Shall We Travel on the River?

Once upon a time, steamboats offered passenger service up and down the Hudson--for travelers going from place to place and for tourists on excursion. The Alexander Hamilton, seen in the picture docked here in Hudson, traveled between New York and Albany from 1924 until 1971 when it was retired. After spending time at South Street Seaport and the Brooklyn Naval Yard, the Alexander Hamilton ended up at Naval Station Earle in Middleton Township, New Jersey, where on November 8, 1977, it caught fire and sank during a storm.

Decades after the destruction of the Alexander Hamilton, there is a plan to bring a passenger steamer back to the Hudson River--not one of the original Hudson steamers, since none survives, but the National Historic Landmark vessel S. S. Columbia. 

Designed by the celebrated naval architect Frank Kirby and the artist Louis O. Keil, the Columbia was built in Wyandotte, Michigan, in 1902. Today, it is one of only two turn-of-the-century excursion steamers still in existence, the other being its sister ship, the Ste. Claire. Until 1991, the Columbia and the Ste. Claire took holidaymakers from downtown Detroit to Bois Blanc Island, a Canadian island where an amusement park had been created as a destination for the steamers. Since 1991, when the steamers were retired and the site of the amusement park sold to developers, the Columbia has been docked beside an industrial plant on the Detroit River, deteriorating.

Columbia newly shrink-wrapped

In 2004, the Detroit Riverfront Conservancy had Columbia "shrink-wrapped" in an effort to reduce the deterioration. At the time, they were considering purchasing and restoring the steamboat. 

Columbia in March 2013

Two years later, the Detroit Riverfront Conservancy decided not to pursue the restoration project, and in 2006, the Columbia was awarded to the S.S. Columbia Project. The first step for the New York not-for-profit--an undertaking still to be accomplished--is to get the Columbia from Detroit to New York, so that the restoration can begin.

The Columbia's restoration is promised to "incorporate green technologies into her historic structure, promoting and demonstrating principles of stewardship and sustainability." The intention is to engage the public throughout the restoration process, inviting people to witness craftsmen, artisans, artists, and apprentices at work. Ultimately, the restored steamer will be a "floating mobile museum and cultural venue," offering daily excursions that combine "an enjoyable visitor experience with unique ease of access to the rich scenic, cultural, historic, and environmental resources of the Hudson River Valley and New York Harbor."

Assemblymember Didi Barrett and State Senator Terry Gipson hold up a model of the S.S. Columbia as J. Winthrop Aldrich (right) speaks about the S.S. Columbia Project to guests gathered yesterday for the "Nope-Not-Yet" Shad Party, hosted by Joan K. Davidson, Furthermore, and the Hudson River Foundation.

See! Save! Celebrate! Detail 5

It promises to be another glorious day--another opportunity to venture out and view the architecture of Hudson and appreciate the details that make our built environment so rich and engaging. Here, should you care to look for it, is the detail for today.

Seen on the Street

Yesterday, while the epicures of Hudson were at the Basilica savoring ramp risotto, ramp gnocchi, ramp kimchee, smoked bluefish with pickled ramps, crawfish remoulade with hickory smoked ramps, beef carpaccio with ramp coulis, ramp-cured gravlax, and other culinary inventions featuring the ramp, "Rooty" (at right) and his escort were walking Warren Street to entice people out to Route 66 for root beer, burgers, and chili cheese fries.  

The Steamboat Named M. Martin

On Thursday, Gossips reproduced this item from the Hudson Evening Register for September 3, 1892, reporting that the steamer M. Martin took sixty barrels of kerosene from the Standard Oil depot in Hudson to Newburgh.

The mention of the M. Martin prompted Ian Nitschke to send Gossips this image of the steamboat, named for Milton Martin, a wealthy merchant and banker who lived in Claverack, and some information his research has uncovered about the steamer's illustrious history.

During the Civil War, the M. Martin was drafted into war service and became the dispatch boat for General Ulysses S. Grant. The following excerpts are from the Personal Memoirs of U. S. Grant, published in 1886:

General Grant and the Steamboat M. Martin

On the last day of January 1865, peace commissioners from the so-called Confederated States presented themselves on our lines around Petersburg, and were immediately conducted to my headquarters at City Point. They proved to be Alexander H. Stephens, Vice-President of the Confederacy, Judge Campbell, Assistant-Secretary of War, and R. M. T. Hunter, formerly United States Senator and then a member of the Confederate Senate. 

It was about dark when they reached my headquarters, and I at once conducted them to the steamer M. Martin, a Hudson River boat which was very comfortably fitted up for the use of passengers. I at once communicated by telegraph with Washington and informed the Secretary of War and the President of the arrival of these commissioners and that their object was to negotiate terms of peace between the United States and, as they termed it, the Confederate Government. I was instructed to retain them at City Point, until the President, or some one whom he would designate, should come to meet them. They remained several days as guests on board the boat. . . . I directed the captain to furnish them with the best the boat afforded, and to administer to their comfort in every way possible. No guard was placed over them and no restriction was put upon their movements; nor was there any pledge asked that they would not abuse the privileges extended to them. They were permitted to leave the boat when they felt like it, and did so, coming up on the bank and visiting me at my headquarters.

In a series of articles entitled Old Timers--Boats of the Hudson River, published in the Greene County News between December 1963 and April 1966, F. Van Loon Ryder wrote this about the M. Martin and another steamboat called the Tremper on February 25, 1965.

The M. Martin and the Tremper

Yes, the two old work horses and there are many of us oldsters who still remember them. Though in the early part of their careers they were considered small, luxurious, night boats, later they primarily carried freight: produce brought down to the landings by farmers and their steady income from the breweries in Albany and Troy. How well many of us remember them with their entire forward decks stacked high with beer kegs!

The M. Martin stands alone in her historical background. Named after a prosperous Hudson merchant and banker, she was one of the most beautifully proportioned of the medium sized steamboats that made Hudson River history. Shortly after being launched she was drafted by Civil War service. Due to her smart appearance and elegant furnishings as well as staunchness and speed, she was chosen as General Grant's dispatch boat on Chesapeake Bay troops and dispatch passengers and messages. During this period she was known as the "greyhound" of the Federal Government's fleet of inland steamboats. After the Confederate Capitol fell to Union forces, President Lincoln and General Grant visited Richmond and held conferences aboard the M. Martin.

Upon her honorable discharge from service the Martin returned "Down East". In 1867 she ran as an opposition boat on the Bangor-Portland (Maine) route.

The M. Martin was then acquired by Romer & Tremper Steamboat Company of Rondout, New York, who placed her on the Newburgh-Albany run, having Eagle as consort. On April 2, 1884, while near Milton Landing, fire was discovered on the Eagle. Captain Rogers, with the help of John L. Hasbrouk, succeeded in landing the vessel at Milton Cock, where passengers and crew were discharged without loss of life. However, the Eagle burnt to the water's edge and became a total loss. In 1885 the new Jacob H. Tremper was added to the Line and became the Martin's consort. A peculiarity of the Martin and the Eagle was to announce their approach to a landing with a bell, instead of the customary whistle.

Near Collision  On the morning of May 19th, 1878, in a light fog, while near New Hamburg, the Martin narrowly missed a collision with the Mary Powell. When the Martin's whistle was heard on the Powell, the latter's pilot rang to stop the engine. Both pilots rang to go astern, but both had headway when the Martin's bow struck the Powell's paddlebox and an eight foot gash was made in her guard, but her hull was undamaged.

Then again, May 5, 181 [sic], in mid-morning, Martin figured in another incident with the Powell, then lying in Rondout Creek. The ferryboat Transport was bound out the creek while the Martin was entering to make her landing. The Transport's pilot put his wheel over hard to change course but the vessel steered over to port and he was unable to check her. He then ran full speed astern but was unable to prevent her (the Transport) from running into the Powell.The Powell which was docked lurched over and her guard coming up snapped five piles off along the dock. More serious damage included about 50 feet of her joiner work stove in. Captain A. E. Anderson, standing on the dock, was an amazed spectator.

The Central Hudson Steamboat Company of Newburgh purchased the Martin in 1889. Although then 36 years old she was in excellent condition. Because of her success in combating ice, Martin was often the first vessel to make the trip in the spring and the last to leave the Hudson when winter set in.

Serious Accident  Throughout her long and varied career of nearly 60 years she had only one serious accident. Laden with freight and carrying 20 passengers the mishap occurred near Esopus Island as the Martin was southbound from Albany on the morning of June 16, 1919. Captain George Hadley noticed smoke curling from the pilothouse and immediately headed the vessel for the shore east of the island near Staatsburg. The passengers were quickly removed in small boats to safety.

Then Captain Hadley got the firehose playing on the flames and within 10 minutes the incident was over with only a blackened pilot house as a reminder. The Martin then picked up her passengers and proceeded to Newburgh, little the worse for the experience.

The M. Martin continued on the Newburgh Albany route until laid up in the fall of 1919.

Her last commander was Captain H. Fairbanks; her last Chief Engineer Fred Requa. The following summer in 1920, she was dismantled after 56 years of service. The hull was bought by Pat Doherty for use as a dock at Eavesport, near Malden. . . .

See! Save! Celebrate! Detail 4

It's the weekend--a chance to get out there and find the details you may not have identified yet. If you need to review, here are the links to the details so far: Detail 1; Detail 2; Detail 3. Keep a list of the places, by address, where each detail is found, and submit your list to Gossips when the month is out. Here's the detail for today.

Ear to the Ground

Everyone loves and appreciates the work of Animalkind, but not everyone likes the mural on the Animalkind building in the 700 block of Warren Street. The good news is that it's not actually painted on the building. The bad news is that, when it first went up, code enforcement officer Peter Wurster gave it a sign permit. (The Historic Preservation Commission was never asked to issue a certificate of appropriateness, but it's possible that the mural has been around longer than the HPC.) Word on the street--literally heard on the street this evening while walking William--is that the mural is coming down. Look for it to happen sometime next week.

An 1867 House Tour

Back in September 2010, Gossips reprinted an 1867 article from the Hudson Evening Register entitled "Private Residences." As it turns out, that article, which focused on the "also worthy of attention" houses in Hudson in 1867, was a sequel to this article, sent to me by Ray Clapper, which inventoried what the author considered to be the best and most elegant houses in Hudson and was published in the Hudson Evening Register on March 28, 1867. Gossips will reproduce this article, with modern-day photographs of the houses, in three parts. 

Private Residences.
Whatever may be said in regard to there being so few first-class houses to rent in this city, no one can deny that there are a large number of elegant private residences. In almost every street in the city can be seen houses which in style and for comfort will compare favorably with any other city. For a number of years the lower part of Warren street was the favorite spot for residences, and now one of the most elegant and complete mansions in our city, is located on the block between 2d and 3d streets, namely, the house of R. W. Evans, Esq.

Home of Robert W. Evans in 1867: 247 Warren Street

As Warren street came to be more and more required for business purposes, other locations were sought for and the blocks in Allen street, between 3d and 4th streets, became the favorite. On this block may now be found the residences of a number of our wealthy citizens, who have all the benefits of the city, with many of the advantages of the country.

We know of no place that can show more stylish and comfortable looking residences than are the houses of Casper P. Collier, Esq., Jacob R. Leroy, Esq., Joel T. Simpson, Esq., Rev. Edwin Holmes, Hon. John C. Newkirk, John French, Esq., and Hon. Josiah W. Fairfield. There are several other houses in this block of a little more ancient build, but they will compare favorably with the others. They are the residences of Joshua T. Waterman, John Tibbetts and R. C. Mitchell.

Mr. Tibbetts' garden is the most beautiful in the city and receives general admiration.

The 1867 Hudson city directory gives Casper P. Collier's address as 187 Allen Street. In the 1889 directory, after the house numbers on east-west streets were changed, the address of Casper P. Collier, Esq., is given as 363 Allen Street. It was this house, which stood at the eastern end of the 300 block of Allen Street, where the courthouse parking lot is now. The photograph is from the Walker Evans Archive at the Metropolitan Museum of Art.

In 1867, Jacob R. Leroy, Esq., lived at 181 Allen Street. He does not appear in the 1889 directory, but it can inferred that the address of his house changed to 357 Allen Street, and this was it.

Joel T. Simpson lived at 175 Allen Street in 1867. He no longer appears in the 1889 directory, but it can be inferred that 175 Allen Street became 345 Allen Street.

In 1867, Rev. Edwin Holmes lived at 155 Allen Street. Although he, too, is absent from the 1889 directory, it can be inferred that this Gothic Revival house, at 335 Allen Street, was his.

In the 1867 city directory, the address for Hon. John C. Newkirk is given as 149 Allen Street; in the 1889 directory, it is 331 Allen Street--this house.

The 1867 city directory indicates that John French, Esq., lived at 147 Allen Street. Although French does not appear in the 1889 directory, we know that at one time he owned the house at 325 Allen Street.

Hon. Josiah W. Fairfield lived at the corner of West Court and Allen streets, in this house.

The addresses of Joshua Waterman and John Tibbetts are given as 136 and 134 respectively in the 1867 city directory. In 1889, Waterman's address is given as 320 Allen Street. Tibbetts lived in the house at the left in this picture (318 Allen Street), with the large side yard for his much admired garden; Waterman lived in the house at the right (320 Allen Street).

In the 1867 directory, R. C. Mitchell's address is given as 135 Allen; in 1889, his address is given as 317 Allen Street. We don't know what Mitchell's house looked like. By 1905, the house, considered "of ancient build" already in 1867, had been demolished, and a new house, designed by Marcus Reynolds for a young man named Morgan Jones, was under construction. The house is now the Inn at Hudson.

See! Save! Celebrate! Detail 3

God is in the details, and in celebration of National Preservation Month, Gossips encourages readers to appreciate the details of Hudson's historic buildings. Remember, if you think you know where a detail is found, don't post what you think in a comment. Instead, keep a numbered list of the locations, and, at the end of the month, submit the list to Gossips. Here's detail for today.

One More Time . . .

The country is addicted to oil, and so it would seem is Gossips—at least, to Standard Oil and its depot on southern edge of the Hudson waterfront. Earlier this week, Gossips published this news item, which appeared in the Hudson Evening Register on July 12, 1892, reporting that activity had begun at the Standard Oil depot. The first barge had arrived to deliver its cargo.

The next day, July 13, 1892, the Hudson Evening Register reports that a second oil barge, the J. B. Sands, has made a delivery to the Standard Oil depot. 

On July 19, 1892, the Hudson Evening Register reports that Standard Oil now has a new delivery wagon for moving oil from the "repository" on the waterfront to local customers.

On September 3, 1892, the Hudson Evening Register reports that the steamer M. Martin took sixty barrels of kerosene from Hudson to Newburgh. In the statement "The Standard Oil Company's depot there makes large shipments of oil daily," it is not entirely clear if there refers to Newburgh or Hudson, but since the item seems to have been picked up from the Saugerties Post, it is probably the case that there is here--in Hudson.
  

See! Save! Celebrate! Detail 2

Because May is National Preservation Month, Gossips is publishing, every day throughout the month, photographs of architectural elements or ornamental details from buildings in Hudson. Your task, should you care to accept it, is to identify, by address, the building on which each detail is found. Keep a numbered list of the addresses, and, at the end of the month, submit it to Gossips. Here is today's detail--actually several.

Help for Overscheduled Adults

It's spring, and the approaching weekend seems even more than usual chockablock with things to do--not chores around the house and in the garden, mind you, but cultural opportunities. Ellen Thurston, as we all know, does a masterful job of listing all the events happening in Columbia County, but for those seeking a more curated selection and one that reaches beyond the borders of Columbia County, there may be an answer: HudsonValleyWeekend.

Seth Rogovoy--writer, editor, critic, lecturer, teacher, musician, radio commentator, cultural programmer, marketing consultant, amateur photographer, publisher of The Rogovoy Report, and Hudson resident--sifts through all the events going on, "from Poughkeepsie to Saratoga," and makes his recommendations. Click here to subscribe to Rogovoy's weekly guide.

Committee Meetings Rescheduled

In case anyone was planning to attend the Arts, Entertainment & Tourism Committee meeting tonight to find out which events in Hudson would be awarded funding from the City, that meeting, along with the Youth & Aging Committee meeting, has been rescheduled for Tuesday, May 7. On that evening, the Youth & Aging Committee meeting will take place at 6:00 p.m., followed by Arts, Entertainment & Tourism at 6:45.

Back to Standard Oil . . . One More Time

A reader uncovered this little bit of information which might be of interest to anyone trying to assess the potential for contamination at and around the site of the Standard Oil depot on the southern edge of Hudson's waterfront. In March 1902, high water and swiftly moving ice floes on the Hudson River flooded the railroad tracks and washed away structures along the river's edge. One of the structures that was swept away was the Standard Oil dock. The incident is mentioned at the end of this item, which appeared in the Hudson Evening Register for March 4, 1942, reprinting news of forty years before.

Celebrate Historic Preservation

May is National Preservation Month! In keeping with this year's theme—"See! Save! Celebrate!"—The Gossips of Rivertown challenges readers to a scavenger hunt. Actually, it's more of a reverse scavenger hunt, or perhaps it's not a scavenger hunt at all, but that's what we're calling it.

Every day, during the month of May, Gossips will publish a photograph of a different architectural element or ornamental detail found somewhere in Hudson. Every one presented will be something that is visible to the passerby from the street. Your job, should you care to play, is to identify the address of the building on which each element or detail is found. Keep a numbered list of the addresses, and, at the end of the month, submit it to Gossips. Between now and then, Gossips will come up with a suitable way to recognize the people who identify all the locations correctly. Rest assured, however, that recognition will NOT involve cash prizes or trips to the Bahamas. 

That being said, here is the first one.

Anticipation . . .

According to a report in Chronogram, Zak Pelaccio's Fish & Game is set (tentatively) to open on May 15. That's a Wednesday.

Also set to open in May is The Barlow. The new hotel's awning--extending from the entrance to the street--was installed today.

Still on the Scent of Standard Oil

It seems enough anecdotal evidence has been provided to convince even the skeptical that Standard Oil maintained a facility on the southern edge of the Hudson waterfront--on the land the City of Hudson now seeks to acquire from Holcim--but it's hard to abandon the scent once the hunt is on. In recent days, two Gossips readers have provided more news stories that give information about the Standard Oil dock and what went on there.

On July 12, 1892, this item appeared in the Hudson Evening Register, reporting the first delivery of oil by barge to the supply depot.

   
Once the depot got up and running, it operated at that location for less than fifteen years. On June 22, 1916, the Hudson Evening Register reported rumors that Standard Oil was planning to move its depot to the vicinity of North Bay.

Finally, on March 23, 1917, the Hudson Evening Register reports the demolition of the depot and the cleanup of the site by a "gang of junkmen."

What If They Held a Public Hearing . . .

and nobody came? It happened Monday afternoon when the Common Council held a hearing on the proposed "fracking law." 

Council president Don Moore was there, flanked by city attorney Cheryl Roberts and Kim Goetz sitting in for city clerk Tracy Delaney. Of the ten aldermen, only Nick Haddad (First Ward) and Cappy Pierro (Fifth Ward) showed up. In the audience, there was Cheryl Stuart, representing Citizens in Defense of Hudson; Joe Gentile, of the Register-Star; and Lee Gould, who arrived five minutes late and missed it all; and Gossips.

After Moore reviewed the current status of the proposed law and the outcome of reviews by the Columbia County Planning Board and the City of Hudson Planning Commission, he invited public comment. The only person to speak was Stuart, who voiced two objections: the fines written into the law were not high enough to be a serious deterrent; the law did not address remediation. She then explained that there were more objections but too many to enumerate. She submitted written comments.

The Common Council will vote on adopting the law at its next regular meeting on Tuesday, May 21.

What a Concept!

A reader told Gossips about the Vermont Sail Freight Project, described as "a sail-powered food trading adventure connecting the farms and forests of Lake Champlain with the Lower Hudson Valley." Wouldn't it be grand if the produce of Columbia County farms could go down to their markets in New York City on sailing ships embarking from a dock here in Hudson?

Ear to the Ground: Upstreet, Downstreet

The Department of Public Works is poised to install the new street lamps on Warren Street above Park Place. Rob Perry, superintendent of Public Works, reported last week that the poles have been ordered, and the City is "awaiting power feed information" from National Grid to begin construction.

Word is that the owners of The Crimson Sparrow and Bonfiglio & Bread, who are eagerly anticipating the installation of the new street lamps, suggested to Perry--not unkindly--that when the new street lamps above Park Place are finally turned on, the lamps on the blocks below Park Place be turned off for a while, so that the shops and restaurants on the rest of Warren Street can know what it was like to be outside the glow of the perceived business district.

Meanwhile, just as Hudson's East End is starting to get official recognition as part of Hudson's commercial strip, a business that has been located in the 700 block of Warren Street for more than twenty years is moving downstreet to the 500 block. On Wednesday, May 1, Doyle Antiques, for more than two decades located at 711 Warren Street will be taking up residence at 529 Warren Street.

Of Interest

According to the calendar on the City of Hudson website, the Common Council is holding a public hearing today at 5:00 p.m. on Proposed Local Law Introductory No. 1 of 2013, better known as the "fracking ban."

On the Waterfront . . . A Hundred Years Ago

Ray Clapper, who provided Gossips with the news item from November 4, 1888, that defined the location of Standard Oil, also provided documentation about the death of Andrew Houghtaling, the manager of the "Hudson station of the Standard Oil company." Houghtaling died when he was struck by a train on Sunday, December 13, 1914. The account of his death, which appeared the next day in the Hudson Evening Register, gives insight not only into the location of Standard Oil in relation to other buildings on the waterfront but also into how the people of Hudson lived and went about their business in relation to the industrial waterfront of the 19th and early 20th centuries.

INSTANTLY KILLED BY CENTRAL FAST TRAIN

Manager of Standard Oil Plant Here Failed to Hear the Approaching Train.

Instantaneous death came to Andrew Houghtaling, of 211 Allen street, manager of the Hudson branch of the Standard Oil company, about 11:30 o'clock Sunday morning. With his head bowed somewhat, Houghtaling was walking on the northbound track of the New York Central railroad, and just east of the lower plant of the New York and New England Cement company, when a fast train struck him. Houghtaling was hurled to one side, and the train brought to a stop some distance above.

According to his friends, it was Mr. Houghtaling's custom each Sunday morning to go to his company's stables a short distance below the cement plant to attend to some chores. He had evidently concluded these duties and was returning toward the station when the fatal accident occurred.

It is probable that deep meditation caused him to fail to note the approaching train from the rear, the shrill whistle, which the railroad crew state was sounded, or the ringing of the bell at the cement crossing. The locomotive apparently struck him on the head and shoulder, for the neck was broken, a shoulder blade fractured and the rear of the head stove in. Dr. Bradley was immediately called, and he pronounced it instant death.

Mr. Houghtaling, who was about 58 years of age, was a very popular man, who made and retained friends by his honesty and integrity. He had been in the employ of the Standard Oil people for many years, and having always performed his duties conscientiously, was held in high esteem by his superiors. On two occasions, it is said, previous to Sunday he had been in railroad accidents, each time being injured. It was only about a year ago that the wagon upon which he and a little boy were riding was struck by a train on the crossing opposite the car wheel shops here. . . .

Houghtaling's widow, Mary Best Houghtaling, sued Standard Oil for compensation. The statement of the claim provides more insight into how things were on the waterfront a hundred years ago.

The case was heard in the the spring of 1915. The report about the hearing, which appeared in the Hudson Evening Register on April 1, 1915, contributes further to the picture of life in the First Ward in the early 20th century.

COMPENSATION CLAIM FOR DEATH IS HEARD

Arises Over Death of Andrew Hotaling, 

Killed on Railroad Tracks.

. . . Several days ago the case came up here and witnesses testified. An adjournment was taken until to-day, when testimony was completed. Superintendent Bentley of this district, declared that Hotaling at the time of his death was employed by the Standard Oil company; that he met his death on the New York Central tracks, where he had no business to be. Bentley asserted that he had forbade Hotaling from walking on the railroad tracks to and from his work, but that the company issued no orders to that effect. Besides this, the witness stated, there was a road provided for employees, that crossed the tracks, about opposite the car wheel shop.

Edward J. MacArthur, of this city, appearing for the claimants, inferred that there might have been a car consigned to the local station of the oil company, which necessitated Hotaling going on the tracks. William Ballinger, of Albany, who has charge of the shipping of oil in this district, declared that at the time there was no car in Hudson with which Hotaling had any business.

William Tompkins, employed by the Standard Oil company here, stated he had examined the books and found that there was no duty to be performed by Hotaling on the day he was killed that would take him on the railroad tracks. Mr. MacArthur questioned him about walking on the tracks. Witness admitted he walked on them quite frequently. The road was muddy some time. However, he said, when Hotaling was killed the road was frozen up. Mr. MacArthur interrogated witness about short cuts from the station to Hotaling's boarding place on Allen street, intimating that by crossing the tracks some distance below car wheel shops, it would be quicker to reach his home by going up Alger's hill.

Michael F. Carbine, who for about nine years was employed at the Standard Oil company's plant here, gave information relative to the location of the station. On cross-examination he said he considered the Alger hill was a short cut.

A daughter of Hotaling testified that she had seen him come up the Alger hill several times.

The contestants . . . contended that Hotaling was not killed while in the course of his occupation; that he met his death on the railroad, some distance above the Standard Oil company's plant, and where he should not have been.

It is the contention of the claimants that Mr. Hotaling was pursuing his duties when killed. A casualty company is contesting the claim.

Alger's hill no doubt refers to the stairs at South Second Street that lead up from Cross Street to Allen Street. Charles C. Alger, who owned the Hudson Iron Works, lived in the brick Gothic Revival house (now painted yellow) that stands at the top of the hill. Alger owned the house, which he called "The Hermitage," from 1858 until 1876, when he divorced his wife, moved her and the children to 150 Allen Street (now 330 Allen), and departed for Connecticut (with a new and younger wife). Four decades later though, people apparently were still using his name to refer to the stairs up the hill. 

The car wheel shop was the Allen Paper Car Wheel Company, established in 1873 by Richard N. Allen. The 1884 Sanborn map, reproduced below, shows the location of the Allen Paper Car Wheel Company to be across the railroad tracks and slightly north of the Hudson Iron Works.   

The Story of Malcolm Gifford, Jr., in the Daily News

In July 2011, Gossips discovered and told the story of Malcolm Gifford, Jr., after Peter Jung located a row of Gifford graves in the cemetery that was not part of the Gifford family plot. In June 2012, Gossips shared a news item, discovered while researching something else, about his death in World War II. Today, the story of Malcolm Gifford, Jr., is retold by David J. Krajicek in the New York Daily News: "Prep school troublemaker Malcolm Gifford Jr. and the case of the slain chauffeur."