonous gases, primarily carbon monoxide. The problem vexing engineers was how to discharge those deadly gases from tunnels to make the air safe.

No method had yet been devised to fill long tunnels (like the planned 1.6-mile Holland) with safe and breathable air. Slow traffic, stalled cars, and accidents could keep citizens within a tunnel for lengthy periods. All the while, every vehicle would be pumping poisonous gas into an enclosed space, with deadly results.

From among several options, the method proposed by Clifford Holland was chosen. On his team of engineers was Charles Murdock, who was then employed by the New York State Bridge and Tunnel Commission and the New Jersey Interstate Bridge and Tunnel Commission. (Clifford Holland died just two days before the two tunnels from east and west were joined. The project was renamed in his honor.)

Several dozen structures requiring innovative and exceptional engineering skills have been called “the Eighth Wonder of the World.” Among them is the Holland Tunnel, “the world’s first mechanically ventilated underwater vehicular tunnel.” That long-winded description is very important—the Holland’s machine-powered air-handling system became the standard blueprint for automobile tunnels the world over for the next seven decades.

Charles Murdock was deeply involved in its design, development, and implementation. In 1921, he conducted subway ventilation tests at the University of Illinois. Further work—highly detailed, exhaustive experimentation—was done in a test tunnel created in an old mine near Bruceton, Pennsylvania, duplicating the Holland site. The data from those testing facilities formed a basis for the creation of the Holland Tunnel’s ventilation system.

In the process, the engineering team also developed and used the first reliable automated carbon monoxide detector (with kudos from miners and canaries alike, no doubt).

The giant tubes that formed the highway tunnels were separated into three horizontal layers. The middle layer handled traffic; the bottom layer conducted fresh air throughout the tunnel; and the top layer pulled the poisonous gases upward for removal.

The system was driven by four 10-story ventilation towers, two on each side of the river. Together they housed 84 fans of 8 feet in diameter—half provided fresh air, which flowed through slits in the tunnel floor, and the other half expelled “dirty” air and gases skyward. The system provided a complete change in the tunnel’s air every 90 seconds.

Should it ever fail, thousands of lives were at risk. For that reason, extreme safety measures were built into the system. Power to the fans was supplied from six independent sources, three on each side of the river, and each capable of powering the entire tunnel on its own.

Due to Murdock’s great expertise, he was later chosen to oversee the installation of the ventilation system on the Lincoln Tunnel. Fifty-six fans performed the air-handling duties, and twenty men covered three shifts around the clock, monitoring the carbon monoxide instruments. Motorists commented that the air they breathed in the Lincoln Tunnel was far cleaner than what they breathed daily in the city.

In 1938, the year after the Lincoln Tunnel opened, Murdock’s presentation, “Ventilating the Lincoln Vehicular Tunnel” was made before the American Society of Heating and Ventilating Engineers, setting the standard for similar tunnels around the world.

By 1947, ten years after the Lincoln Tunnel opened, Murdock’s work was praised as a modern wonder. It had operated perfectly for a full decade—none of the backup systems were called into use during that time.

Though he was known principally for his work on the Holland and Lincoln Tunnels from the 1920s through the 1960s, Murdock’s skills were called upon for many other large projects. He was a consulting mechanical engineer on the addition of second tunnels to four sites on the Pennsylvania Turnpike—the Allegheny, Blue Mountain, Kittatinny, and Tascarora tunnels.

Among jobs in other states, Murdock consulted on the East River Mountain Tunnel in West Virginia; Big Walker Mountain Tunnel in Virginia; and the Baltimore Tunnel (Outer Tunnel) in Maryland. He also worked on the Riverfront & Elysian Fields Expressway in Louisiana, and Route I-695’s Connector D in Boston.

Charles Murdock remained with the Port Authority of New York for more than 25 years. The Crown Point native is linked to some of the most important engineering work of the twentieth century. He died in Volusia, Florida in 1970 at the age of 81.

Photo Top: Charles Watson Murdock.

Photo Middle: The three layers in the Lincoln Tunnel tubes.

Photo Bottom: A Lincoln Tunnel ventilation tower in Manhattan.

Lafayette Spaulding: Fiddlin’ Around on Broadway

October 18, 2011 by Lawrence P. Gooley 1 Comment

Ol’ time, foot-stompin’ fiddle music is a North Country staple, rooted in times past when people made their own fun. Its heyday was principally from the mid-1800s to the 1940s, finally giving way in the post-World War II years to the automobile and widespread availability of electricity. Sources of entertainment changed, but before that, the tradition of barn dances and the like was strong across the Adirondacks.

For the past seventy years or so, that tradition has been preserved by a number of outstanding musicians, and it continues today with young Dorothy Jane Siver. Back in the 1950s and 60s, when some of the old tunes were rolled out, it brought back memories of Crown Point’s Lafayette Spaulding.

Born in Ironville (about six miles southwest of Crown Point village in Essex County) in 1830, Spaulding worked on the family farm and at the same time developed a strong interest in music. As an adult, he continued on both paths, operating his own farm in Crown Point while broadening his musical skills. For a time he was the Crown Point Lighthouse keeper, but he farmed most of his life.

The gigs he did as a young boy—parties and dances—confirmed a burgeoning talent. That led to appearances at taverns, dance halls, hotels, wedding receptions, and performances in musical presentations. But he didn’t neglect the smaller venues. Whether you called it a hop, a parlor dance, a kitchen dance, or a barn dance—if it was somewhere in the vicinity of Crown Point, Lafayette Spaulding was the guy to call.

The name itself has a great ring to it, as did his wife’s (Abigail Spaulding). Cora was the name chosen for their daughter, but nothing nearly so normal for their two sons—Viceroy and Vilroy.

By 1860 Lafayette was the pre-eminent dance caller around, and for the next thirty years, his music brought joy to thousands. There was some extra money to be made doing it, but Spaulding was driven by a love for music and performing.

His showmanship was memorable, characterized by two main features. First, he would gladly play once his seating was properly prepared—a chair placed atop a table.

That afforded him full view of the dance floor, which led to another of Lafayette’s favorite pastimes—correcting any dancers who messed up the steps. Spotting an offender, he would stop the music, and to great exaggeration and lots of laughter, Spaulding would correct everyone, offering proper instructions before the music resumed. He managed a running commentary even while calling the dance. The public loved it.

By the mid-1890s, Lafayette was a local legend and had friends beyond count. He was in great demand, and though it seemed like he should be slowing down at the age of 65 (life expectancy then was 48), the best—or at least the biggest—was yet to come.

In late 1899, Spaulding was approached by J. Wesley Rosenquest, manager of the 14th Street Theatre in New York City. Rosenquest had already completed two highly successful runs of The Village Postmaster, a play written by Alice Ives and Jerome Eddy. The story was based on traditional New England life, and Act 2 began with a dance scene. Lafayette was to play the fiddle and call the dance. The skill he had developed in his own act (correcting dancers) was put to use in choreographing the scene.

He joined the theatre company at Troy to rehearse, and a month later, at Christmas, the show opened in New York City to a packed house. The success continued to rave reviews in The New York Times and other newspapers. Said one writer, “Probably the member of the cast who aroused the most interest was “Laffy” Spaulding, the Adirondack Guide, who called the dances. The amusing incidents of the 2nd act, in the Donation Party scene, caused much laughter.”

And in case you’re wondering, yes, it’s true: back then, when a man from “up north” somehow made it into the city newspapers, he was more often than not referred to as an Adirondack Guide.

Six months shy of his 70th birthday, Lafayette was a hit on Broadway and loving every minute of it. He informed friends of his latest ventures, including lunch with the head of a 5th Avenue jewelry firm, and dinner with a millionaire admirer.

In late January, plans were made for the play’s three-week stint covering Brooklyn and Jersey City before touring the western part of the state. By September, he was back at home enjoying his new-found celebrity status.

Lafayette resumed performing in the Lake Champlain area, just as he had always done. A snippet from one report is classic Spaulding: “La Fa [as he was known] Spaulding, of New York theatre fame, made a decided hit. His old fashioned music and manner of calling the changes were amusing, and his way of correcting mistakes, though somewhat abrupt, created uproarious laughter.”

One of his last appearances was in 1905 at the Union Opera House in Ticonderoga. It must have been something to see when the 75-year-old took the stage, prompting this description: “The dancing of ‘Honest John,’ with Lafayette Spaulding as fiddler, brought down the house and revived fond memories of olden times in the minds of the older persons present.”

In November 1907, at the age of 77, Lafayette Spaulding died. Perhaps fittingly, he was found seated upright in his chair as if ready to call the next dance.

Photo: Above, the 14th Street Theater in 1936, shortly before it was torn down; Below, an advertisement at the beginning of Spaulding’s theater run (December 1899).

War of 1812: Carrying the Great Rope

October 11, 2011 by Lawrence P. Gooley Leave a Comment

During the War of 1812, control of Lake Ontario was one of many issues considered critical by both sides. A key position for the British was Kingston, Ontario, about thirty miles north of the vital American base at Sackets Harbor. In an effort to establish domination of the lake, the two sites engaged in a shipbuilding race.

The British finished first and gained control, but American builders quickly completed three new ships (two brigs and the huge frigate Superior, larger than its British counterpart). Their launch required only weapons and rigging, which were en route from Brooklyn via Albany. In 1814, hoping to keep those vessels in port, the British sought to disrupt American supply routes. A prime target was Fort Ontario, located at Oswego on the mouth of the Oswego River.

On May 5, the British fleet launched an attack that was repelled by the Americans. On the following day, an intensified assault featured heavy cannon fire from the British. Eventually, the Americans lost the fort and some important armaments, but most of the valuable supplies had been taken upriver to Oswego Falls (now Fulton) for safe storage. The preservation tactic worked, and shortly after the Battle of Oswego, a plan was in place to resume moving war supplies northward to the waiting ships at Sackets Harbor.

Following the attack, the British withdrew to Kingston, but a few weeks later, they were at the Galloo Islands near Sackets Harbor, blockading any marine attempts at supplying this strategic site. Should the materials slip through, it would dramatically tip the scales in favor of the American forces. By monitoring the harbor, the Brits were preventing that from happening, ensuring their superiority on the lake.

A British attempt to destroy the Superior was foiled, and on May 2, the ship was launched. But it was hardly battle-ready, still lacking guns and rigging. Less than three weeks after the attack on Oswego, the critical supplies hidden at Oswego Falls were once again on the move. They had already traveled from Brooklyn to Albany, and then to Oneida Lake. Now, from Oswego Falls, it was time for the final, dangerous leg of the journey.

A land contingent paralleled the 19 American boats as they fairly sneaked up the eastern shoreline of Lake Ontario. At Sandy Creek, the boats were taken inland as far as possible while scouts checked ahead for the presence of British ships. It was a wise move, for the enemy was indeed lurking nearby. Shortly after, the British launched an attack, but in less than a half hour, the Americans had won a resounding victory known as the Battle of Big Sandy Creek.

Despite the win, it was deemed unsafe to risk sending the valued supplies any farther by water, lest they again fall under attack and be captured or destroyed by the British. Wagons, oxen, horses, and manpower were summoned, both from the military and from local residents. The plan was to move the important supplies the remaining distance by land.

The bateaux (boats) were unloaded, and soon a lengthy caravan laden with guns, ship cables, and other supplies was on its way to Sackets Harbor, about 20 miles north. Only one item was yet to be moved—a length of rope, albeit an important one—and it presented a real problem.

This wasn’t just any length of rope. It was intended as the anchor line and/or rigging for the USS Superior, the huge new frigate that could alter the balance of power on the lake. That meant this was a BIG rope. Most descriptions portrayed it as 6 inches thick and 600 feet long, weighing in at just under 5 tons.

No cart was big enough to handle its tremendous size and weight, but if it wasn’t delivered, the Superior would remain port-bound, and the Brits would own the lake. Ingenuity often yields solutions at such critical moments, but sometimes good ol’ elbow grease is the answer. In this case, it was a combination of the two, but the emphasis was clearly on the physical.

A section of the rope (referred to as a cable) was piled on a cart, and the remaining cable was strung out along the trail. Militiamen heaved it to their shoulders, and like one gigantic, ponderous snake, the cable began moving slowly northward behind the cart.

There are various accounts of the trip, and claims as to the number of cable-carriers range from 84 to more than 200. Some say that discouraged men skipped out of the nasty job after a few hours, and that locals stepped in, literally shouldering the burden. None of the stories differed on one count, though: participants were left badly bruised from the incredibly difficult ordeal.

But, they did it! The cable arrived at Sackets Harbor on the afternoon of the second day. The tired men wore abrasions, cuts, and huge, deep-purple bruises as hard-earned badges of valor. At the close of their incredible 20-mile journey, “there was loud cheering the whole length of the cable,” as the men were greeted with music, drumming, flag-waving, and drink—and the princely sum of $2 each for their efforts.

They should have celebrated with a tug-of-war!

As soon as it was deemed seaworthy, the Superior turned the tables on the British, blockading their main shipyard at Kingston and helping establish American dominance of the lake. It was thanks in no small part to the “can-do” attitude exemplified by North Country pioneer folks.

Top Photo: Fort Ontario at Oswego.

Middle Photo: One of several plaques honoring the cable carriers.

Bottom Photo: Map of Lake Ontario sites.

Lawrence Gooley: Lincoln’s Avengers

October 4, 2011 by Lawrence P. Gooley Leave a Comment

There is a historical connection between a group of North Country men and the Abraham Lincoln story. On the downside, the men in question are linked to a dark subject, the aftermath of Lincoln’s death. On the upside, they played a positive role in the hunt for the president’s assassin. With admiration, they have been referred to as Lincoln’s Avengers.

Several men from Clinton, Essex, St. Lawrence, and Warren counties belonged to the Sixteenth New York Cavalry. Shortly after Lincoln’s death, the troop was among the military escort at the president’s funeral. An honor, surely, but not the event that would bring them a measure of fame.

In the days following the assassination, multiple search missions were conducted in Washington and elsewhere in the hopes of finding John Wilkes Booth and his accomplices. After several false alarms, important new information was uncovered, requiring a swift response.

On April 24, five days after Lincoln’s funeral, headquarters in Washington ordered Lieutenant Edward Doherty to gather 25 men of the Sixteenth New York Cavalry and report to Colonel L. C. (Lafayette) Baker, Special Agent for the War Department. Among those to step forward and answer the call were ten men from the Adirondack region.

Doherty met with his captain and later reported: “He informed me that he had reliable information that the assassin Booth and his accomplice were somewhere between the Potomac and Rappahannock Rivers. He gave me several photographs of Booth and introduced me to Mr. Conger and Mr. Baker, and said they would accompany me.

“He directed me to scour the section of the country indicated thoroughly, to make my own disposition of the men in my command, and to forage upon the country, giving receipts for what was taken from loyal parties.” In other words, move now. There was no time to prepare. Food and other needs would have to be secured from sympathetic US citizens, who would later be reimbursed.

For two days the troop pursued leads almost without pause, finally ending up at the now infamous Garrett farm in Caroline County, Virginia. Inside the barn was perhaps the most wanted man in American history, Booth, and one of his conspirators, David Herold.

The men of the Sixteenth surrounded the barn while negotiations and threats were passed back and forth between Booth and Lieutenant Doherty. Booth refused to leave the barn despite warnings he would be burned out. He even offered to shoot it out with Doherty’s men if they would pull back a certain distance from the barn.

Realizing he faced almost certain death, David Herold decided to surrender. After leaving the barn, he was tied to a tree and questioned. He verified for Doherty that it was indeed Booth inside the barn. The original plan, he said, was to kidnap Lincoln, but Booth instead killed him, and then threatened to do the same to Herold if he didn’t help Booth escape.

Doherty again turned his attention to the barn and its lone desperate occupant, who refused to come out. Finally, Everton Conger, one of Lafayette Baker’s detectives who accompanied the troops, set fire to the barn around 3 am. The idea was to force their quarry out, but things didn’t go as planned.

Due to the rapidly spreading blaze, Booth could be seen moving about inside the barn, and one of the men, Boston Corbett, decided to act. Claiming he could see that Booth was about to shoot at Doherty, Corbett fired. His shot hit Booth in the neck, coincidentally only an inch or two from where Booth’s own bullet had struck Lincoln.

Their captive was dragged from the barn, still alive, but he died about three hours later. Shortly after, his body and the prisoner, Herold, were taken to Washington. The most famous manhunt in American history was over.

Within several months, the men of the Sixteenth were discharged, carrying with them the pride (and the attending glory) for delivering what many felt was justice. Most of them returned to humble lives, sharing their story with family and friends over the years.

Six of the ten North Country men who participated lived at one time or another in the Saranac area. They had connections to many regional communities, having been born, lived in, or died in: Bangor, Beekmantown, Brushton, Cadyville, Chester (Chestertown), Elizabethtown, Minerva, Norfolk, Olmstedville, Plattsburgh, and Schuyler Falls.

As often happens, the spelling of names varies widely in census records, military records, and newspapers. This admired group of North Country heroes included: David Baker, William Byrne, Godfrey Phillip Hoyt, Martin Kelly, Oliver Lonkey (or Lompay), Franklin McDaniels (or Frank McDonald), John Millington, Emory Parady, Lewis Savage, and Abram Snay (Abraham, Senay, Genay).

In 1865, Congress voted reward money to those involved in the capture of many individuals. Among those so honored were the men of the Sixteenth New York Cavalry, the envy of all others for killing the man who himself had murdered a legend.

Photo Top: Actor and assassin John Wilkes Booth.

Photo Middle: Conspirators at the ends of their ropes. Hanging, from left to right: Mary Surratt, David Herold, Lewis Powell, and George Atzerodt at Washington, DC, on July 7, 1865.

Photo Bottom: Congressional award list for Lincoln’s Avengers. The North Country men received the modern equivalent of $28,000 each.