Maritime History

American Loyalists in the Revolutionary World

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On November 25, 1783, the last British troops pulled out of New York City, bringing the American Revolution to an end. Patriots celebrated their departure and the confirmation of U.S. independence. But for tens of thousands of American loyalists, the British evacuation spelled worry, not jubilation. What would happen to them in the new United States? Would they and their families be safe?

Facing grave doubts about their futures, some sixty thousand loyalists—one in forty members of the American population—decided to leave their homes and become refugees elsewhere in the British Empire. They sailed for Britain, for Canada, for Jamaica, and for the Bahamas- some ventured as far as Sierra Leone and India. Award-winning historian Maya Jasanoff’s new book Liberty’s Exiles: American Loyalists in the Revolutionary World (Knopf, 2011), chronicles their stories.

Jasanoff re-creates the journeys of ordinary individuals whose lives were overturned by extraordinary events. She tells of refugees like Elizabeth Johnston, a young mother from Georgia, who spent nearly thirty years as a migrant, searching for a home in Britain, Jamaica, and Canada. And of David George, a black preacher born into slavery, who found freedom and faith in the British Empire, and eventually led his followers to seek a new Jerusalem in Sierra Leone.

Mohawk leader Joseph Brant resettled his people under British protection in Ontario, while the adventurer William Augustus Bowles tried to shape a loyalist Creek state in Florida. For all these people and more, it was the British Empire—not the United States—that held the promise of “life, liberty, and the pursuit of happiness.” Yet as they dispersed across the empire, the loyalists also carried things from their former homes, revealing an enduring American influence on the wider British world.

Note: Books noticed on this site have been provided by the publishers. Purchases made through this Amazon link help support this site.

New Crossing the Delaware on Display Amid Debate

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The New-York Historical Society is displaying Mort Kunstler’s &#8220Washington’s Crossing at McKonkey’s Ferry&#8221 until January 17, 2012. Emanuel Leutze’s 1851 painting &#8220Washington Crossing the Delaware&#8221 commemorates General George Washington’s crossing of the Delaware River on December 25 in 1776 during the American Revolutionary War. His original painting is part of the permanent collection at the Metropolitan Museum of Art.

Mort Kunstler, a New York artist known for his historical paintings, has created what he considers a more historically accurate version of Washington crossing the Delaware River. The painting was unveiled at the New-York Historical Society on Monday, December 26, the date in 1776 that Washington led his troops into battle in Trenton after crossing the Delaware.

David Hackett Fischer, author of the Pulitzer Prize-winning book Washington’s Crossing, and featured speaker at the unveiling, says Kunstler’s version is &#8220quite accurate&#8221 and &#8220got more right than any other image.&#8221

The original painting shows the Betsy Ross flag flying, however that flag was not adopted until 1777- Mr. Kunstler’s version has no flag. The original painting depicts the action taking place in the middle of the day, though the actual crossing took place during a stormy night. Based on historical research, the new painting shows Washington and company in a flat-bottomed ferry boat rather than on a row boat.

On that last detail however, there has been some debate. Rick Spilman, writing in the Old Salt Blog, noted:

&#8220The problem is that most historians think that the American crossing of the Delaware used Durham boats, large flat-bottomed boats which hauled cargo such as ore, pig-iron, timber, and produce from upcountry mines, forests and farms down the Delaware River to Philadelphia’s thriving markets and port. Robert Durham, an engineer at the Durham Iron Works in Reiglesville, Pennsylvania, reputedly designed a prototype for these large cargo boats as early as 1757. Washington wrote to Governor Livingston of New Jersey, directing him to secure “Boats and Craft, all along the Delaware side…particularly the Durham Boats” for his anticipated crossing.&#8221

In any event, you’ll have just one day to compare the two paintings first hand. The newly restored Luetze painting will be unveiled in a new frame in the New American Wing Galleries for Paintings, Sculpture and Decorative Arts at the Metropolitan Museum on January 16, the day before the new Kunstler painting comes down at the New-York Historical Society.

Illustrations: Above, Mort Kunstler’s &#8220Washington’s Crossing at McKonkey’s Ferry&#8221- below, Emanuel Leutze’s 1851 &#8220Washington Crossing the Delaware&#8221.

State Museum Aquires Unique Stoneware

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After hiding away in private collections – and a California coat closet – for nearly 200 years, a unique piece of early American decorative art is returning home to New York, where it will be housed at the New York State Museum thanks to collector Adam Weitsman. Weitsman, President of Upstate Shredding, also donated a monumental jug, two water coolers considered important by the museum and a gallon jug decorated with the image of a ship.

“The addition of these recent pieces of decorated stoneware surely put the New York State Museum on the map as having the premier collection of American stoneware. Not only are the decorations unique and outstanding as works of American folk art, but the documentation and history of these recent acquisitions enable us to learn so much more about the stoneware industry and those artists who left us such remarkable works of art,” said John Scherer, Historian Emeritus of the New York State Museum.

Weitsman has made a number of donations to the museum in the past, and a Herington incised jug will be an important &#8211 and valuable &#8211 addition to the collection.

A double-handled, profusely decorated stoneware jug is among the latest items Weitsman has donated. Inscribed &#8220BENJAMIN HERINGTON,” it was bought at auction for what was, at the time, a record-breaking $138,000. The jug, considered by some a masterpiece, was made as a memorial to a 22-year-old potter who drowned in the Norwich, Connecticut harbor in 1823.

The double-handled jug joins two other pottery donations from Weitsman, including a 21 1/2 inch tall jug made in Poughkeepsie in the mid- to late-1800s, and a one-gallon stoneware jug decorated with the image of a ship, made in New York State between 1835-1846. The new acquisitions also include two water coolers made by Jonah Boynton of Albany purchased from New York City dealer Leigh Keno.

Stoneware was an integral part of the history of New York State and the expansion of the country in early days of exploration and settlement. In a time before refrigeration, stoneware was used to store and transport foodstuffs and drinking water. Clay deposits ideal for making stoneware were found around New York State, notably in what is now New Jersey, lower Manhattan and eastern Long Island. New York State became a large stoneware producer and artisans in New York developed durable vessels decorated with rich designs using incision techniques and distinctive rich blue coloring.

Weitsman began collecting American stoneware at age 11 and made his first donation of more than 120 pieces to the museum in 1996. In a 2009 article for Antiques and Fine Art Magazine, ‘Art for the People: Decorated Stoneware from the Weitsman Collection,’ Scherer wrote, “Since his initial donation Weitsman has continued to add at an aggressive pace to the museum’s holdings, making it the premier collection of American decorated stoneware in the country.”

The Weitsman Stoneware Collection is available can be viewed by the general public at the New York State Museum in Albany, New York.

Fort Ticonderoga Acquires 1759 Powder Horn

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Fort Ticonderoga’s collection is strengthened by a recent donation of an engraved powder horn made in 1759. The horn is inscribed “JOSEPH STAB HIS POWDER HORNE 1759.” Joseph Stab’s identity thus far remains silent. A search of available records for the military campaigns of 1759 has not yet revealed who he was.

Stab’s powder horn is nicely engraved with a variety of scenes and images. Directly above his name is a hunting scene depicting a horseman and three hounds chasing a deer. Another part of the horn is engraved with what appears to be Indians in trees shooting at game. A variety of birds, trees and deer are depicted over much of the remainder of the horn along with depictions of sailing ships one of which is identified as “Sloop Oswego.” The British Navy sloop Oswego was constructed on Lake Ontario in 1755 and captured (burned) by the French on August 14, 1756 at the end of the siege of Fort Oswego. Was the sloop depicted on Stab’s horn as a memory of service in a previous military campaign? Further research may reveal the answer.

Powder horns were regularly issued to American provincial and British regular soldiers in the French & Indian War for carrying bulk gunpowder. Unlike what is commonly seen in the movies, soldiers generally did not load their muskets directly from a horn. The horn was a container in which to carry bulk gunpowder to later be used in making paper cartridges. Many soldiers had their horns engraved perhaps as a way of commemorating their military service. Although there is little direct information that survives regarding the process of engraving a powder horn, it appears from scant evidence that most horns were engraved by a only a handful of men, perhaps individuals with known artistic or engraving skills, serving as fellow soldiers in the army. Some powder horns have poetic phrases reflecting upon specific events and military campaigns- others are inscribed with only the owner’s name and date. Many powder horns have maps or floral or naturalistic scenes engraved on their surfaces. Each horn, however it is decorated is a unique record of a person’s military experience.

Fort Ticonderoga’s collection of 18th-century military objects is celebrated as one of the best of its type in the world. The collection of engraved powder horns numbers about seventy-five pieces spanning the French & Indian War and American Revolution. According to Chris Fox, Fort Ticonderoga’s Curator of Collections, “Each powder horn is unique and has a story to tell.”

Dozens of engraved powder horns are exhibited in the museum each season and many will be featured in the museum’s newest exhibit Bullets & Blades: The Weapons of America’s Colonial Wars and Revolution opening May 2012.

Vietnam War Graffiti Exhibit Opens Veterans Day

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The personal thoughts and feelings of American soldiers and Marines going to war in Southeast Asia come to life in the “Marking Time: Voyage to Vietnam” exhibition opening Nov. 11 (Veterans Day) at the New York State Museum.

The stories of these soldiers and Marines are told through the graffiti they left behind on the bunk canvases they slept on, aboard a ship that brought them to Vietnam in 1966-67. Eight canvases inscribed by soldiers from New York state are included in the traveling exhibition, open until Feb. 26, 2012. Uncertain about their future, the young troop passengers inscribed personal thoughts about families, hometowns, patriotism, love, anxiety, discomfort and humor.

Their canvases, bunks and personal items were discovered in 1997 onboard the General Nelson M. Walker. The transport ship was being scrapped after seeing service during World War II and the Korean and Vietnam wars. In between it was in reserve status in a Hudson River berthing area, near New York City, for six years. Military historian Art Beltrone discovered the historic graffiti and other artifacts during a trip to Virginia’s James River Reserve Fleet, where the ship had been relocated from New York.

When discovered, the Walker was a veritable floating time capsule, filled with hundreds of historical artifacts relating to the Vietnam War, the 1960s, and the men who went to war. Many of those artifacts will be on display. Included is an original eight-man rack of sleeping bunks, complete with the original mattresses, sheets, pillows, blankets and life vests. The rack shows how confining living space was during the uncomfortable 18-23 day, over 5,000-mile voyage to Vietnam. There also is clothing, shoes, comic books, magazines and copies of The Walker Report, the ship’s official newspaper written, printed and distributed by troop passengers. Other personal objects left behind, such as playing cards, empty cigarette and candy wrappers, liquor bottles, religious tracts and rosary beads, were found hidden under the sheets.

The multi-dimensional exhibition also includes two short films, “Marking Time: Voyage to Vietnam” and “Discovery of a Forgotten Troopship,” which can also be viewed online.

The exhibition is curated by Beltrone and his wife, Lee of Keswick, Va. Together they founded the Vietnam Graffiti Project (VGP) which, assisted by the Virginia Foundation for the Humanities, is dedicated to finding the graffiti writers and Walker voyage passengers to tell and preserve their stories. VGP is still trying to identify many of the writers, including many of those from New York state. Among those who have been found are Harmon Adams of Kenmore, near Buffalo, and Dave Dubreck of Churchville, near Rochester.

World War One and Charles Dabney Baker

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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.

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.

War of 1812: Carrying the Great Rope

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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 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.

Searching For MacDonoughs War of 1812 Shipyard

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The Lake Champlain Maritime Museum has received a grant of $23,985 from the National Park Service’s American Battlefield Protection Program (ABPP) to undertake an archeological survey to determine the precise location and established boundaries for MacDonough’s War of 1812 Shipyard in Vergennes, Vermont.

&#8220We are proud to support projects like this that safeguard and preserve American battlefields,&#8221 said Jon Jarvis, Director of the National Park Service. &#8220These places are symbols of individual sacrifice and national heritage that we must protect so that this and future generations can understand the struggles that define us as a nation.&#8221


This grant is one of25 National Park Service grants totaling $1.2 million to preserve and protect significant battle sites from all wars fought on American soil. Funded projects preserve battlefields from the Colonial­ Indian Wars through World War II and include site mapping (GPS/GIS data collection), archeological studies, National Register of Historic Places nominations, preservation and management plans.

Federal, state, local, and Tribal governments, nonprofit organizations, and educational institutions are eligible for National Park Service battlefield grants which are awarded annually. Since 1996 more than $12 million has been awarded by ABPP to help preserve significant historic battlefields associated with wars on American soil.

Additional information is online at www.nps.gov/history/hpslabpp. To find out more about how the National Park Service helps communities with historic preservation and recreation projects please visit www.nps.gov/communities.

Artist conception of MacDonough’s War of 1812 Lake Champlain Shipyard Workers by Kevin Crisman, LCMM Collection).

Schoharie Crossing to Host 1792 Batteau Landing

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Schoharie Crossing State Historic Site will host a replica 18th century bateaux (flat-bottomed cargo boats) owned by the Mabee Farm Historic Site and crewed by Schulyers Company of New York Provincials and other reenactors, while in route from Rome to Rotterdam Junction.

The trip is roughly 87 miles long, and recreates similar journeys that occurred on the Mohawk River prior to the building of the Erie Canal. Captain David Manthey and the crew welcomes the public to witness their landing at the Yankee Hill Picnic Area between 5pm and 6pm on the evening of August 25, 2011 and to ask questions. Read more →

Exhibit Features 100 Years of Adirondack Mail Boats

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The Town of Webb Historical Association and Goodsell Museum, located at 2993 State Route 28 in Old Forge, Herkimer County, is currently featuring the exhibit “Floating Letters-The Town of Webb’s Mail Boats-Over 100 Years of Postal Tradition and Summer Fun” through the end of October.

The exhibit presents the history of the delivery of mail by boat in the Town of Webb on the Fulton Chain of Lakes, Big Moose Lake, Twitchell Lake, Rondaxe Lake, Silver Lake, and other locations from the early 1880s until the present. The exhibit includes photographs, certificates, ledgers and maps -as well as a wide assortment of custom leather & canvas/cloth mail pouches donated or on loan for the exhibit.

Included in the exhibit is the story of the Railway Postal Office (RPO) &#8211 a unique contract issued to Dr. William Seward Webb & the Fulton Chain Navigation Co. in 1901 whereby an official postal clerk rode on the boats to cancel mail, sell stamps & money orders, and perform other postal duties.

Additional exhibits at the Goodsell Museum include those on Adirondack wildlife, the Goodsell Family (George Goodsell was the first ‘mayor’ of the Village of Old Forge in 1903) and the 90th Anniversary of the Thendara Golf Club. The next featured exhibition, on early medicine, will open December 1st. The Webb Historical Association maintains a regular exhibit on early local doctors which will help form the basis the of the new exhibit.

The Goodsell Museum is open year-round- there is no admission charge.

The museum is also participating in Old Forge’s “First Friday Art Walk” events by including special exhibits connecting art with historical themes. On July 1st from 5-8PM they will have one of Lottie Tuttle’s oil paintings on display. Lottie was one of the Adirondack’s first female guides, she and her husband invented the devil bug fishing lure that was manufactured in Old Forge and marketed across the United States in the early 1900’s.

On July 9th the Association will hold its 9th Annual Benefit Auction. Preview and registration starts at 1 pm, bidding at 2 pm with auctioneer June DeLair from Constableville Auction Hall. The auction is held under a tent on the Goodsell Museum grounds and will include antiques, collectibles, new and nearly new items donated from members and friends of the museum.

The Association also has other programs, workshops, and walking tours. More information can be found online or by contacting Gail Murray, Director, via e-mail at [email protected] or by phone at

Photo: The Steamboat Hunter &#8211 Captain Jonathan Meeker delivered mail to hotels and camps as early as 1883.