“We may be part of extended families, or be involved with the school if our children are students, or belong to clubs or a church, but we never seem to come together in one place, for one purpose, as a true community should,” she said. » Continue Reading.
The Darrin Fresh Water Institute’s (DFWI) annual program of testing waters near municipal beaches and town shorelines for coliform contamination will be less extensive this summer than in years past, according to Larry Eichler, a DFWI Research Scientist.
According to Eichler, The Fund for Lake George has withdrawn its financial support for the program.
While some municipalities may assume the costs of sampling waters near beaches, no organization has stepped forward to fund the monitoring of shorelines, Eichler said.
“The FUND for Lake George has contributed more than $300,000 in cost sharing for this program over the past 25 years,” said Eichler. “But while still supporting the efforts of this program, The Fund is unable to fund this program due to other committments.”
Those other commitments, explained Peter Bauer, the executive director of The Fund for Lake George, include exterminating invasive species like the Asian clam and financing the West Brook Conservation Initiative, which will protect the lake’s south basin from urban runoff.
“Unfortunately, we are unable to continue funding the program,” said Bauer. “While it’s time for The Fund to transition out of the program, the importance of monitoring public beaches should motivate local governments to adopt at least that part of the program.”
Bolton, Lake George Village, the Town of Lake George and Hague have agreed to consider adopting monitoring programs, said Eichler.
“Evaluation of bathing beach water quality provides a reminder that water quality is not guaranteed and that proper maintenance and surveillance of swimming areas remain critical,” said Sandra Nierzwicki-Bauer, the executive director of the Darrin Fresh Water Institute.
According Larry Eichler, DFWI can test sampled waters for Total Coliform (TC), Fecal Coliform (FC), and Fecal Streptococcus (FS) for as little as $30 per week. The Towns would be responsible for the costs of collecting the water samples.
New York State’s Department of Environmental Conservation has tested the waters near state-owned beaches since the late 1980s, after the Million Dollar Beach was closed for three days in 1988 because of an excessive fecal coliform count.
The Darrin Fresh Water Institute has tested waters near municpal beaches every summer since 2002.
“The program was a low cost mechanism to provide assurances that the public beaches on Lake George posed no threats to the public,” said Larry Eichler.
“We continue to believe that this program provides a valuable service to the Lake George community through assurance of water quality at our public bathing beaches.”
Even before it began testing municipal beaches for coliform contamination, DWFI was sampling sites around Lake George for coliform bacteria, which are generally viewed as indicators of sewage leaks or other sources for nutrients, such as storm water.
“The Lake George Coliform Monitoring Program was designed to be a proactive water quality program,” said Eichler. “Prompt identification and remediation of wastewaters entering Lake George is one of the most efficient ways to protect water quality.”
Waters were evaluated at sites with chronically high levels of coliform bacteria or in areas where algae appeared, Eichler explained.
“We’re disappointed that The Fund could not continue to support the program, but we understand fiscal realities,” said Eichler.
Eichler said grants may permit the Darrin Fresh Water Institute to re-establish the colliform monitoring program in the future.
Photo: Darrin Fresh Water Institute
For more news from Lake George, subscribe to the Lake George Mirror or visit Lake George Mirror Magazine.
Built in 1927 by Crandall Dry Dock Engineers, it’s a utility, used to haul vessels in and out of Lake George for repair, maintenance and storage.
But in the 19th century, almost every harbor on the eastern coasts of the United States and Canada had similar railways, almost all built by Crandall Dry Dock Engineers; the Crandall railway at Hart Bay is, according to New York State’s Office of Parks, Recreation and Historic Preservation, among the few that remain intact and in operation today.
The New York State Board for Historic Preservation has, therefore, recommended that the railway be added to the State and National Registers of Historic Places.
The Board cast its votes when it met in March in New York, where it recommended adding thirty nine sites to the registers, including Fort George in Lake George.
“These nominations reflect many of the varied commercial, agricultural, political and social movements that have shaped New York State,” said Rose Harvey, Commissioner of the New York State Office of Parks, Recreation and Historic Preservation. “Bringing recognition to these properties will help us to preserve and illuminate important components of New York State history.”
According to Bill Dow, president of the Lake George Steamboat Company, the entire marine railway complex, which includes 390 feet of track under water, the cradle and the gears in the small frame head house, was nominated for the registers.
“Without the marine railway, the Lake George Steamboat Company could not have continued to operate through the Depression and the post-War eras,” said Dow.
According to Dow, the railway was constructed to haul the Sagamore from the lake for repairs.
On July 1, 1927 the Sagamore rammed the point of Anthony’s Nose, and began to sink. The captain, John Washburn of Ticonderoga, ordered that the hole in the hull be stuffed with mattresses. He then sailed her into Glenburnie, where she discharged her passengers, and then beached her in a small cove. After repairs were made at Hart Bay, she was refurbished, launched again in May 1928, and sailed for another five years.
According to the State Board of Historic Preservation, the Crandall Marine Railway complements the Lake George Steamboat Company’s Mohican, which was placed on the registry of Historic Places two years ago.
“Together, the railway and the excursion boat recall the nearly two century history of pleasure boating on one of the Adirondack Regions’ largest and most popular and accessible tourist destinations,” the State Board noted.
The Lake George Steamboat Company is now preparing an application to place the former Lake George train station on the registers of historic places.
Like the Steamboat Company, the station was owned by the D&H railroad, which built the station in 1909 in the same Spanish Colonial Revival style of architecture as its nearby hotel, the Fort William Henry.
“The Lake George Steamboat Company represents America, or the America of the past, as few companies do,” said Bill Dow. “We feel a responsibility to honor that past by preserving our legacy.”
Photo: Mohican at marine railway.
Five years after the original hotel opened in 1855, the first Minnehaha was launched, and her captain entered into a relationship with the steward of the hotel’s dining room; as the boat came churning up the lake, the captain would blow the ship’s whistle once for every 10 passengers aboard, so that the steward would know how many would be in for dinner.
In 1868, the hotel was sold for $125,000 to T. Roessele & Sons of Albany and enlarged. A mansard roof was added and the hotel was now seven stories high. A 25 foot wide piazza extending the entire length of the north side of the building, supported by a row of 38 foot-high Corinthian columns, was also added. By then, steamboats were being met on the docks at the foot of the hotel’s lawns with 13 piece German bands. The hotel could accommodate 1000 guests; among them, former president U.S. Grant and Generals W.T. Sherman and Philip Sheridan, to name just a few of the celebrities who cooled themselves on the piazza.
A twelve year-old Theodore Roosevelt accompanied his family to Lake George in 1871, and they, too, put up at the hotel. Roosevelt kept a diary of the visit, recounting each day’s activities. For instance, of August 2nd he writes:
”Early in the morning we went to the ruins of Fort George which we found after some difficulty. We brought home some specimens with us. There was an airgun before the hotel with which we had some shooting matches with variable success. There was an Indian encampment near which of course we visited. Then we hired some boats and rowed off to an island in the lake where we left the Ladies, went off some distance and had a swim. We then rowed back to the island (and then) home to dinner.”
A visitor during that same decade wrote:
”The coach is driven with a sweep and a swirl through the grounds of the hotel , and, suddenly turning a corner, dashes up before the wide and corridored piazza, crowded with groups of people – all superb life and animation on one side of him, and a marvelous stretch of lake and mountain and wooded shore on the other…”
The hotel opened for business in mid-June. Life there was pleasant and undemanding, if an 1893 account in the Lake George Mirror is any indication. “The hotel is supplied with every modern convenience, and there are billiard rooms, bowling alleys, swimming baths, lawn tennis courts, and music is provided throughout the season, there being also balls and parties at intervals.”
The Mirror continues: “The cuisine is always of the finest and cannot be improved upon, it being of a character to commend it to wealthy and fastidious people. The drives in the neighborhood, the fishing in the lake, and the boating and yachting, all contribute to make a stay at the Fort William Henry Hotel all that once could wish for… The outlook from the piazza is at all times little less than enchanting, commanding, as it does, the level reaches of the lake for miles, with a number of the most picturesque islands and promontories. In the evening, by full moonlight, or on a peaceful Sunday, while the orchestra discourses sacred music, and the only undertone is the flutter of cool dresses, dainty ribbons and fans, and the low voices of friendly promenaders, life here seems entirely worth living.”
The author of the Mirror’s account goes on to describe the interior of the hotel:
“Under the dome (from the upper part of which a grand view of the lake is obtained) is the general office, including also a ticket office, telegraph office, bazaar, news, book and cigar stand, etc. West of this is the drawing room, and on the east, suites of apartments, bijou parlors, and the large billiard hall, while at the back is the great dining hall. A cabinet of Indian and historical curiosities, gathered from the locality, attracts great interest.”
The hotel was owned by the Delaware & Hudson Railroad when it burned in June 1909, and two years later a new hotel was constructed on the site. In an article on the opening which appeared in the Lake George Mirror, the new structure was acclaimed “a masterpiece of architecture. With its companion hotel at Bluff Point on Lake Champlain, it shares the honor of being the only fireproof house in Northern New York devoted to the resort business.”
In another edition of the Mirror, an editorial described the lavish display of flowers and shrubs surrounding the new hotel and urged the natives to cooperate with the hotel in guarding the grounds against vandalism.
This hotel was demolished in the summer of 1969, the very same week that the Prospect Mountain Highway opened for the first time. In retrospect, the two events seem not co-incidental, since it was the automobile, more than any other single factor, which brought about the demise of the great resort hotels. The original dining room of the 1909 hotel, however, is still intact, as is the hotel’s stable.
Photos courtesy of the Lake George Association.
The event took place at Pine Point in Lake George Village, and according to contemporary accounts, it drew the largest crowds to the village since the introduction of the trolley in 1901. Local schools were closed for the day so that children and their teachers could attend the great event.
The granddaughter of the Steamboat Company ‘s general manager, George Rushlow, was selected to christen the Sagamore. Someone suggested that the boat be christened with water from the lake – after all, it was said to have been exported to Europe for use as holy water – but that idea was vetoed on the grounds that old sailors believed that it was unlucky to christen a vessel with the same water in which the boat was to sail. Rushlow said that he did not want to “Hoo-doo the boat in the mind of any person.” So the traditional method of cracking a bottle of champagne on the bow was used instead.
Elias Harris was the captain. At 74 years of age, the Sagamore was to be his last boat. (His son, Walter, was the pilot; Walter Harris became one of the first motorboat dealers on the lake; his Fay and Bowen franchise was the largest in the country.) Elias Harris began his career as a fireman on the Mountaineer, the boat that carried James Fenimore Cooper on the journey down the lake that inspired The Last of the Mohicans. He graduated to the post of pilot on the John Jay, which burned in 1856, killing six of the 70 passengers on board. On the deck of the Sagamore that day was a small anchor that had belonged to the John Jay, a memento Harris always kept with him.
The Sagamore was built to succeed the Ticonderoga, which burned at the Rogers Rock Hotel pier in August, 1901. The Ticonderoga was the last steamboat to be constructed entirely of wood, and the 1,25 ton Sagamore was the first steel-hulled steamer on Lake George. She was commonly regarded as the most luxurious boat ever to sail these waters; her saloon was finished in hazel with cherry trimming, corridors were paneled with mirrors and her furnishings were plush.
The Sagamore was almost an exact replica of Lake Champlain’s Chaeaugay and was powered by the same boilers and coal burning engines. (The engines were built by the Fletcher Company, which had a reputation for making engines fine enough to be preserved under glass.) The Chateaugay, which was launched in 1888, was the very first of the iron-hulled vessels. Later she would carry among her passengers a young Franklin D. Roosevelt, whose father, James Roosevelt, served for a time as president of the Champlain Transportation Company and the Lake George Steamboat Company, and become the first boat to ferry automobiles between New York and Vermont.
But whereas the Chateaugay sailed for more than forty years without any alterations, the Sagamore sailed for little more than six months before she was withdrawn from service. The builders of the Sagamore had given the boat more headroom between decks than the Chateaugay possessed, and that additional headroom made the Sagamore top heavy. The boat was put into dry dock and there she was cut in half amidships and lengthened by 200 feet. A set of ballast tanks was also installed forward of the wheelboxes. From then on, steamboatmen praised her for her easy handling. (In 1999 we would see another Lake George steamboat – the MinneHaHa – cut amidships and lengthened by 34 feet.)
The Sagamore could accommodate 1,500 passengers and traveled at a speed of 20 miles per hour. She left Lake George every day at 9:40 am and arrived at Baldwin three hours later, where it met the train for Fort Ticonderoga. She would berth at the Rogers Rock Hotel for three hours, and then return up the lake and deliver passengers to the 7:00 pm train to New York.
The late Dr. Robert Cole of Silver Bay recalled in the pages of the Mirror last summer that the Sagamore ferried the automobiles of travelers to points down the lake.
On July 1, 1927 the Sagamore rammed the point of Anthony’s Nose, and began to sink. The captain, John Washburn of Ticonderoga, ordered that the hole in the hull be stuffed with mattresses. He then sailed her into Glenburnie, where she discharged her passengers, and then beached her in a small cove. After repairs were made, she was refurbished, launched again in May 1928, and sailed for another five years.
Although no one knew it at the time, the early twenties would be the last prosperous years for the steamboats until they were revived as excursion boats for tourists after World War II. As America entered the Depression, operating deficits climbed into the hundreds of thousands.
The Sagamore was withdrawn from service in September 1933 but was not scrapped for another four years. In the meantime, she lay at Baldwin, falling into ruin. The George Loomis, superintendent of the Steamboat Company wrote that he went on board to salvage one of the mirrors but that the quicksilver had flaked off most of them. Karl Abbot, the general manager of the Sagamore resort, thought of tying her up to a wharf and turning her into a restaurant but apparently changed his mind. In the fall of 1937, the Sagamore was stripped of her gold leaf, wood paneling and rich furniture (upholstered arm chairs were sold for $5 a piece) and finally dismantled. With the destruction of the Sagamore, an era came to an end. People would continue to travel the lake on steamboats, but as tourists rather than as passengers bound for one of the great hotels, and never again in such stately luxury. After the Sagamore was scrapped, George Loomis committed suicide. The two events, friends said, were not unrelated.
Photos: The Sagamore after striking a rock at Glenburnie. The Sagamore at Cleverdale.
For more news from Lake George, subscribe to the Lake George Mirror.
New York State’s Department of Environmental Conservation has agreed to conduct the new review, which will include a study of methods to be used to dredge deltas around the lake, including those at the outlets of Hague, Finkle and Indian Brooks.
The review will constitute an update of the Draft Generic Environmental Impact Statement for the “Lake George Delta Sediment Management/ Shoreline Restoration Project,” approved by the Lake George Park Commission in 2002.
The Lake George Association has formally requested the new review, said Walt Lender, the LGA’s executive director.
“We were very involved in drafting the original Environmental Impact Statement, and we felt it was necessary to supplement the original by investigating new methods of dredging so they’ll be fully vetted,” said Lender.
The review should be completed by autumn, 2011, said Lender.
The decision to conduct a new review apparently resolves a deadlock over whether to dredge a delta at the mouth of Finkle Brook, in Bolton Landing.
The proposed method of dredging the delta, called mechanical dredging, was not one authorized when the original Environmental Impact Statement was approved, the Lake George Park Commission said in a resolution adopted in September.
The project as designed might have unintended environmental impacts, the Commission stated.
According to Lake George Waterkeeper Chris Navitsky, who also objected to the plan to employ mechanical dredging, “While that method – using a steam shovel and scraping the lake bottom – may be the least expensive, it’s one that’s most damaging to the lake.”
Walt Lender said he hoped mechanical dredging would be approved during the supplemental review so that it could be used at Finkle Brook and other sites around the lake.
According to Lender, an excavator builds its own “access pads” of dredged material as it moves out from shore. The excavator is then reversed, removing the sediment as it returns to shore. The sediment is then transported by truck to a nearby landfill.
Chris Navitsky, however, says the access pads are roads constructed in the lake which, even after they have been removed, will damage the lake and shoreline.
Navitsky also claims the dredging will allow nutrients to escape, creating algae blooms.
Photo: A large Lake George delta, this one at the mouth of English Brook in Lake George Village. Courtesy of Lake George Association.
The period of high water in the Adirondacks from frequent spring rains and snow melt typically corresponds with the time when maturing beavers travel. As is the case with all forms of wildlife, when young begin to transition into adults, they experience a strong urge to vacate their parents’ territory and look for a suitable spot some distance away that they can claim as their own.
The natural tendency of maturing young to disperse well away from their parent’s territory allows for the healthy spread of genetic information among a particular species. If offspring were to remain nearby, there would eventually be an increased risk of inbreeding. Individuals produced from parents that come from the same blood line have a greater chance of displaying unwanted traits that would reduce their chances for survival. Because of this, nature promotes in maturing adults the desire to disperse far enough away from their natal home so as to prevent the likelihood of two closely related individuals encountering one another and interacting as breeding partners.
For the beaver, sexual maturity occurs just prior to the age of two, which is shortly before the adult female in the colony gives birth to her yearly litter of kits. It is these beavers that are most likely to venture far and wide during mid April in the Adirondacks.
Traveling well outside their parent’s territory is a real challenge for a young adult beaver in the Park. There is currently a relatively high population of these flat-tailed rodents within the Blue Line and vacant waterways that contain an adequate supply of food are difficult to find.
Upon encountering a stretch of water with an aggressive resident adult that refuses to allow an outside beaver to trespass, a wandering individual is occasionally forced to travel overland in its journey to find a suitable, unoccupied body of water. A beaver in search of a territory will also exit the safety of the water should it encounter an impassible obstacle, such as a dam, a waterfall, or a series of rapids in which the current is just too swift and the turbulence too severe to continue moving through the water.
The unusual tendency of a beaver to venture across land in mid-April may be noted by the occasional dead beaver alongside a stretch of highway that is a fair distance from any body of water. Noting the presence of roadkill may seem to be a gruesome way of assessing the habits of certain forms of wildlife, however, it can sometimes be useful in gaining insight into the lives of certain types of animals.
Along with the two year olds, older adult beavers occasionally abandon their home pond when the supply of edible vegetation along the shore, and a short distance inland, become exhausted. After the ice melts and the beavers can again gain access to the shoreline, they may realize that almost every shrub, sapling and tree that is of nutritional value to them has already been cut.
In such situations, the entire family relocates to another stretch of the same waterway where the vegetation is more favorable to them. However, when a family moves, it rarely travels over land; rather it typically remains on the same general drainage system.
The maturing forests in the Adirondacks have created shorelines that are very picturesque from a human perspective; however, such stands of timber are of very little value to the beaver. This gnawing rodent has a distinct preference for the bark of aspen and white birch which thrive in open, sunny locations. The forests that sprouted a century or more ago following the widespread logging operations that left much of the Adirondacks devoid of trees were ideal for the beaver. This is the main reason why the beaver experienced such a dramatic resurgence at the turn of the last century. As the process of forest succession replaces the pioneer trees with maples, beech and yellow birch, the abundance of trees useful to the beaver steadily dwindles.
The beaver is still able to exist in the Adirondacks, as this creature is capable of surviving on alder choked streams, along the shores of lakes, and on slow moving rivers. As with all forms of wildlife, finding food is always a challenge. So too is the chore of locating a territory that confronts the two year olds. Yet this year’s high water is making travel easier and allowing them to more easily move from one area to another here in the soggy Adirondacks.
John Warren wrote a shorty history of beaver in the Adirondacks for the Adirondack Almanack in 2009.
Anthony Hall wrote s short political history of the beaver in April, 2010.
Dan Crane wrote about beavers from the perspective of a bushwacker in January, 2011.
Photos: Above, a beaver from Lake George Mirror files; below, a fanciful 17th century European print picturing abundant beaver in the New World (courtesy private collection of John Warren).
Lake George Village will borrow $1.8 million to comply with orders issued by the state’s Department of Environmental Conservation after a July, 2009 sewer break spilled thousands of gallons of sewage into Lake George.
State laws prohibit the discharge of sewage into Lake George.
“It’s a lot of money, but it has to be done,” said Village Trustee John Root.
According to Mayor Bob Blais, the DEC ordered Lake George Village to repair pipes and the pump station in Shepard Park where the break occurred and complete an Asset Management Plan for the entire wastewater system.
The plan, the order stated, must include: “an inventory of all wastewater collection system assets; an evaluation of conditions; a description of necessary repairs or replacements; the schedule for repairs; costs of repairs.”
Dave Harrington, the Village’s Superintendent of Public Works, said crews from Lake George Village’s Department of Public Works and the construction firm TKC completed repairs to the pump station in Shepard Park and a new section of pipe where the break occurred was installed. Village crews also installed additional alarms within the pump building, Harrington said.
In November of 2009, the Lake George Village Board of Trustees appropriated $5000 to retain C.T. Male Associates to draft the Asset Management Plan.
That plan has been completed and approved by the DEC, and the improvements to the wastewater collection system can now be undertaken, said Blais.
“We will be lining the pipes along the lake, in line with the recommendations of DEC in the order, to alleviate problems so that something like the 2009 break never happens again,” said Blais.
Where water from basements and drains and other sources is suspected of infiltrating the wastewater collection system, additional pipes will be lined and repaired, Blais said.
New York’s Environmental Facilities Corporation will help fund the $1.8 million loan, said Blais.
Lake George Village will repay it over thirty years, he said.
According to Blais, Lake George Village has also applied for a grant through the state’s Environmental Protection Fund to install equipment at the Wastewater Treatment Plant that will remove nitrogen from effluent.
“That’s not part of the Consent Order, but it is a way for us to upgrade the Wastewater Treatment plant and make it more efficient,” said Blais.
Without a grant from the EPF, the entire project could have cost as much as $3.8 million, said Village Clerk Darlene Gunther.
In return for complying with DEC’s Consent Order, the Village avoided thousands of dollars in fines, said Blais.
“DEC worked with us and was very helpful,” said Blais.
Photo: Aerial view of Lake George Village.
Joseph Beuy’s 1970 ‘Felt Suit’ – a piece of art that is, literally, a suit made of felt, mounted on a wall by a coat hanger – is by now a cultural artifact of such prominence that in “An Object of Beauty,” comedian Steve Martin’s recent novel about the New York art world, a wealthy collector is portrayed as frivolous largely through his ownership of one of them.
Beuys created one hundred of the suits, one of which was acquired by the Norton Museum of Art in West Palm Beach and is included in its traveling show, Objects of Wonder and Delight, now installed at The Hyde Collection in Glens Falls until April 21.
At first glance, the decision to include Felt Suit in the exhibition, surrounded, as it is, by paintings by Chagall, Courbet, Matisse, Picasso, O’Keeffe and Warhol, among others, may seem like an eccentric one
“Beuys, a German air force gunner during World War II, claimed that he was shot down over central Asia, where he was rescued by Tartars who wrapped his body in felt. Like every artist who works in the still life genre, he takes an object and imbues it with spirituality, with an awareness that in life there’s death, and in death, life,” Setford said during a recent tour of the show.
That baroque sensibility is obviously more apparent in works like the 17th century painter Daniel Segher’s decaying flowers, in Matisse’s dead fish and even in the joyous 1916 still life of a Portuguese breakfast by Robert Delaunay. That’s one of Setford’s favorite pieces in the show, not only because it reminds him of the Mediterranean, but because its depictions of fruit are harbingers of abstraction.
Objects of Wonder has been promoted as something of a historical survey of the still life genre, including, as it does, four centuries of still life from the Ming dynasty of China to the present.
But that description doesn’t do justice to the exhibition, which is organized thematically rather than chronologically, or to the astonishing, dizzying quality of every single piece that’s gathered here.
Take, for example, the cubist guitar of Picasso. “Whenever I look at this, I don’t just see planes and boards; the colors are like guitar chords. I can hear the jangly sounds, and not just those sounds, but a deep mellifluousness,” said Setford.
For those interested in American modernism, highlights of the show will include works by Demuth, Sheeler, O’Keeffe and Milton Avery.
This show has been described as candy for the eye, and rightly so. Far from being an exercise in art history, Objects of Wonder is an opportunity to spend time with masterpieces we’re unlikely to ever see again in upstate New York.
“Objects of Wonder and Delight: Four Centuries of Still Life from the Norton Museum of Art,” fifty-one works of art from the collection of the Norton Museum of Art in West Palm Beach, Florida, will remain on view at The Hyde Collection in Glens Falls through April 21. The Hyde Collection is open Tuesday through Friday, from 11am to 4pm
and on weekends from 12 to 5pm. Call 792-1761 for more information.
Images: Joseph Beuys, Felt Suit, 1970; Marsden Hartley, Flounders and Blue Fish, 1942; Daniel Seghers A Garland of Pink Roses, circa 1645.
National Geographic Maps, established in 1915 to produce maps for National Geographic magazine as well as for travellers, is now using the worldwide web to promote geotourism, another name for the exploration of a particular area’s singular cultural, historical and natural topography.
Starting this spring, the company will work with a local organization to promote the unique attractions of the Lake George region around the world on the web.
“The National Geographic Maps Division is pleased to have the opportunity to spotlight this region and, in doing so, support and sustain it as one of the world’s treasured natural places,” said James Dion, business development associate, National Geographic Maps. “The MapGuide will celebrate the area’s abundant scenic, cultural and historical attributes from the unique vantage point of those who live there.”
On Thursday, March 3, Dion was joined by New York State officials at the New York State Museum in Albany to announce the new project, which will be undertaken in collaboration with Lakes to Locks Passage, the organization established to promote cultural and heritage tourism in the upper Hudson, Lake George and Lake Champlain corridors.
“The Lakes to Locks Passage Geotourism website will highlight the region’s history, unique points of interest, ongoing events, and outdoor routes and trails along the waterways,” said Janet Kennedy, executive director of Lakes to Locks Passage. “The National Geographic brand will attract visitors seeking the authenticity of people and places, traveling to several attractions throughout a vacation to truly experience a destination. Through this collaboration, Lakes to Locks Passage will link established attractions to the special places hidden away in small communities.”
According to Kennedy, local residents and organizations will be invited to nominate landmarks, attractions, activities, events and even foods for places on the website.
“Participation by local residents is critical to the program’s success,” said Kennedy. “Our goal is to receive nominations from across the region that identify the things people love best. Public forums and presentations will be conducted in communities throughout the Lakes to Locks Passage area to encourage nominations and community involvement.”
Lakes to Locks Passage has scheduled public meetings to encourage on-line nominations to the website and to promote its potential for attracting national and international visitors to the region.
The first in this area will be held on this Tuesday, March 29 at the Warren County Municipal Center, Room 6-103, from 3 pm to 5 pm.
For 19th century guests of the Fort William Henry Hotel, an exploration of the ruins of Fort George was as essential to the experience of visiting Lake George as an excursion to Paradise Bay aboard the Ganouski or the Lillie M. Price.
Today, the grounds of the fort are part of a state park, but the site has remained remarkably undisturbed. For the past decade, state officials have worked with local organizations, archaeologists and historians to protect the site while, at the same time, taking steps to enhance public appreciation of one of the most significant battlegrounds in North America.
Earlier this month, New York State’s Board for Historic Preservation took an additional measure to both preserve and promote Fort George; it recommended that the site be placed on the State and National Registers of Historic Places.
“Archaeological investigations at this French and Indian War site have provided rare insights into New York’s colonial wars; the site is also an example of an early and successful public initiative in land conservation and commemoration,” said Rose Harvey, Commissioner for Parks, Recreation and Historic Preservation. “Bringing recognition to this property will help us to preserve and illuminate an important component of New York State history.”
After having been the site of battles in 1755 and 1757, Fort George became the headquarters of the British as they prepared to launch attacks on the French at Ticonderoga, Crown Point and Montreal. In 1759, General Jeffery Amherst ordered the construction of a stone fort. Only one corner bastion was completed, but that stone ruin survives. During the War of Independence, the fort was occupied by both the Americans and the British.
In 1998, interpretive signs were installed, permitting visitors to conduct self-guided tours of the park. Two years later, Dr. David Starbuck led the first archaeological excavation of the grounds. Starbuck, his students and volunteers uncovered the foundations of two large buildings and hundreds of artifacts.
According to Commissioner Harvey, a place on the State and National Registers can make the site eligible for various public preservation programs and services.
Once the recommendation is approved by the state historic preservation officer, the property will be listed on the New York State Register of Historic Places and then nominated to the National Register of Historic Places, where it will be reviewed and, once approved, entered on the National Register.
Illustrations: 19th century views of the ruins of Fort George.
Roger Tubby died twenty years ago, in January, 1991, at the age of eighty. In Saranac Lake, if not the entire Adirondack region, people should be celebrating the centennial of his birth. If anyone wonders why, I hope this tribute to Tubby which I wrote for the Lake George Mirror in 1998 will help.
The Harrietstown Cemetery near Saranac Lake is a sloping meadow overlooking the Whiteface and Sentinel Ranges. My wife’s great-grandparents, who farmed nearby, are buried here. As we walk among the rows of headstones, we come upon one which is, if anything, more modest than its austere neighbors. Engraved in the stone are these words: “Ad Astra per Aspera.” Reach for the stars. This is the grave of Roger Tubby.
“Ad Astra per Aspera” was Roger Tubby’s motto from youth onward. “At least I got close to some of the stars, earthbound, and even counseled one of them, President Kennedy, to reach for the moon, and beyond,” he once wrote to friends. Quite true, of course. He served, at various times and in a variety of capacities, Presidents Truman and Johnson, Governors Harriman and Carey, and candidate Adlai Stevenson, as well as John F. Kennedy,who appointed him U. S. Ambassador to the United Nations at Geneva. (And for years afterward it was the custom of his friends, if they happened to meet him if the street or in the hardware store, to call out, “Good morning, Mr. Ambassador!”)
Roger Tubby himself may have sometimes doubted that he reached the stars. As a young man, he wanted to be president, or at the very least a senator. But reach them he did, and not because he was an adviser to princes – powerful as that position may be. His greatest achievement may well have been his life in the north country. When he moved to Saranac Lake, he was aware that he was choosing not just a place to live but a way of life. As he himself once said, “I came up here because I wanted to live in an area, a society, where the individual still does have some personal responsibility and can still contribute to the community.”
I cannot claim to have known Roger Tubby well. He was a man of my parent’s generation, and their friend. Even as a teenager, however, I enjoyed talking to him, and because he enjoyed talking to younger people, he was a favorite of his friends’ children. Much of what I know about him comes from those conversations.
Roger Tubby, his wife Ann and their children moved to Saranac Lake from Washington in 1953. With the encouragement and perhaps at the suggestion of Adirondack writer William Chapman White, he and his friend Jim Loeb had just purchased the Adirondack Daily Enterprise. Before that, Tubby had been President Truman’s Press Secretary. After Eisenhower’s inauguration, he accompanied Truman back to Missouri. The President asked him to stay on there as his aide. Tubby declined. “I wanted to be independent,” he said.
When Tubby and Loeb began publishing the Enterprise, the north country was in the midst of one of its frequent depressions. “I thought we needed to work with other communities to bring things around,” Tubby recalled. “It seemed to me that promotion had been carried out in such a piecemeal way – village by village, resort by resort.” With the help of people like Nate Proller of Warren County, Tubby established the Adirondack Park Association, known today as the Adirondack North Country Association, or ANCA – a fourteen-county association whose primary mission is to create jobs in the Adirondacks.
The Association supported the construction of Gore Mountain Ski Center, the Prospect Mountain Highway, and, most notably, the Adirondack Northway.
“I was accused of being on both sides of the fence, because on one hand, I wanted to keep suburban sprawl from entering the Adirondacks, and, on the other, I felt that the Northway would fulfill our industries’ need for better roads and open the area to year-round tourism,” said Tubby.
He was elected chairman of a state-wide committee appointed to secure passage of a constitutional amendment authorizing the state to build the highway across Forest Preserve lands. Had the referendum failed, the Northway would have been built east of Lake George and along the shore of Lake Champlain. Tubby’s experience as a newspaperman and a press officer was put to good use. He organized public hearings, developed an advertising campaign and sent out press releases; he mobilized the local chambers of commerce and calmed the fears of the conservationists, many of who were initially opposed to the Adirondack route. Due in no small part to Tubby’s efforts, the amendment was approved by a majority of New Yorkers.
Tubby once said, “If we can have a decent level of employment here, or in any small town, there are real living rewards.”
One of the rewards of living in a small town, Tubby discovered, was that being useful to his neighbors could be as gratifying as serving his nation. “There’s much joy in being engaged with all sorts of people on all sorts of projects: joy in being intrigued or challenged by new ventures,” he said. If the performance of civic duty turned out to be a pleasure, it was a noble pleasure.
In one of our last conversations, when I was in graduate school, a story about a long-time town supervisor led Mr. Tubby to recall an essay by G. K. Chesterton, from which I quote:
“The man who lives in a small community lives in a much larger world. He knows much more of the fierce varieties and uncompromising divergences of men. The reason is obvious. In a large community, we choose our companions. In a small community our companions are chosen for us.”
Roger Tubby may have found his greatest reward in the companions his small town chose for him. He knew the French-Canadian logger, the Calvinist farmer, the merchant, the town supervisors. He knew them, grew fond of them, and became their loyal friend.They returned the compliment.
The village of Saranac Lake has dedicated a park in Roger Tubby’s memory. At least his name will live on. I hope that his example will, too; for it teaches us that small town life, far from being a substitute for life in the capitals, is a life worth choosing for its own sake. Roger Tubby appears to have thought it the best life possible.
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Photos: Tubby with President Harry Truman in 1952, when he was Truman’s press secretary; below, Tubby (left) with Adlai Stevenson in 1956.
In August, 1914, following the victory of Baby Speed Demon over Ankle Deep in the first Gold Cup race to be held on Lake George, the Lake George Mirror reported that “C.C. Smith Company has been commissioned to build a hydroplane for a prominent member of the summer colony who is located at the far end of the lake. This boat is very similar to the winner of the Gold Cup.” The Lake George Mirror itself offered the Mirror Cup for hydroplanes in the Lake George Regatta Association’s races later that summer. The winner was a young George Reis, who would bring the Gold Cup races back to Lake George in the 1930s.
The summer of 1914 was Lake George’s first introduction to boats that plane above the water, rather than moving through it. The inventor of the planing hull was Chris Smith, the founder of Chris Craft and the designer of Baby Speed Demon, who, in response to someone’s remark that his boats were not long enough to displace enough water to travel at top speed, said, “Displacement? I don’t care about displacement. All I need is enough water to cool the engines, that’s all.”
From that date forward, all Gold Cup raceboats were constructed with planing hulls.
But before 1914, the fastest boat in the world was a Lake George steamboat, the Ellide; 80 ft long, and eight feet wide in the beam, she was built of mahogany and cost $30,000.
The Ellide was owned by E. Burgess Warren, a Green Island cottager and an investor in the Sagamore. In June, 1897, the Ellide made a trial run on the Hudson River, where she covered a measured mile in forty two and one half seconds. The trial was a preliminary one, and although she achieved a speed of thirty five miles per hour, she was capable of going even faster, and later reached speeds of 40 miles per hour. The engine, boiler, screw and hull of the Ellide were designed by Charles Mosher, one of the foremost designers of the day, and built in Nyack, New York by Samuel Ayres & Son. (Mosher built a number of fast yachts, among them the Arrow, which was 130 ft long.) Warren reportedly paid Mosher a bonus of $6,000 if he could make the Ellide exceed thirty miles per hour. Other reports claim that the Warren’s contract with Mosher specified that the Ellide would cost $15,000 plus $1,000 for every mile-per-hour speed that the boat was able to maintain. If the boat could travel at speeds of 40 miles per hour, the cost would have been $55,000, a remarkable sum for those days.
In July, 1897, the Lake George Mirror published a first-hand account of the Ellide‘s speed:
“If you have ever ridden on the tail of a comet, or fallen from a balloon, you may have thought you knew something about speed; but the effects produced by the above are slow and commonplace in comparison with the sensations experienced by a reporter last week in a trip on E. Burgess Warren’s fast launch Ellide, when she covered a mile in one minute and thirty -five seconds on her trial trip on the Hudson, or at the marvelous rate of thirty-eight miles an hour.
“On the dock looking down at the little flyer, one saw a highly polished hull that rode lightly on the water and the powerful engine ( Mosher’s masterpiece) was covered with a tarpaulin. It did not look formidable, so when the covering was removed, and the engineers and stokers began to get up steam the crowd of spectators , who gazed curiously down at the yacht from the string-piece, were greatly disappointed in the appearance of this highly polished mass of steel and shining brass. It resembled the average marine engine about as much as the finest Waltham watch movement does the old-time Waterbury.
“It took but a few minutes to generate sufficient steam to turn the engine over, and,at the command the mooring lines were cast off and Ellide slipped out into the stream, traveling at what was considered a very slow pace – about twenty-five miles an hour. She was traveling under natural draught, and carrying but sixty pounds of steam: she nevertheless skipped through the water at this remarkable pace without any apparent wave, and leaving a wake scarcely larger than that thrown by a good-sized naptha launch. Making a wide sweep, Captain Packard, who was at the wheel, sounded the signal to increase the speed.
“Designer Mosher, who crouched on the engine room floor, gave the word to his assistant and the throttle was pulled wide open. The second quarter was covered in twenty three seconds, making the time for the first half of the journey just forty eight seconds, a history unprecedented in the history of steam craft. When within one hundred yards of the finish line the sound of the rushing waters was drowned by the roar of hissing steam from the two safety valves, and the the midship section of the boat was hidden in a white cloud. The brass jacket of the reversing gear had become jammed, and an instant before had blown off. The accident was trifling, but the designer thought best to stop the engine to prevent more serious complications. The craft drifted over the last one hundred yards under the momentum she had gained.
During the Spanish-American War, rumors circulated that the Ellide would be sold to the U.S. government for use as a torpedo boat. Plans called for furnishing the vessel with a steel deck and with armor plates for her sides. When refitted, she would have carried a torpedo tube in her bow and a rapid fire gun.
As late as 1904, the Ellide still held world speed records, and Warren was still exhibiting her at local regattas. After Warren’s death, she was sold to a local garage owner for $1500, who operated her as a tour boat. At a much later date she was shipped to Florida where she was also used an excursion boat until she was finally lost on some rocks.
Photo: Ellide, Lake George Mirror files.
When it was reported in the summer of 1997 that the wreck of a Revolutionary War vessel had been discovered at the bottom of Lake Champlain, most newspaper accounts included some information about the battle in which she was lost – the Battle of Valcour –and how Benedict Arnold, in command of the remains of the New American Navy, eluded the British fleet and sailed up Lake Champlain toward Fort Ticonderoga. » Continue Reading.
A federal prosecutor in Houston, Texas, has charged the owners of an insurance company with committing the fraud that left Shoreline Cruises unprotected when its 40 ft tour boat, the Ethan Allen, capsized on Lake George in 2005, leaving 20 people dead.
United States Attorney José Angel Moreno announced on February 18 that Christopher Purser, 49, of Houston, and five other defendants have been charged with wire fraud, conspiracy to commit wire fraud and conspiracy to launder money.
Jim Quirk, the president of Shoreline Cruises, said he had provided information to the Internal Revenue Service and the US Attorney’s office and had offered to travel to Houston to testify against the defendants.
According to Quirk, he paid premiums on a $2 million policy for approximately two years before the Ethan Allen capsized. Two weeks after the accident, he was told the policy he had purchased did not exist.
The indictment alleges that Purser backdated documents after the Ethan Allen accident to make it appear that Shoreline Cruises had not purchased coverage while the vessel was operating on Lake George when, in fact, Shoreline had purchased exactly that type insurance policy. The indictment also alleges that none of the insurance companies involved in Ethan Allen’s insurance policy had the financial ability to pay the claims.
Quirk said that he was provided documents that purported to show that the insurer had the means to pay any claims. Those documents were false, the indictment alleges.
One of the defendants, Malchus Irvin Boncamper, a Chartered Certified Accountant, allegedly prepared fraudulent financial statements and audit reports that were transmitted to Shoreline Cruises to create the false appearance that its insurers had financial strength.
In 2008, Shoreline Cruises, Quirk’s Marine Rentals and boat captain Richard Paris settled lawsuits filed by the families of those who who died in the accident. The terms of the settlement remain confidential.
The conspiracy, wire fraud and obstruction of justice charges each carry a maximum statutory penalty of 20 years imprisonment and a fine of not more than $250,000.
According to US Attorney Moreno, the charges are the result of an intensive, four year investigation conducted by the Internal Revenue Service, Immigration and Customs Enforcement – Homeland Security Investigations, the Texas Dept. of Insurance, the New York State Dept. of Insurance, the California Dept. of Insurance and several foreign governments.
Photo: Lake George Mirror files.