Today's Featured Artifact is a once-shiny metal jewelry box - a memento of a trip on the Hudson River Day Line steamboat "Peter Stuyvesant." The steamboats had shops onboard where passengers could purchase souvenirs of their voyage on the Hudson River.

​The last steamer built for the Day Line was the Peter Stuyvesant in 1927.  She was the only propeller steamer built for the line.  The Stuyvesant was built for charters and for service mostly on the lower river. Moonlight dance cruises were a popular part of her service. She was a well-known and popular vessel in her day and ran through 1962. After the Stuyvesant retired from the Hudson she was bought by a restauranteur in Boston to become a cocktail lounge moored at Anthony’s Pier 4 Restaurant. Unfortunately, a bad winter storm sank her in early 1978, and she was left underwater for many years.  Her wreck was only recently removed from her resting place in Boston harbor.

This 6 inch diameter commemorative tile was created years after the DeWitt Clinton was no longer plying the waters of the Hudson River. This artifact was donated to Hudson River Maritime Museum in 2000.
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​The Dewitt Clinton was a Hudson River Day Line steamboat which was originally a nightboat called the Manhattan built in 1913 to run to Providence, R.I. with another steamer, the Narragansett, as a night boat.  The new company did not start up, and the boats lay idle until they were called to serve in World War I in 1917 when the Manhattan became a naval transport called Nopatin, and crossed the Atlantic to serve on the English Channel.  After the war, back in America she became a Day Line boat and was rechristened DeWitt Clinton.  She began service on the Hudson in May of 1921. The DeWitt Clinton, after rechristening again, also served as transport vessel to Europe during World War II, and later as a refugee and immigrant ship in the Mediterranean. 

To learn more about the Hudson River Day Line visit the online exhibit by clicking the button below.​

Hockey, played on ice, is one of the most fascinating and spectacular games so far devised by the sport loving people of the north. It owes its origin to the Canadians, and was probably a development of Indian games played between Indians and white men. Perhaps no winter sport of the day draws such crowds of spectators or rouses such enthusiasm as a Hockey match between two rival teams from nearby Canadian cities, and the beauty of the game lies largely in the fact that even without technical understanding of the rules, the spectators fully appreciate the spirited play. Hockey may be regarded as the Canadian national game, and it is spreading very rapidly throughout the northern parts of the United States and among many of the winter sport centers of Europe.
 
A hockey field should be 112 feet in length by 58 feet wide. At the ends of this field goal posts, 4 feet in height and 6 feet apart, are erected. Teams consist of seven players each. The necessary implements for the sport are hockey sticks with long handles and flat curved blades, disks of vulcanized rubber called the “puck,” 1 inch thick and 3 inches in diameter. The game is divided into halves of twenty minutes’ duration each, with an intermission. The positions of the seven players are indicated by the names goal-tend, point, cover-point, rover, center, and right and left wings. The rules are very simple. Minor changes in them occur from season to season, and the latest, as published in the Spalding Athletic Library on Ice Hockey, should be consulted. There is penalty for offside play, as in foot ball. Roughness which characterized the early history of the game has been almost entirely eliminated. Speed, endurance, judgement, and skill are now placed above strength, body checking, or interference. The best players of the day are the cleanest players, and are rarely injured or penalized. The game becomes faster and more scientific every season, and team play increases over former individual play. Teams made up of women are organized among skating enthusiasts and there is increasing interest in active participation in this fine sport by the skilled women skaters of the Dominion and of American and Swiss skating centers.

The roarin’ Scotch game of Curling seems steadily to hold its own in spite of its age, the competition of many new forms of winter entertainment and the fact that it is far from spectacular. Among experts, it is claimed that the game is actually increasing in popularity throughout the northern climes where winter means good ice and steady cold. There are over twenty-five affiliated clubs in the Grand National Curling Club of the United States, and in Canada there are many hundreds of clubs, some under royal patronage. The Royal Caledonian Curling Club, with King George V as its patron, is the leading organization.
 
A field of ice, which must be very smooth and 42 yards in length by 10 yards in width, forms the curling ground. Concentric rings, 3 in number, being 2 feet, 4 feet and 7 feet from the center or tee, are drawn on the ice 38 yards from each other. A central line is drawn from tee to tee, also cross lines known as “hog scores,” “sweeping scores,” “back score” and “middle score.” The “hog score” is placed one-sixth of the entire length of the playing field. The stones are of granite, highly polished, not over 44 pounds in weight, nor over 36 inches in circumference. There are two teams of four men each in a game and the absolute dictator of the play is the “skip,” or leader, of each team. The “besom,” or broom, plays a most important part in the game, for with it the speed of the stone may be increased or checked, and to a certain measure even the direction may be altered. With every stone played, a “head” is said to be completed, and an agreed number of “heads” constitutes a game.
 
To the young people of this day, whose lives have not brought them into contact with this ancient and quaint Scottish game, with a written history running back nearly a thousand years, Curling may seem to lack the elements of physical activity and athletic movement, but it makes up fully in the charming humors of the game, merry sallies of wit and picturesque turns of speech. Nor is the handling of 40-pound stones the child’s play which the uninitiated may think.

​The latest rules and records of the game will be found in the Spalding Athletic Library volume devoted to the game of Curling. 

There are a number of interesting and sprightly games which can be played on an ice field in addition to Hockey and Curling. Every ocean traveler is familiar with the fun of shuffleboard as played on the Atlantic liners, and merely the suggestion of its usefulness as a winter sport is needed to bring it into its rightful place in winter sport programs. There are certain general customs in regard to playing the game which may or may not be followed. The very elasticity of the methods of play renders the game especially suited to those places where some sort of impromptu sport can be arranged in which everybody can take part.
 
Shuffleboard, as played on the ice, would best please everybody taking part in the game if made simple as to rules and equipment. The only necessary equipment consists of a set of wooden disks, about 4 inches in diameter and at least 1 inch thick, and the sticks for shoving the disks, which should be about 5 feet in length and furnished with a Y-shaped or half round end which may be part of the stick or fastened to it securely. The disks are shoved, not struck, from a standing position at each tee, toward the concentric circles marked on the ice at the other tee, or into one of nine squares marked out as a tee. These squares may be numbered with reference to the difficulty of their achievement with the disk. Squares of penalty, or “minus” squares are often placed in front. Two, four or more persons may play the game, partners may be chosen, and so tees should be anywhere from 25 to 50 feet apart, the distance being determined by the condition of the ice. Women become very expert at this thoroughly interesting winter pastime.
 

After a trial of all the sports of all the year, from running foamy rapids in your own canoe to sailing over the earth on the wings of an airplane, the honest critic will award the palm to Ice Boating for its unrivaled excitement, its unapproached speed and its glorious intoxication. No man ever believed that he had been nipped by the frost while he was making his first trip in an ice yacht; his fast beating heart was pumping too much red blood through his delighted body to permit any such thing!
           
Ninety miles an hour is credibly reported as the occasional speed of the ice yacht. The greatest authority on the subject is of the opinion that no real limit can be set for the speed of the craft, since ideal conditions of wind and weather and ice, and ideal construction of the craft for utilizing these conditions have never been combined and probably never will be. It is known beyond the shadow of a doubt, however, that the ice yacht can and does sail faster than the wind which is blowing at the time, strange as this statement may appear to the uninformed. For the absolute beauty of motion, with least sensation of striving after speed, with smallest appreciable evidence of friction, and almost utter absence of that noise which is the general accompaniment of all fast traveling, the ice yacht is absolutely unique and unsurpassed. An initiation trip of a few miles will furnish sensations so novel and so fascinating as to be incomparable with any other sport the winter lover has tested; he will be a hardened and blasé soul if then and there he does not vow further acquaintance with the thrilling pastime.
           
The ice yacht is a development of the ice boat, which was a square box set on steel runners and propelled by a sail. It may be said that for purposes of easy definition the only differences now existing between an ice boat and an ice yacht are differences of cost; like the “pole” of the country boy angler and the “rod” of  the city angler, both the ice boat and the ice yacht have the same uses and furnish the same sport. If the craft is simple and perhaps home-made it will probably be an ice boat; if it is made by professionals, with due reference to the “center of effort” in the placing of sails, has red velvet cushions and that sort of thing, you are privileged to call it an ice yacht. Either one will give all the sport any reasonable man is entitled to in this wicked world.
           
Ice yachts cost between $500 and $5,000, although there is said to be at least one which cost over this latter figure. Ice boats cost from $5 up, depending largely upon who does the work of making them. Along the lower reaches of the Hudson River there are any number of successful ice boats which cost less than $25 apiece, and they furnish magnificent sport. Any small boy with a knack for mechanical work can make himself an ice boat that will serve every purpose and teach him the rudiments of steering and managing the craft; and he will find many surprises in learning the new sport, even though he may be a clever small boat sailor on water.
           
​The handsomest and finest ice yachts in the world are found along the Hudson River in New York State, near the city of Poughkeepsie. There are also many fine ice yachts used on the Shrewsbury River in New Jersey, on Orange Lake, Newburgh, N.Y., on Lakes George and Champlain, and a very considerable interest in the sport among the winter-loving sportsmen of the northwestern United States, especially Wisconsin, Michigan and Minnesota. With that daring characteristic of the western folks, the ice yachts of the Northwest seem to be planned more with reference to general use under all conditions of smooth, rough or snowy ice than some of the more highly perfected eastern craft which are seldom used unless conditions are perfect. Thus the westerner gets a much larger amount of sport out of the season than the easterner; fourteen days of good sport is all that some of the eastern yacht enthusiasts expect during a full season.

While there are several interesting designs of ice yachts in general use among the experts of the sport, and any number of “freak” designs, some of which have demonstrated their ability to walk away with handsome prizes, there has come to be comparative uniformity as to the general lines of construction. And from these lines it would be best for the ice yacht builder not to deviate too much, although minor constructive details still leave considerable room for experiment and originality.
           
The generally accepted design of the fastest and best ice yachts is that of a cross, in which the center timber, also sometimes called the backbone or the hull, running fore and aft, is crossed, just a little forward of half its length, by the runner plank. A successful western design consists of two center timbers spread apart several feet in the center of the craft and joined at the forward end, or bowsprit, and at the extreme stern, where the rudder is located, The best material for the backbone or center timber is either basswood or butternut. Oak is generally used for the runner plank; clear spruce for the mast and spars. The cockpit or seat is merely a place for the steersman and guests to half lie or half sit, and is generally provided with a combing and rails. Cushions of hair, cork, moss, or hay are provided. All running gear, except the main sheet rope, is of plow steel rope or flexible wire. Sails are of cross-cut pattern used in racing water yachts.
           
The most important items of the ice yacht, after the frame, are the runners and the rudder. Here great care should be exercised to get the right thing. Certain fixed standards of material, design and hang are almost universal. The runners and the rudder, which are almost identical in shape, are of V-shaped castings; the very best grade of cast iron seems to be the most preferred. The fact that, after a few weeks of sailing, these runners have to be sharpened, and that the friction and heat developed in their use gives them a dense hardening which it takes considerable filing to penetrate, warrants the use of runner material not too hard at the start. Tool steel, Norway iron, phosphor bronze and even brass have been used; the best results seem to come from good quality castings. There is difference of opinion whether there should be rock to the runner or considerable flat area, but the consensus of opinion favors a slight rock to the runners and less to the rudder. Between the rudder and the bottom of the cockpit a large rubber block is inserted to take some of the jar and vibration. The runners are permanently fastened to the runner plank, allowing play up and down, while the rudder is set in a rudder post which has a Y at the lower end, allowing the rudder vertical motion. The tiller should be a long iron bar wrapped with cord, lest some thoughtless guest, with perspired hand, comes to grief. Cockpit rails should be similarly wrapped.
           
The craft to which reference has so far been made is of the general Hudson River pattern. No dimensions have been given, but for the further information of the interested reader planning to enter the sport, the following dimensions of a successful ice yacht of this type are here appended. The figures will be useful to those planning smaller craft if the same proportions are observed, although the size, known as the Two Hundred and Fifty Square Foot Area Design, has proven itself especially useful as an all-around fast ice yacht for the largest number of days. Backbone, 30 feet over all, 4 1/2 inches thick, 11 inches wide at runner plank; nose, 3 1/2 inches; heel, 4 3/4 inches; runner plank over all, 16 feet 8 inches; cut of runners, 16 feet; length of cockpit, 7 feet 6 inches; width, 3 feet 7 inches. Mast stepped 9 feet 6 inches aft of backbone tip. The rig is jib and mainsail; dimensions of jib, on stay, 12 feet; leech, 9 feet 9 inches; foot, 7 feet 3 inches; mainsail, hoist, 12 feet; gaff, 10 feet 3 inches; leech, 24 feet; boom, 18 feet. Sail area, 248.60. Such a craft as this can be built for about $200.
           
The ice yacht sailor will learn many things about sailing which he never learned from handling water craft. The sails are trimmed flat all the time in ice yacht sailing. There is no such thing as “going before the wind” with free sheet, in the manner familiar to water yachtsmen, for the excellent reason that no ice yacht will hold its direction sailing in this fashion, in wind of any considerable speed. The marvelous ease with which the craft is steered will amaze every yachtsman, especially those familiar with the hard helm of the average catboat. Many a beginner at the Ice Yachting game turns his tiller too sharply and finds himself flung off and sailing away over the smooth ice while his craft spins on her center. The ordinary way to stop the craft is to run up into the wind; sometimes the rudder is turned square across the direction after this position is attained, and a quick stop can thus be made, but it is a severe strain on the craft. Ice yachts are “anchored” by heading them into the wind, loosening the jib sheets and turning the rudder crosswise. Frequently passengers or crew are carried on the extreme cuter edges of the runner plank, and the sensation when this runner gradually rises in the air is thrilling indeed. It is not generally regarded as good sailing, however, to have the runners leave the ice much. It is much better and much safer for the amateur at the sport to learn something of the handling of the craft from experienced friends before he ventures abroad alone; there are immense boulders away up on the dry land of the Hudson’s shores which have been the lodging places of some fine new ice yachts that the tyro sailors could not even steer, much less stop.
 
The most interesting novelty in ice-yachting seen in recent years is the invention of Mr. William H. Stanbrough of Newburgh, N.Y., and consists of a cockpit which can be made to swing from side to side of the yacht, according to the point of sailing, etc. The cockpit rests on the runner plank and on a track, and is provided with wheels which permit it to run easily back and forth. The center of the cockpit is well forward, providing better distribution of weight and, by means of drums and cables, the steering is managed from a tiller post, much as the steering of the sailing canoe is done. The shifting of weight makes it possible to either keep the craft on three runners or to lift the windward runner in the air at will. The device has been tested for several seasons and is enthusiastically praised by those who have adopted it.
           
The greatest authority on ice yachting in America is the noted sportsman, Mr. Archibald Rogers, of Hyde Park, N.Y., whose interest in the sport is not confined to the handling of his famous ice yachts, among which the “Jack Frost” ranks first, but includes as well scientific researches as to materials for construction of the ice yacht, and whose amateur workshop and ice yacht house is a storehouse of information on the sport. The most successful builder of ice yachts is George Buckhout, Poughkeepsie, N.Y., builder of the famous successes, “Jack Frost,” owned by Mr. Archibald Rogers, and “Icicle,” Mr. John Roosevelt, owner, and many Western ice yachts.
​

                                   THE GREAT SOUTH BAY “SCOOTER”
Valuable as is the ice yacht as a gift of America to the sport of the world, it is probable that the craft known as the “Scooter,” which originated on the waters of the Great South Bay, Long Island, N.Y., excels it in value, for already this unique inventions been taken up not merely by the sportsmen of the world but by hundreds of others whose requirements for sport and work the odd craft seems exactly to fill. Many lives have already been saved by the “scooter,” and its growing popularity wherever open water, which wholly or partly freezes, is found, indicates that it has an important future. The “scooter” may be properly classed among ice yachts, since it truly sails successfully over ice. But it does much more than this, for it will also sail in water, safely go from ice to open water and back again from open water to ice. There is no craft or machine, so far devised by man, so nearly similar to the amphibious wild duck, and the simplicity of the construction of the craft, as well as its ease handling, renders it more than ordinarily interesting and valuable to seekers after novelties in sport that are worth while.
           
The “scooter” is an evolution. It is a cross between the round-nosed spoon bottomed ducking boat rigged with sails and the old pioneer ice boat which was nothing more than a square box on iron runners. Some of the best “scooters” now in use on the Great South Bay were built by men who never did a stroke of boat building before. Some were built by boys. Anybody can build one, and the completed craft, sails and all, ought not to cost over $100. They are the safest, the most compact, the easiest stowed, the most durable, and the greatest sports furnishing toys for their cost and size which the winter loving folks of the world have so far been introduced to. Let’s get acquainted with them. 
 
Imagine the bowls of two wooden spoons 15 feet long, with a width, or beam, of 4 to 5 feet. The upper wooden shell, which is the deck of the craft, is curved over from bow to stern and from one side to the other like the back of a turtle. The lower wooden shell is almost a duplicate of the upper one, which makes the craft almost flat bottomed. There is no keel or centerboard or opening of any kind on the bottom. There is a cockpit about 5 feet long and about 2 feet wide, around which runs a heavy combing 3 inches high and very solidly built. The runners of the craft are 20 inches apart, along 10 feet of the bottom, are slightly rocked, 1 inch wide and 1 1/2 inch high. They are of steel or brass, the latter allowing of quick sharpening for races or hard ice.
           
The mast, set well aft, is about 10 feet in height, and the handiest rig is jib and mainsail, the latter either with boom and gaff or sprit. A small boom for the foot of the jib is customary, and in the handling of this jib is the whole secret of steering and managing the craft. The bowsprit should be large and project about 3 feet beyond the hull. In many “scooters” the bowsprit is made removable so that larger ones may be substituted for changes in weather. The spread of sail in a “scooter” is lateral rather than high, and must be well astern since the canvas of the craft is all that is used to steer her, no rudder of any kind being used. A “scooter” of 10 foot mast will carry a mainsail having an 8 foot gaff and a 15 foot boom, with a leech of about 15 feet. The foot of the jib will be 7 feet and the leech the same, or slightly more.

The material used for the making of the “scooter” is generally pine and oak. Additional items of the equipment consist of a pike pole having sharpened ends and a pair of oars. Steering is done by a combination use of the jib, change in the location of the skipper or crew, and occasionally by the manipulation of the mainsail. By paying out the jib sheet and hauling in on the mainsheet, the “scooter” will come up into the wind like a fin keel water yacht; she will do this even more prettily if the weight of the skipper or crew is moved slightly forward, throwing weight on the forward part of the runners. Like an ice yacht, the “scooter” does not sail well before the wind; one must tack before the wind as well as into it. Two is the customary crew, although three are sometimes carried.

Open water must be dived into exactly straight or an upset will occur. Manipulation of the mainsail and jib is most important at this critical point of sailing. To climb up from the open water onto ice again is easier for the “scooter” than one would believe who has not seen it. The weight of the crew is shifted aft, there is a bit of helping with the sharp crook of the pike pole and off she goes over the smooth ice again.
           
The headquarters of the “scooter” interest is found in the vicinity of Patchogue, Long Island, N.Y., and the picturesque events run off there every winter draw thousands of New Yorkers. The most noted designer and builder of “scooters” is Henry V. Watkins of Bellport, N.Y., on the Great South Bay, and the patron saint of the quaint new sport is the noted sportsman, raconteur and host, Captain Bill Graham, of The Anchorage, Blue Point, Long Island. The seeker after something novel in winter entertainment is strongly urged to make the acquaintance of the new sport of “Scootering” as practiced here in Great South Bay, where the sport was born.

The Spalding Athletic Library and the American Sports Publishing Company were both founded by A.G. Spalding, owner of Spalding's Athletic Goods. Designed to produce affordable books on a wide variety of sports, rule books, and others, Spalding's conveniently included related catalogs and order forms for their goods in each inexpensive booklet. 

Published in 1917 and written by outdoor sports expert and author James A. Cruikshank, Spalding's Winter Sports is our featured artifact of the day, acquired by the Hudson River Maritime Museum as part of a collection of ice boating materials. And thanks to the transcription skills of volunteer Adam Kaplan, we'll be serializing each chapter of Winter Sports for the next several weeks. 

If you'd like to see the other sports booklets that Spalding offered (and there were hundreds), you can see some of their works digitized at the Library of Congress.

The booklet features short articles on skating, skiing, snowshoeing, ice boating, tobogganing, hockey, and more. Be sure to join our mailing list to get updates and make sure you don't miss a chapter! The introduction starts below.

Winter sports are now a most important feature of the outdoor life of the northern half of the world. During the past ten years there has been a complete change in the attitude of the sport-loving folk of northern nations toward what was once regarded as the least interesting outdoor season of the year. Now, there are great numbers of experienced outdoor folks, familiar with the sports of the world, who do not hesitate to claim that the outdoor sports of the winter, in cold, snowy latitudes, are incomparably the most fascinating as well as the most beneficial pastimes of the four seasons. The enthusiasm of these new champions of winter is making itself felt all over the world; but especially in the United States, where outdoor sport of every kind is now enjoying the zenith of its popularity, and where there is constant demand for some new form of outdoor pastime, has the charm of the new outings on snow and ice made special appeal.

Many of the most thrilling sports of the year are found among the winter pastimes. Ice Yachting knows no second for sensational features; Ski Jumping from a take-off rivals aeroplaning with its danger; Hockey is one of the most spectacular games in the whole realm of sport; and the list might be indefinitely extended. For the seeker after other forms of winter entertainment out of doors, there is to be found almost everything that could be asked from the quaint curling game of the cannie Scot to a snowshoe hunt for wolves in Canadian white silences. And for the lover of nature, in all her varied forms, there are winter beauties which rival those of summer.

​To stimulate interest in the charm of winter in the north, and to provide helpful information as to how some of the best winter sports may be enjoyed, is the purpose of this little book.

Author James A. Cruikshank was a longtime New York resident and was an expert outdoorsman, writing and editing publications for American Angler magazine, Field and Stream, and more, as well as authoring books like Spalding's Winter Sports. He hiked, hunted, fished, boated, snowshoed, skied, ice skated, mountain climbed, camped, and more. He was also an avid photographer and gave public talks illustrated by his own photographs (which are also featured in "Spalding's Winter Sports") and even film reels. You can read a more extensive biography of him below.

Stay tuned next week for the next chapter in ​Spalding's Winter Sports (1917)!

​If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!​

Today's Featured Artifact is actually from our research library, although it is old enough to be its own artifact. It is the leather-bound book, Instructions and Directions to Light-House and Light-Vessel Keepers in the United States. This third edition was published in 1858 by the United States Light-House Establishment (later the United States Lighthouse Service) and this particular copy is embossed on the leather front cover that it is the property of the United States Light-House Establishment and that this particular copy belongs to the Van Wie's Point Light.

Van Wie's Point Light was a white stone beacon light located off of Van Wie's Point, which is on the West side of the Hudson River, half way between Castleton-on-Hudson and Glenmont, NY, across from Papscanee Island. It was installed in 1854 and the tower did not include keeper's quarters.

Henry Van Wie hired as keeper in 1853, presumably while the beacon was being constructed, but he was dismissed before the year was out and replaced with Herman Wendell, who served from 1853 to 1858, when he was also dismissed. 

Finally, in 1858, a suitable keeper was found - William Welch (husband of Catherine Van Wie). Welch was keeper when this instruction manual arrived, writing in large, loopy script, "Rec'd August, 1860." 

William Welch remained on as lighthouse keeper until his death on September 7, 1910 at age 93 - the oldest and longest-serving light keeper in Hudson River history, serving 52 years (beating Catherine Murdock by at least one, if not two years).

​He was succeeded by his son, Warren Welch (who was 66 years old at the time), who served as keeper until at least 1915. Before his death in 1930, Warren Welch also served as chief engineer aboard the steamboat "Hendrick Hudson." 

Van Wies Point Light was replaced with a black skeleton tower sometime in the 1930s. 

Although this particular version of the lighthouse keepers instructions has not been digitized, you can read the 1881 Instructions to Light Keepers by clicking the button below.

On the afternoon of Tuesday, November 29, 1921, over a thousand people gathered at the Kingston, NY Armory for a celebratory dinner. The dinner was part of a whole day of celebrations around the opening of the Rondout Creek Suspension Bridge, which connected the town of Port Ewen and the City of Kingston. One of the oldest suspension bridges in New York State (it predates the Bear Mountain Bridge by 3 years), and according to an article in the Daily Freeman ("Ten Thousand Hear Governor at Rondout Creek Bridgehead," November 30, 1921), the largest suspension bridge built in the county since 1909 (no word on which other bridge was built then). 

The festivities included an enormous parade, speeches by  New York State Governor Nathan L. Miller and other officials, and a ceremonial walk across the bridge, including a ceremonial meeting of the two towns in the middle of the bridge, represented by young women shaking hands. When the official festivities were closed, the general public was allowed to cross the bridge. So many people were crowded on either side that the Freeman reported, "So tightly was the crowd packed into a compact mass that if it had rained, few drops would have sifted through to the pavement. It is estimated there were 10,000 persons in the crowd." As nearly all the people walked across the bridge, the Freeman again commented, "It is hardly likely that the bridge will ever receive a more severe test or a heavier load." 

​The event was followed with a fireworks display. 

So what's all this got to do with a shoe brush? This curious little souvenir from the Hudson River Maritime Museum archives was donated by John Wagman in 1994. A leather-backed brush meant to clean shoes or clothes, it features an image of the bridge on the back in gold and reads "Souvenir. Kingston, N.Y. Nov. 29, 1921" and below "Rondout Creek Bridge. State Highway Link to Kingston, N.Y. Catskill Mts. Ashokan Reservoir and the West." 

The brush was a souvenir of all who attended the celebratory dinner at the armory. The same Freeman article had this to say about the brush:

"Wang Designed Brush Back.
"Many who received the souvenir brush at the bridge banquet at the armory were struck with the fine design of the bridge on the back of the brush. The design was the work of C. Y. Wang, a Chinese student who is with the state highway department, who furnished the art drawing of the bridge for the brass die used to stamp in gold the bridge picture on the backs of the brushes. Mr. Wang deserves great credit for his fine work of art."

Why a shoe brush was chosen as the souvenir for the event is unclear, but it may have become immediately useful to many attendees, as the Freeman also reported the prodigious amount of mud at the construction site, writing:

"Plenty of Mud.
"The rock cut was filled with water from the recent heavy storms and on either side of the cut the mod was deep. It was a clayey mud that made walking slippery, but thousands braved the mud to clamber up the hill and to look down upon the open space where the fireworks were set off. 

"Those who had not the foresight to wear rubbers were kept busy when they got home in cleaning the mud from their shoes, but what was a little mud to a good view of the really excellent display of fireworks set off by the Pain Company of New York?"

Due to the weather, the bridge did not officially open to motorists until the spring. According to a Yonkers Herald article entitled "Rondout Bridge is Dedicated At Last" published December 1, 1921, "It will be a boon to motorists who have suffered long delays in crossing the slow-moving, antiquated chain ferry at Rondout." 

The Wurts Street Suspension Bridge, as it is often known today, turns 100 years old this year, as does this shoe brush. Happy Birthday to them both!

Today's Featured Artifact is one of our favorite model boats - this beautiful model of a brick schooner. Over 100 years old, the model was originally owned by Captain Charles A. Hunt, an active yachtsman on the Hudson River, who owned an 80’ sloop named The Fearless. This model was donated to HRMM by Charles Hunt's’ granddaughter Elizabeth Brockway McCormack in 1985. The model is plank-on-frame and fully rigged. It's also larger than it looks, measuring 5'11" long, 16" wide, and nearly 5 feet (59") high.

The Brockway family had an extensive brickyard just north of Beacon (learn more about what's left of the Brockway Brickyards). The Brockway Brickyard was started in 1886 when Edwin Brockway purchased 70 acres just north of Beacon, NY. The village was named after the brickyard, which continued in operation as one of the largest in the Hudson Valley until it closed 1931.

This model is an example of a brick schooner. Used on the Hudson from 1830s-1920s, these types of schooners were a cost effective way to ship the heavy bricks from Hudson Valley brickyards to New York City and up and down the Eastern seaboard. Schooners and sloops specialized in heavy or bulky cargoes. Early in the century they transported grain, coal, ice, bluestone, bricks, cement, and even hay. Later in the 19th and early 20th centuries, the very heavy cargoes such as bricks, bluestone, and cement were the primary sail cargoes on the Hudson River. Requiring no fuel and carrying a non-perishable cargo, the only expense to operate them was the crew, which made them much cheaper than steamboats and tugboats. And unlike barges which needed to be towed and were not necessarily ocean-worthy, schooners could and did easily sail right out of New York Harbor and up and down the coast for deliveries farther afield. 

If you'd like to visit this beautiful model, it is currently on display as part of our mini exhibit on the Hudson River brick industry in the East Gallery of the museum.

Today's featured artifact is this little metal figurine of Fala, the beloved Scottie dog of Franklin Delano Roosevelt. A recent acquisition, it was likely sold on one of the Hudson River Day Line steamboats as a souvenir of the Hudson Valley. 

Fala was perhaps the most famous White House pet. Born in 1940, he was a constant companion of President Roosevelt, residing in the White House and often accompanying the president on his travels. By some accounts, Fala made the news more than FDR's family! He became a much-beloved mascot for the nation during a trying time in American history - World War II. It is this fame that likely resulted in the souvenir figurine that now resides in our collection.

During the Election of 1944, the Republic opposition started a rumor that Fala had been left on the Aleutian Islands after a recent visit by the president, and that he had sent a Naval destroyer to retrieve Fala at great cost to taxpayers. Launching his presidential campaign at a dinner with the International Teamsters Union, Roosevelt addressed the charges in a famous speech. You can watch the Fala-related portions of the speech below.

The humor with which the president addressed the charges (which were false) may have helped get him reelected to a third term.

Sadly, Fala outlived his master. President Roosevelt died in April of 1945. Fala went to live with Eleanor Roosevelt at Val-Kill. In her autobiography, Eleanor wrote of Fala's reaction to the president's death:

"It was Fala, my husband's little dog, who never really readjusted. Once, in 1945, when General Eisenhower came to lay a wreath on Franklin's grave, the gates of the regular driveway were opened and his automobile approached the house accompanied by the wailing of the sirens of a police escort. When Fala heard the sirens, his legs straightened out, his ears pricked up and I knew that he expected to see his master coming down the drive as he had come so many times. Later, when we were living in the cottage, Fala always lay near the dining-room door where he could watch both entrances just as he did when his master was there. Franklin would often decide suddenly to go somewhere and Fala had to watch both entrances in order to be ready to spring up and join the party on short notice. Fala accepted me after my husband's death, but I was just someone to put up with until the master should return."

Fala died in April of 1952, just shy of his twelfth birthday. He is buried near the Roosevelt grave at Springwood in Hyde Park. He is the only Presidential pet to be memorialized with his master, as pictured below at the Franklin Delano Roosevelt Memorial in Washington, D.C.

To learn more about Fala, check out his official biography at the Franklin D. Roosevelt Library and Museum.

​If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!​

Today's Featured Artifact is one of the larger pieces in our collection! This steam engine is from the Merritt-Chapman & Scott crane barge Monarch. One of four that powered the hoisting apparatus, the Monarch was built in 1894 and could lift 250 tons. 

This particular engine is one of a pair that worked to swing the crane boom from side to side. The two other engines did most of the heavy lifting, raising the boom and the hook. This engine is a compound steam engine and is in working order. The engine is on loan from Gerald Weinstein. 

Merritt-Chapman & Scott was a noted marine salvage corporation with history that dated back to the 1860s and the Monarch was just one of their many vessels. Technically an A-frame floating derrick, the Monarch was used to lift heavy items such as railroad cars and engines, turbines, and other heavy cargoes onto and off of ships and docks, as well as raise sunken vessels such as barges, tugboats, and even large steamboats. 

In the above photo, you can clearly see how the Monarch's A-frame steam derrick crane worked. Here, the hoisting engine on display at the museum is working in tandem with its partner to move the crane arm to the side in order to create safe conditions to raise (or lower) the equipment off or on the deck of the Champion. By tilting far to the right or starboard side of the barge, the crane arm is able to lift and lower straight up and down, dramatically reducing the danger that the cargo will swing and wreck either of the barges or their hoisting apparatuses. 

In this photo you can see how far over the Monarch would tilt when hoisting something heavy! The barge would often heel over like that, sometimes submerging the edge of her decks in the water. 

Merritt-Chapman & Scott went on to be involved in a number of large marine construction projects over the years, including the construction of the Kingston-Rhinecliff Bridge in 1957 and the Throgs Neck Bridge in 1961. It is unclear if the Monarch was used on either project.

The Monarch retired in the 1980s after 90 years of service. She outlasted Merritt-Chapman & Scott itself, as the company was dissolved in the 1970s. 

You can find out more about Merritt-Chapman & Scott and see more images of the Monarch by visiting the Mystic Seaport Archives, where the corporate records are held. And if you'd like to see a piece of the Monarch in person, be sure to visit the Hudson River Maritime Museum and swing by the big green machine, tucked in the corner of the East Gallery.