Posts Tagged ‘Crown Point’

Sunday, January 20, 2013

In The Champlain Valley, A Brawl of Birders

common pochardNoting the long line of cars parked on the shoulder of the road in front of DAR Park in Addison, Vermont, I decided to pull onto the opposite shoulder, only to discover, too late, that said shoulder consisted of a five-foot-deep snowbank into which the right side of  my car promptly sank.  I tensed up expecting the car to roll onto its passenger side but, mirabile dictu, it stayed on its tires albeit at a forty-five-degree angle. I got out to investigate, sunk in up to my waist and then struggled back onto the road, my jacket now festooned with a phalanx of burrs the size of Concorde grapes.

The dashboard thermometer read minus three degrees. I pulled my wife out of the car, and we simultaneously concluded that we needed to get towed out of this mess and that we might as well go and try to see the bird before starting in with AAA and waiting for a tow truck.  So what I drove the car into a ditch. » Continue Reading.



Monday, September 24, 2012

Ethel Dale’s ‘Most Perfectly Formed Legs’

It’s not often that a person is the focus of a sculptor’s attention. In the mid-1920s, a North Country woman found herself in just that position. The sculptor’s name was Pompeo Coppini, a noted artist who won several awards and whose works were featured from coast to coast. Many of his 128 principal creations are prominent in the state of Texas, including The Spirit of Sacrifice, the large monument at the Alamo, honoring those who died within the fort’s walls. It has been viewed by millions.

Coppini sculpted many historical figures of great accomplishment, including Robert E. Lee, Woodrow Wilson, Stonewall Jackson, Sam Houston, and George Washington. Add to that list Mrs. Ethel Dale, chosen as a sculpture subject for her great achievement in the field of … well, doing nothing.

Mrs. Dale’s family was living in Ticonderoga when she was born in 1895 as Cecille Dukett, daughter of Clayton and Lena Dukett. (The spelling of the family name in the media varied: most common were Ducat and Dukett.) A few years later, they moved to Crown Point. » Continue Reading.



Monday, August 6, 2012

George Cheney: Recording Pioneer, Crown Point Native

What you see here is one of the most recognizable trademarks ever, a logo that has been used by many companies around the world. The dog in the image is not fictional. His name was Nipper, and a few years after his death, Nipper’s owner sold a modified painting of his dog to a recording company. The rest is history, and part of that history includes a heretofore unknown North Country native.

From humble beginnings, he became famous for his wide-ranging knowledge of recording and his ability to invent. Perhaps most important of all, he traveled the world and was the first person to record the music of a number of countries, saving it for posterity. » Continue Reading.



Thursday, May 17, 2012

Champlain Bridge Grand Celebration This Weekend

New York Vermont Bridge OrganizationAfter many months of planning the Lake Champlain Bridge Community (LCBC) will host its two-day Grand Celebration which celebrates the re-opening of the Lake Champlain Bridge and the re-connected New York and Vermont communities that surround it. The bridge re-opened to traffic on November 7, 2011, but the celebration was postponed until now.

The Grand Celebration will take place on Saturday and Sunday, May 19 and 20. Saturday’s events begin at 9 a.m. with an opening ceremony and end at approximately 10 p.m. after a street dance. Sunday’s events begin at 6 a.m. with a sunrise ecumenical service and close with a fireworks show at dusk. All events will take place at or near the Chimney Point State Historic Site, Addison, Vermont and the Crown Point State Historic Site, Crown Point, New York. All of the weekend’s events are free and will take place rain or shine. » Continue Reading.



Monday, March 19, 2012

Lawrence Gooley: Stories of North Country Twins

In days of yore (pre-internet times), I once subscribed to more than a dozen different magazines. Further back, in the 1960s and 1970s, there seemed to be a magazine for just about any subject that anyone was ever interested in. I was reminded of this recently when a saw a cover titled TWINS. The subject matter was everything related to twins: having them, being one, doctoring them, parenting them, and so on.

What really surprised me was the subtitle: The Magazine for Multiples Since 1984. I’d never heard of it, but it has been around for nearly three decades. It also reminded me of some twin-related North Country stories I’ve collected over the years. Here’s a sampling.

The odds would seem stacked against these “twin coincidences,” and even more so since they happened when twins made up only 1 to 2 percent of all births. (The modern rate is about 3 percent.)

On January 17, 1931, seventeen-year-old Frederica Edwards of Port Henry died a week after contracting rheumatic fever. Her burial was postponed because Frederica’s twin sister, Marion, appeared near death after suffering from a “throat disorder” for more than a month. Three days later, Marion passed away. A double funeral service was held, with the pair leaving life as they entered it―together.

On Memorial Day 1931, twins Richard and Hugo Franz (14) were fishing from a canoe on Saranac Lake with 16-year-old John Dukett. When the canoe flipped, he and the Franz brothers (both of them Boy Scouts leaders with Red Cross rescue training) were submerged. When the three of them surfaced, Dukett, 16, a non-swimmer (and much heavier than the Franz boys), was grabbed by Richard. In the ensuing struggle, both boys again went under.

When they re-surfaced, Hugo, who still gripped the canoe with one hand, grabbed Dukett. The twins followed protocol, holding him there while clinging firmly to the canoe and calling for help, which arrived soon. Their coordinated efforts (one holding the canoe and the other diving for their friend) saved Dukett’s life, and their own as well.

In 1932, the oddest of circumstances surrounded the birth of twins to Mr. and Mrs. Henry Legault of Massena. Their daughters were born minutes apart, with Cecile arriving shortly before midnight on September 16, and Lucille arriving just after midnight on September 17. Twins, but with different birthdays.

In April 1943, Edward Hatch of Crown Point died at the age of 66. He and his twin brother James had led separate lives, but were joined in death. Edward died just eleven days after James passed away in Tarrytown, New York.

Unlike the Hatches, the Wright brothers of Jefferson County, twins Leander and Lysander, shared identical life stories. They lived on the family farm, never married, and worked in the cheese factory with their father. Both then entered the Jefferson County Home in Watertown. After twenty years there, Lysander died on December 4, 1947. Leander passed away 49 days later. Both deaths were attributed to coronary thrombosis.

In January 1948, 81-year-old Addie Van Orman of Crown Point died from injuries suffered in a fall at home. Fifty-five days later, her twin, Mrs. Abbie Chase, also of Crown Point, died following a heart attack.

In February 1952, at Brady Maternity Hospital in Albany, 23-year-old twins (Mrs. Edmund Rogan and Mrs. Arthur Grant) gave birth on the same day, just a few hours apart. Seems like the odds would be pretty high against that happening to any siblings, let alone twins.

In 1967, Westville native Daniel Rogers died in Pawling, New York, at the age of 94. Until his passing, Daniel and his twin, John, were said to be inseparable. Dan operated a deli in Pawling, down the street from John’s business, the Pawling Drug Company. Together they were frequent visitors to Franklin County, reuniting with family and old friends (John did the driving well into his 90s). They were among the oldest twins in the country. John died in 1973, just a few months shy of his 100th birthday.

I’m not a twin, but I do have double vision, so I’ll end by saying, “That’s that’s all all for for now now!”

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.



Monday, October 31, 2011

Wesport’s John Greeley Viall, Civil War Veteran

Judson Kilpatrick, a Union general during the Civil War, has been described as flamboyant, rash, and tempestuous. There’s no doubt that he was often a rogue officer, sometimes to disastrous effect. The South developed a deep hatred of him for the extreme methods he employed, but he was certainly part of the team effort that led to the North’s victory.

As every leader knew during the war, many levels of support were necessary in order to win. Despite being brash and confident in his abilities, Kilpatrick famously cited a North Country man, Captain John Viall, as critical to the general’s own success, and the Union’s as well.

John Greeley Viall, son of William and Mary Viall, was born November 1829 in Westport, New York, on the western shore of Lake Champlain. In January 1852, when he was 22 years old, John left New York and settled in Texas. Nine months later, he purchased the San Antonio Tin, Copper, and Sheet Iron Ware Manufactory, which sold and/or fabricated stoves, cookware, water pipes, and just about anything made of metal.

Texas was still wild territory, having attained statehood just seven years earlier. Viall maintained contacts in Westport, and in a letter home in 1854, he described San Antonio as in “a state of intense excitement.” Several families had been killed by Indians, while others were scalped and left for dead in disputes along the state’s border. Viall had chosen a tough place to make a living.

In 1858, six years after he purchased the metal manufactory, the business failed. Viall returned to the North Country, where he became involved in politics. That same year, he was among the delegates to the convention in Springfield, Illinois, where Abraham Lincoln was nominated to succeed Stephen Douglass in the US Senate.

On September 17, 1861, several months after the outbreak of hostilities between North and South, Viall enlisted at Crown Point. For three years following induction, he served as a private, second lieutenant, first lieutenant, and captain of Company H, Fifth New York Cavalry.

From that point (July 1864) forward, John served as captain and assistant quartermaster of volunteers until his honorable discharge in November 1865. Those final 16 months of service prompted General Kilpatrick to offer high praise for Quartermaster Viall, a man burdened with tremendous responsibility.

The duties of the quartermaster were remarkably varied, deeply complex, and absolutely critical to victory. The Quartermaster Review of 1928 noted that the success of all military operations relied on the promptness and efficiency of the quartermaster.

That may sound like an exaggerated assessment of any position, but consider the Review’s description of what the job entailed during the Civil War.

“The quartermaster’s department is charged with the duty of providing the means of transportation by land and water for all the troops and all the materials of war. It furnishes the horses for artillery and cavalry; supplies tents, garrison equippage, forage, lumber, and all materials for camps; builds barracks, hospitals, wagons, and ambulances; provides harness, except for artillery horses; builds or charters ships and steamers, docks and wharves; constructs or repairs roads, bridges, and railroads; clothes the army; and is charged generally with the payment of all expenses attending military operations which are not expressly assigned by law or regulation to some other department.

“… wagonmasters, agents, teamsters, scouts, and spies, all … come under the supervision and pay of the quartermaster. He must … anticipate every want of the army.

“The quartermaster … builds the warehouses at every post; repairs, refits, and furnishes all houses and offices for army use; provides all hardware and building material (nails, glass, rope, etc.) and all the machinery used; fits up hospitals for the sick; and furnishes coffins for the dead.

“He pays the mileage of officers; expenses of courts-martial, per-diem of extra-duty men; postage on public service; expenses incurred in pursuing and apprehending deserters; burials of officers and soldiers, interpreters, veterinary surgeons, clerks, mechanics, laborers, and cooks.”

For General H. Judson Kilpatrick, one of the roughest, gruffest, most controversial men in the Union army, Viall provided those services better than any of the hundreds of men who undertook them for the Union cause. The general bestowed lasting glory on him with the oft-quoted pronouncement: “John Viall is the best quartermaster in the Army of the Potomac.”

Quartermaster General Montgomery Meigs, the top man in the department, urged Viall to remain in the army at war’s end (ill health forced him to leave the service). Meigs himself was cited as indispensable to the Union cause by Secretary of State Seward. Clearly, Meigs’ assessment of Viall’s value was the highest of commendations.

Though working as quartermaster was the hallmark of his career, Viall did much more on the Union’s behalf, complementing a family history of stellar military service. His grandfather had fought in the Revolutionary War, “from Bunker Hill to Yorktown,” and his father had served in the War of 1812.

Impressive, for sure, but Viall’s own field experience took a back seat to none. He fought in the battles of Fredericksburg, Second Bull Run, Gettysburg, Appomattox Court House, Richmond, and dozens of others.

Throughout the remainder of his life, Viall consistently supported the military, though he struggled for reciprocation from the government. His health had suffered badly from the war, and when the military pension program was instituted in 1890, Viall began receiving $12 per month (equal to $300 in 2011).

A request for increased benefits due to stomach, kidney, and liver problems was rejected in 1892 (he was 63 at the time). Another rejection followed in 1900, even though a board of surgeons found him “totally disabled by reason of indigestion, enlarged prostate, and age.”

Finally, in 1907, the House of Representatives looked at Viall’s entire record from the Civil War. His great service was noted, leading up to a physical breakdown “from exposure and hardships in the West Virginia campaign.” Upon recovery, he had been “promoted to division quartermaster, and at the close of the war was acting quartermaster for the cavalry corps.” In retrospect, it was recognized that his efforts for the Union cause had been truly heroic.

A physician’s affidavit informed lawmakers of Viall’s current condition: “… the beneficiary is totally unable to perform any kind of manual or clerical labor due to general physical and mental debility, imperfect heart action, and senile decay.

“Other proof filed shows that the officer, owing to unfortunate financial ruin, has now nothing to live upon except the small pension of $12 per month, which is totally inadequate to maintain him. In consideration of the officer’s meritorious services for the period of four years, his great age, total inability to labor, and destitution, an increase of his pension to $24 per month is believed to be warranted.”

By an official Act of Congress on February 25, 1907, his pension was increased to $24 (equal to $575 per month in 2011).

Six years later, on September 1, 1913, John Greeley Viall — Westport native, loyal soldier, and among the best supply men to support the Union troops — died in Washington at the age of 85. He was buried in Arlington National Cemetery with full military honors.

Photo Top: Captain’s medal of John Greeley Viall.

Photo Bottom: Major General H. Judson Kilpatrick.

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.



Tuesday, October 11, 2011

Adirondack Family Activities: Crown Point Historic Schooner Tour

This weekend the historic wooden schooner, Lois McClure will make her last stop for the season at another historic location, Crown Point Pier, located on the water just below the Champlain Lighthouse. Those visitors of history; rejoice, lovers of ships; unite and budget watchers; celebrate. This tour is free.

Part of the Farm, Forestry and Fishery Tour, the 88′ schooner Lois McClure and Urger tugboat will offer free tours from 10:00 a.m. – 5:00 on October 15-16 at the Crown Point Pier. This tour has been raising awareness of the importance of “sustainable agriculture, responsbile foresty and clean, healthy waterways.”

According to the Lake Champlain Maritime Museum the Lois McClure is a replica of an 1862 class sailing canal schooner. She is modeled after two shipwrecks in Burlington Harbor, the OJ Walker and General Butler. Dive and Maritime Research teams were able to document those two wrecks and the building of the Lois McClure is the result.

Sarah Tichonek, Archaeologist and part of the Lake Champlain Maritime Museum Research Team, says “Lois McClure is a replica but she is based on 25 years of research through the Lake Champlain Maritime Museum. Art Cohn, the current Director of the Lake Champlain Maritime Museum was one of the original divers that documented the shipwrecks to provide the necessary research. The Lois McClure has provided numerous educational opportunities for parents and children since her launch in 2004.”

Also in attendance this weekend will be the original tugboat Urger. According to the Lake Champlain Maritime Museum this tug was built in Michigan in 1901 as a commercial shipping vessel. In the 1920s she entered the New York State Canal fleet where she hauled boats throughout the canal system. She was retired in the 1980s and is now a teaching vessel.

Visitors this weekend will be able to learn about the steering mechanisms, anchors and what materials were hauled by these historic vessels. Interpreters will be available to answer questions about the vessels as well as what it was like to grow up aboard a canal schooner.

“This is the best and closest way to see history without going back in time,” continues Tichonek. “These boats were operated mostly by families. In the 19th century they would have been living aboard and children would have been home schooled. This becomes a personal experience for children. They can go below, perhaps even raise and lower the anchor. It is a great opportunity for children and adults as well.”

As the home to Lois McClure and Urger, the Lake Champlain Maritime Museum is located in Vergennes, Vermont. The museum is only open seasonally from mid-May through October 15th. The Lois McClure does tour every year through the Hudson Valley, Erie Canal and on to Canada. The 2012 is not available at this time. Crown Point Pier will be the last dockside tour for the 2011 season.

According to Tichonek, Lois McClure, Urger and the crew will be at Crown Point Pier this weekend, rain or shine. If this event is missed the next event to view the historic schooner may be the Lake Champlain Bridge opening on May 19-20, 2012.

Directions to the Crown Point Camp Site from I-87 (the Adirondack Northway) take Exit 31. Take Route 9N east to Westport. Turn south as Route 9N merges with Route 22. Follow Route 22/9N to Port Henry. Drive an additional four miles to Bridge Road. Turn onto Bridge Road and follow signs for the Champlain Lighthouse and Crown Point Camp Site, 784 Bridge Road. During the season there is usually a parking fee for day use. That should not apply at this time.

Photo: The Lois McClure under sail used with permission by the Lake Champlain Maritime Museum.

Diane Chase is the author of the Adirondack Family Activities Guidebook Series including the recent released Adirondack Family Time: Tri-Lakes and High Peaks Your Guide to Over 300 Activities for Lake Placid, Saranac Lake, Tupper Lake, Keene, Jay and Wilmington areas (with GPS coordinates), the first book of a four-book series of Adirondack Family Activities.



Monday, October 3, 2011

Charles Murdock: Crown Point Native, Noted Engineer

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.

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.



Saturday, May 7, 2011

Program on Crown Point Cannons Offered

Where, in the Lake Champlain region, was the richest trove of artillery pieces at the time of the outbreak of the Revolutionary War? Most published histories, including those used in the classroom, overlook the largest British fort ever built in North America – Crown Point. At 7:00 pm, May 12th, artillery expert Joseph M. Thatcher will present a free public lecture inside the museum auditorium at the Crown Point State Historic Site on the little-known but fascinating topic of “The Cannon From Crown Point.”

As the long-time Supervising Curator for the New York State Bureau of Historic Sites, Thatcher tracked the movements – over the centuries – of artillery pieces. His presentation falls precisely on the 236th anniversary of the liberation (by the Green Mountain Boys militia, led by Captain Seth Warner) of more than 100 British-held artillery pieces at Crown Point. Those cannon from the French and Indian War-period would soon be put to use during the War for American Independence.

Crown Point seasonal staff will return to service at the site on Saturday, May 14, to provide history interpretation in the museum and in both fort ruins at Crown Point. Summer open hours are 9:30 – 5:00, Thursdays through Mondays. The museum contains an audio-visual presentation and exhibition, both installed in 2009, that features four different original artillery pieces from the 1700s.

Crown Point occupies a key location, both geographically and historically. Before the 1730s, Woodland Indians camped on the peninsula. In 1734, the French military built an impressive stronghold here, Fort St. Frédéric, with its tall limestone tower and its artillery-fortified windmill. A quarter-century later, when the British arrived, they built a vast fort at Crown Point, starting in 1759. The limestone ruins of both the French-built fort and of the earthen walls and stone barracks of the British fort have remained largely unchanged since a devastating fire burned the British fort in April 1773, just two years before the start of the War for American Independence.



Monday, April 11, 2011

A Search for the ‘Missingest Man in New York’

After NYS Supreme Court Justice Joseph Crater went missing in New York City in 1930, the search led to Plattsburgh and then to the Meridian Hotel, a few feet across the border from Champlain.

Nothing concrete was found in New York’s northeastern corner, but a few days later, Crater was sighted at Fourth Lake in the Old Forge area. He was also “positively” identified as one of two men seen at a Raquette Lake hunting lodge in late August. Two detectives followed that trail, while others were summoned to confirm a sighting at the Ausable Club near Keene Valley.

As if that wasn’t enough, it was announced that Crater had spent a couple of days at Hulett’s Landing on the eastern shore of Lake George, and then at Brant Lake. Police and detectives pursued every lead, while headlines told the story from New York to Texas to Seattle. » Continue Reading.



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