As I Remember. By Frank V. Mylod, 1967

AS I REMEMBER

Frank V. Mylod *

Sixty years ago in Poughkeepsie, a boy's entertainment was no better than his own imagination but he had quite a territory to cover in those days in search of adventure.

The Hudson River vvas the western limit of the territory we roamed and it provided a variety of diversions. Much of that boundary has changed drast;cally since those early days and, for any recollection of how things were then, we must now resort to meffiory.

We early learned that the river alternately flowed north and south, changing every six hours giving high tide and low tide.

Our tour north along the shore begins at the old Main Street dock which projected into the river directly in line with the street. The north half of the dock was open and ran along the piles of the ferry slip. The south half was covered. There was an old hotel building on the south side of the street adjoining the dock and extending back along the shore. The Jacob Tremper, The Martin and other freight boats tied up along the wharf and took on their cargo here. The Day Line boats and the Jl1 ary Powell also landed at the Main Street dock. On one occasion, the iron steamboat Sirius docked to take on a crowd of mothers and eager children for a sail do,,·n the river as the guests of Robert W. Chandler \\·ho was running for Dutchess County Sheriff. ( He also had a clambake for the farm vote and became known as "Sheriff Bob.")

From time to time we Yvere "resident engineers," brought to the �cene to plan the recovery of one of the trolley cars which had run off the end of the dock into the river. All that remains now . at the foot of Main Street is a narrow pier used mostly by heirs of the perennial fishermen. Whether thev still tie their lines to an umbrella rib with a bell on the end, I do not know.

Hard by the old Main Street dock was the ferry slip used by the Brinkerhoff and in later years also by the Poughkeepsie, the first electric ferry boat. The slip's bulkhead could be raised or lowered against the main deck of the ferry to compensate for the rise and fall of the tide. The chain controlling the device rattled music all its own and signalled the prompt rush of wagons and people coming ashore. The only competition the ferry had at the time was Cashdollar's launch which ran across to "The Oaks," a mile or so below the Highland landing. To request passage in the launch which was moored on the west shore, a white flag was run up a flagpole on Main Street dock. To signal Cashdollar at night, a lantern was run up the pole.

The building of the Mid-Hudson Bridge of course eliminated the need for ferries and also eliminated the luxury of riding all afternoon on the upper deck of the Brinkerhoff for ten cents.

'Frank V. Mylod is a life-long resident of Poughkeepsie. He is a Trustee and Secretary of the Historical Society and is the Historian of the City of Poughkeepsie.

Also a familiar sight also in this v1cm1ty was the tugboat Annie which was furnished by the bridge . .railroad to guide strings of scows and canal boats safely between the piers of the railroad bridge. The tows be:ng pulled by a Cornell or some other tug were of considerable length and the Annie generally took up a position in the rear. I read one night that the Annie, showing the strain of her years, had sunk at the dock. Her replacement never knew the same fame. The colorful tows no longer pass here in numbers and I believe the guide is no longer furnished.

The Day Line Company bought the coal yard adjacent to the ferry slip and built a handsome pier of its own capable of handling thousands of passengers a day. Some of the steamers had capacities of six thousand people and many of these passengers got off the 'up-boat' and immediately boarded the 'down-boat' when it came in. The Mary Pow ell also docked here in the morning at 7 :30 on her New York trip and in the evening at 6 :30 or 7 :00 on the return run to Kingston. The variafon in her arrival time at night was regulated by the tide and referred to as her 'early' or 'late' week.

The pleasure of a sail on the river was available in many combinations. One could take the Powell in the morning, have a couole of hours in New York and be back in the early evening, or get off that boat at Newburgh on the down trip and come back on the day boat which arrived here about 1 :30. Still another trip was to go to Newburgh or Bear Mountain on the day boat and return on the Po·wel!; or in later years on the Chauncey DePew. Next to its dock the Day Line company also built an ice-making plant and there were always large blocks of ice ready on small trucks when the boats arrived. Just north of this building was Foster's coal dock which had small trucks loaded with fine coal ready to be rolled onto the boats when needed. Foster's steam hoisting equipment and dock have now been replaced by a ramp for out-board enthusiasts to launch the:r boats from automobile trailers.

On the Poughkeepsie bridge side of Foster's coal dock was a group of unoccuoied factory buildings - Vassar brewery among them - which have long since disappeared. This land is now vacant and part of what the city calls Riverfront Park.

C. N. Arnold's lumber yard was north of the brewery property. Sailing vessels from Maine were often seen unloading lumber here and first ward boys used to cFmb in the riggings of these ships for high dives into the river. There is a dilapidated brick building still standing at the upper end of riverfront park which may have been a chair factory. Beyond this was a dyewood factorv which fronted on Innis' slip. Innis' slip is the mouth of the Fallkill and is now almost filled with silt. Many factories, including a carpet and pin company, bordered the Creek east of the New York Central before it was four-tracked. The Creek had quite a descent in its last half mile and provided excellent water power to operate the mills. One factory which gave way to the railroad widening was known to us as the "licorice mill." Here twigs

of licorice wood were sometimes available for us to chew on. St. Peter's boys' school backed up to the raceway used by the licorice factory and many of us learned to swim in the raceway which was about two feet deep. The raceway is gone now and St. Peter's School was recently razed. Across Innis' slip was the Poughkeepsie Light, Heat and Power Company. Their generating and gas plants were built snug against Reynold's Hill, a coal colored outcropping of rock west of the New York Central tracks. The hill was used unofficially as a public park and was the scene of many band concerts which were occasionally interrupted by a train passing overhead on the Poughkeepsie bridge. There was also some ball playing here and in June the hill was swarming with people eager to see the collegiate boat races. The electric station has been discontinued and the gas plant is practically inactive because of innovations in the utility industry. Intercollegiate boat race day used to be an exciting day. Crowds of people came to Poughkeepsie by all means of conveyance, mostly by train, steamboat or private motor boats and yachts. Some came by wagon and a few by automobile which had not as yet become a universal mode of travel. The dock front was a scene of great activity. The police department generally imported a few New York City detectives to help spot known pickpockets. The ferry was crowded on every trip to the west shore delivering the vast number of people headed that ·way either to board the observation train or to find some vantage point on the hillsides where a good open view of the river could be had. Various questionable small craft appeared at the docks taking advantage of the opportunity to make a few dollars from passengers over-eager to cross the river and willing to pay a good price. Everywhere on both sides of the river were the usual hawkers peddling college pennants, buttons, colored oars, official programs and soda pop. The program consisted of three races - The Freshman ( eight oared) 2 miles, the Junior Varsity ( eight oared) 3 miles and the Varsity ( eight oared) 4 miles. The races were held about an hour apart commencing about four o'clock or so - the time being set for the best advantage of the tide. The observation train was made up of approximately sixty flat cars upon which seats were erected - really a rolling grandstand with a canvas cover over the top. There was a locomotive on each end of the train and official and press cars in about the center. The passengers were taken aboard near the Highland station. The train went to the starting line shortly before each race and commenced following the race from the moment the starting gun was heard. The speed of the train was supposed to keep the center cars about even with the race but the engineers were sometimes believed to have given each other an advantage point at times. The train was the best place

from which to view the race and tickets to the cars were sometimes very difficult to obtain even when the price was as high as $5.50. Perhaps the next best observation point was on the railroad br�dge, from which a good view of the race and all the river activities was available. Telegraphic reports of the progress of each race were rece \red on the bridge. After each mile the leading crew was reported and aerial bombs were exploded. The number of bombs indicated the crew occupying that lane number on the course. At the end of the race, the winner was similarly announced. For years "Mike Bogo" whose real name was Emanuel Bocchino was the signal man. The college colors of the crews in the order of their finish were lowered from the bridge so all could see. All boats blew their whistles makir.g a tremendous d:n in honor of the winning crew. The great number of boats of every size and description, with their gala display of strings of flags ;ind pennants. 1J1::ide a memorable spectacle. There were special excursion boats by the Day Line, Sandy Hook line and other companies from New York for the event. They were generallv very crowded. Then there vvere private vachts of various sizes from Vincent Astor's N ormourlwl do-wn to little run-abouts. Whenever the crew from Annapol 's competed, the Navy would send a small flotilla. All river traffic for the day was regulated by the Coast Guard, which had strict control over the movement of boats especially just before race time. On one occasion, the Day Line captain was cited for changing position and required to answer the charge at an inquiry session. All large vessels were kept east of the c�urse and only rowboats and canoes allowed along the west shore. Th ·s was to prevent blocking the view of those on the west shore. After the last race, which took place around six o'clock at which t:me the river is generally calm, bedlam broke loose on the river with everyone trying to start away. Whistles and blasts of all kinds were heard as everyone demonstrated his seamanship. Probably by nine o'clock or so the ferry and other craft had returned all the weary spectators to this shore. In preparation for the races, the college crews came two to three weeks ahead of time to practice and get used to the river. Rough boat houses, sufficient in length to protect the eight-oared shells, were used and in later years the city furnished accommodations at Regatta

Row. Other facilities were located at what is now the Hudson River

State Hospital boat house and dock. Colurr.bia College owned a boat house between the railroad and the river about two and a half miles from Highland. It was substantiallv built and had sleeping and dining quarters as well as storage space. The other crews generally lived at local hotels or boarding houses and some even lived at Vassar College. There were usually three races governed by strict regulations. The main event was the varsity eight-oared race. For many years it was a four mile race. The Poughkeepsie course on the "Lange Rock" was the best ava;lable four mile straight stretch of water. It was said that

four miles was too great a strain on the oarsmen and the race was cut to three miles.

The best time for the four miles here was 18 minutes 12 3/5 seconds

by 33 the California crew in 1939; and for the three 3 I 5 seconds by the Navy crew in 1922. mile race 13 minutes

The first race - 1895 - won by Columbia 21 min. 25 sec.

The second race - 1896 - won by Cornell 19 min. 59 sec.

Originally local merchants vvere supporters of the event. Hotels did good business as sport writers and reporters from New York papers generally came days ahead of time to report their studies of the crews. Some rowing enthusiasts also appeared ahead of time. Restaurants and other business places profited from the crowds who came to town on "boat race day."

With the advent of the automobile and radio coverage, it became an event of a few hours only and local support dwindled. The observation train was dismantled during World War II due to a shortage of flat cars.

In 1947 or 1948, the Intercollegiate Rowing Association reduced the varsity event to three miles and after this the race was wooed away to Marietta, Ohio, for one or two years. It is now held in Syracuse. Most of the coaches did not mind the Hudson. In fact it was, and still is, an imposing challenge for any crew; but the extra river facilities became inadequate and Poughkeepsie lost the race.

When the Intercollegiate Regatta Association moved away, Arlington, Roosevelt, and Poughkeepsie High Schools took up the sport and have expanded it on a secondary school level. In 1957 fire destroyed most of their equipment but they have again expanded their facilities. Marist College began a rowing program in 1960 and has since built a fine new boat house.

Beyond the electric station, Dutchess Avenue still runs to the river but the Poughkeepsie Glass Works and Tower's Furnace have both given way to the Dutton Lumber Company which also owns "second point" and the land where Myer's Ice House was located. The northern end of Dutton's land was reclaimed from the river which

then extended back to the railroad property. The Dutton Company now owns all the land between Dutchess Avenue and the Marist

College boat house - about one-half mile.

The glass factory was an attractive place for us and we were allowed to look around in the very hot room where the glass was m�de. As I recall, the melted substance was available from a raised brick position, a long tube was twisted in the molten mass until a calculated amount accumulated in a ball at one end of the tube. The glass blower then twisted the tube in the air and finally put the ball end into a form. He then blew through the tube until the pliant glass filled the form completely. The surplus was then clipped from the withdrawn tube and the glass blower repeated the operation. These glass items were then drawn slowely through an oven which, I believe, was a slow

cooling process. I once had a bottle blown here in the shape of an ear of corn.

The production room was, by necessity, extremely hot and I guess in the hottest months no work was done here. At times a whistler blew for "tempo" which signaled for a rest period outside. It was not uncommon to see the furnace workers, who wore a minimum of clothing, come out and jump, so dressed, into the river. A few minutes back at the furnace would dry them out again. Automatic bottle making machines eventually put the glass works out of business.

At this time the New York Central and the Hudson River Railroad passenger station was located on the west side of the tracks and adjacent to Main Street. The entrance was on the west side of the building and the which faced on the wide driveway located William T. Reynolds Warehouse (now between the occupied by station J. D. Johnson Company). There was an exit by stairs to Main Street through a one-way turnstile. The station, in addition to a baggage room, ticket office, and waiting room, also included a large restaurant. Trains sometimes stayed ten or twelve minutes to allow passengers to visit the restaurant. Passengers from westbound trains had to cross the eastbound tracks; the space between rails and tracks was filled in with planking. This procedure was no longer practical when the new station was built as restaurant facilities were too far from the tracks; and many trains carried dining cars. The coal chute for fueling locomotives was east of the tracks about where the present station and parking lot are now located. The coal chute was subsequently moved up near the present Marist College and the use of oil by the diesel engines has eliminated its need. It is my recollection that the railroad had a closed system of signals with semiphores showing the track closed. When a train was permitted to enter the block, the signal arm mover to an upright position and, when walking the track, we always kept an eye on the position of the signal. At this time steam engines took the passenger trains into Grand Central and, when entering the tunnel, a trainman lighted the gas lamps in each car. There were open spaces along the center of Park Avenue above the tunnel to allow the smoke and gases from the engines to escape. These spaces have since been filled in and planted, making the divider down the center of that wide and busy street. The loss of passenger travel caused by the general use of the automobile took the romance of railroading from the present generation and the discontinuance of the luxurious Twentieth Century after over fifty years of glorious memory has left the older folks with only pleasant recollections. The Marist College land which now skirts the Dutton property was known as Bech's woods. We picked w:ld flowers there. There was a large, unoccupied house on the property which was naturally known to be haunted ; so we kept away from it. On the eastern end cf the property a brick gate house ( still standing) v-.ras occupied by Conrad

Gindra who later owned the Glebe House. There was a small pond for skating near the reservoir road. Along the Bech river front was a small beach for swimmers which we referred to as "second point." The hills and beach are gone now and in their place is what used to be known as "Regatta Row." Only the City-owned Cornell and California shell houses are still standing in Regatta Row. The new Marist College boat house is adjacent to the Dutton Lumber Company south of the City houses. This brings us to the old City pumping station. There used to be a grade crossing on the pump:ng works road but, when the railroad vvas widened, an underpass was built for safer access to the river front. There were open filter beds east of the tracks and great piles of white sand. Sometimes the filter beds were left empty for cleaning. There is novv a new water treatment plant just east of the railroad north of _ the pumping station road. Crosby's swirr.ming place was located north of the City property and was actually on land owned by the Marist Hermitage. The Herm�tage property was on the north side of the pumping station road and both the brothers and boys were housed in one, large wooden building. The Marist Brothers subsequently purchased the Bech property on which the main campus of Marist College is now situated. Just north of the Hermitage property was the Winslow estate in front of which a mile stone indicating "83 miles to N. Y." Across Route 9 from the Marist Hermitage was a row of black vvalnut trees near a small stream with skating bugs on it. A large field separated the trees from a new factory building in which Fiat automobiles \;\,rere manufactured prior to World War I. Fiat chassis were dr;ven about the County by test drivers who sat on packing cases. One of these drivers was Ralph DiPalma, famous for his dirt track racing. After the War, the Fiat property had several tenants including a onenight stand by Barnum and Bailey's circus. The building was eventually purchased by Whitman and the Western Printing Company and expanded to its present condition. The black walnut trees and a small brook near them have disappeared. ,v e will return to Main Street now by way of Delafield Street and pass the rear of the lands occupied by St. Faith's, a fashionable girls' school \;i,rhich later changed its name to Glen Eden. In World War I the Century Steel Company located across the street from the school and installed a large, noisy triphammer and the girls' school removed from the area shortly thereafter. vVe pass Benjamin Franklin public school No. 9, which had been built only a few years. Judge C. W. H. Arnold's house was located near the Poughkeepsie Bridge and had a fine view of the river. It was eventually remodelled into a three story tenement which became known locally as the "house of all nations." It was across Delafield Street from -the home of Patrick Kearney on whose lawn rested life-sized metal deer. These deer, by rr.eans of some unknown power, have managed, I think, to get as far as Fulton Avenue in Arlington.

Cataract Place, now Mount Carmel Square, was so named because of general reference to the Cataract Steamer Company fire house. Eng·ne 4 was drawn by a team of black horses which were trained to leave their stalls at the sound of the fire gong and to run under their collars which were suspended above the shafts. The collars were snapped shut and the driver was in the seat ready to roll. When the gong sounded at seven in the mornig and seven at night, the horses took their positions while their stalls were cleaned. One time Cataract's was on the way to a chimney fire on l\1ill Street when one horse got the notion to go over Clover Street while the other was for going up Mill Street. As a result, the team slammed into the drinking trough in the middle of the Clover-Mill intersection and one horse was killed. The Cataract Steamer is no,v at Smith's Clove Museum in Monroe, New York. Mill Street today is dead-ended :n front of St. Peter's Church but sixty years ago it crossed the Central's tracks on a grade crossing and ran west to Innis' Slip. Neither V errazano Boulevard nor Dongan Place had been put through in those days. In fact, :Mrs. Keltv ran a candy store a step or two below the s:d:c:walk where Dongan Place is now. Kelty's bakery was a few doors a,,7a-, on Clover Street but it went out of business within recent years and has since been destroyed by fire. Go"ng south on Clover Street we would pass St. Peter's convent and girls' school which are now located at Chapel Corners on Ea�t Dorsey Lane. This property is now to be the location of Catar�c'c Fi re Company. One of the great fascinations of l\,1ain Street was the tV,70 track trolley system wh = ch ran from the river to Arlington and eventually to Vassar's main gate. The system had a circuit on the north side of Poughkeepsie too which went over Washington Street to Parker Avenue then east to North Clinton Street. Along Parker Avenue it crossed the Central New England's two spurs; one of which went to the Cottage Street Freight Yard and the other to the Hudson River State Hospital. The Central New England furnished a steam locomotive and one passanger car on its Hospital branch. On North Clinton Street there was a long switch on which trolley cars vvere kept waiting to accommodate the baseball fans at the Buckingham Avenue ball-oark. At Cottage Street the track went east to Sm;th Street vvhere the Poughkeepsie and Eastern Railroad had its station. This railroad, ;:imong other services, furnished transportation to the now defunct Upton Lake Amusement Park. The trolley line then ran south along Smith S-creet to Main Street. The South Side tracks left Main Street at Grand Avenue and went south to Southeast Avenue (now Hooker Avenue). The Fairgrounds were here. Then west along Hook Avenue and Montgomery Street to Market Street. Here, at the Soldiers :Memorial Fountain, the tracks turned north to Main Street. Transfers were available from one of the foregoing branches to the other.

The trolley line to Wappingers Falls started from in front of Smith Brothers Restaurant and went south in the center of Market Street as far as Freertown ( Livingston Street-Route 9 neighborhood). From here the tracks ran along the east side of the Post Road and continued as far as Vassar Road where the old road curved to the right to pass through the Village of Wappinger. The tracks in the Village returned to the middle of the street and ran to the bridge at the foot of Main Street hill in Wappingers Falls.

At a later date, the trolley company also used the New Haven's tracks to run from Parker Avenue as far as the Hudson River State Hospital. It was necessary for the motorman to phone for clearance to insure that there were no freight trains using the tracks. The tracks vvere extended to the front of the Main Building and a waiting room was provided.

Two trolley cars ran in opposite directions on the north and south sides and passing switches were located at appropriate half-way marks. In cold weather closed cars replaced the open, summer coaches which could be easily boarded from the sides. There was a motorman's control in each end of the trolley and the seats were reversible so that the cars did not have to be turned around at the end of the run. Doublesized closed cars were used on the runs to Wappingers and the State Hospital. A trolley with a revolving broom swept the tracks free from snow before the automobile made it necessary to plow the streets.

The car barns were located east of Clinton Square on the north side of Main Street. Fire destroyed the original building. We all knew there was trouble at the time because the barn whistle was tied down and blew until the steam ran out. When the electricity was shut off, the only trolley that was not destroyed in the fire was just making the turn at Main Street and South Grand Avenue. It sat here until it could be towed away.

The trolleys were propelled by electric motors - deriving their power from a heavy copper wire located well above the tracks. Contact with the wire was maintained through a pulley on a pole. The pole was located upon the top of the car with a rope running down to the rear of the car to adjust the pole and pulley when the pulley left the ·wire or when the direction of the car was reversed.

Pranksters sometimes jumped upon the back of the car and pulled the pole and pulley out of place thus stopping the car. On the fourth of July many little powder pellets were placed upon the track. The weight of the car exploded them with a tremendous noise much to the satisfaction of young America.

While Poughkeepsie received publicity from many sources, perhaps Vassar College, Eastman College, Smith Brothers Restaurant and the annual Intercolleg = ate Regatta made an impression upon the largest and varied newspaper audiences.

There is no great need here to show how Vassar College, with its students from all over the United States and from foreign countries, made the name Poughkeepsie known. Rightfully, the committee studying

its transfer to Yale, kept the faith with the college's many benefactors; especially with those who endowed permanent buildings and facilities, when it decided that the college should stay among its traditional class trees. Eastman Business College was located at the southwest corner of Mill and Washington Streets. Its founder, Harvey G. Eastman, apparently knevv how to organize a first-rate business course to fit young men for the commercial world but he also knew how to let the world know about it. At one time the Eastman Band from Poughkeepsie was known far and wide, it having played at Lincoln's funeral. Students came to his school from many parts of the United States and South America. They received a good business education and returned home to make good use of it. Local travellers have said that, when they mentioned the name "Poughkeepsie," the comment was often made by the listener that he had gone to Eastman College. The institution of many business courses throughout the country caused a loss of students and the College was forced to close. Perhaps one of the questions most frequently asked by visitors is "Is Smith Brothers Restaurant still in business?". The restaurant was really a confectionary shop with a restaurant in a large room in the rear. There was a soda counter along the north side of the store, candy cases along the south side and a rear counter devoted to pies, cakes, cream puffs, crullers, charlotte russes, et al, the heavenly taste which is unobtainable today. The ice cream and baked goods were made on the premises, as were rr.ost of the candies. Home deliveries were made by wagon in summer and sleigh in winter. At Christmas time the upper area of the shop was crisscrossed with wires upon ,,,hich hung colorful cornucopias, a standard tree decoration. Broken candy was put up in rough paper cornucopias and sold for one cent. Sodas were five cents. Some distance out in the street was a metal covering over a large hole. Ice for the store and restaurant was dropped from the ice wagon through the hole and into the cellar which had been built out under the street. Across the front of the store and extending out to the curb was a metal canopy which provided a waiting space for the Wappingers trolley passengers. The restaurant room was large with sizeable tables properly covered and arranged. Old-fashioned large bladed fans, hooked together with belts and all caused to turn from a common source outside the dining room, revolved overhead with lazy repetition. Waitresses served the meals. Living quarters on the upper floors of the building were provided for the waitresses. The restaurant was patronized by local people and by a great many transients. In later years, many New Yorkers came by auto on a

Sunday to have dinner there. Some came on the Day Line which arrived about one fifteen, took the trolley to Market Street, had d:nner at

Smith's and returned to New York on the 4: 10 boat. A group of

lawyers ate regularly at noon at a long table reserved for them in the rear section of the restaurant. Mr. Arthur G. Smith used to give them their lunch "on the house" once at each Christmas time.

When eating at lunch counters came into vogue in the twenties, the store was rearranged by putting the candy counters and bakery goods on the north side and a long lunch counter on the south side. This was necessary to give the counter ready access to the kitchen for short orders. The proper steam pans for making real oyster stew were part of the new equipment. Young men and women served at the counter which had its daily regulars. When Arthur Smith died, the business was sold with the reputed restriction that no liquor would be served while the name Smith Brothers was used. Subsequently, the name was changed but the aura of the place was gone and the fans no longer fluttered in unison. A premium store now occupies the premises. As far back as I can remember, I have heard of Smith Brothers Cough Drops. My early contact with the aroma that went with their manufacture was the first time I was in the vicinity of Market and Church Streets when a batch was being cooked. The factory was on the north side of Church Street just east of the Armory and the pleasant odor blanketed the neighborhood. Many families in that general area made extra money by counting the cough drops into the little pasteboard containers. Everyone, no doubt, probably had been advised to always have clean hirnds. Once :n a while some neighborhood child would have a sizeable chunk of the black confection to suck on. The fame of the cough drops grew. Webster, the cartoonist, once had some syndicated strips in which he named one brother "Trade" and the other "Mark" because their pictures were located near those words on the package. Each was trying to guess what the other ,vas thinking about. It was said to be a practice of their advertising agency to present a box of cough drops to a person who had just reached the pinnacle of success - especially actors who had made the big time. On occasion I have heard it said on stage "He has received his Smith Brothers Cough Drops," as a proof of his success. The product was expanded and sold all over the world, some shipments having been made by coastal freighters leaving Dutton's dock. A factory was set up in Michigan City, Michigan, to meet the demands at the time but it has since been discontinued. A modern factory was built in North Hamilton Street where the cough drops and subsequent added confections were manufactured and packaged in a scientific way. With the passing of the last Smith boy, the business was sold to Warner Lambert Pharmaceutical Company who perhaps mix the secret formula with less showmanship than used to be reported from time to time, and now "Trade" no longer wonders what "Mark" is thinking. Many other important places of everyday knowledge no longer exist - to name a few :

Riverview Military Academy run by Major Bisbee and which still has a section of town named after it; Adriance-Platt Reapers and Mowing machines were known throughout the world - Russia having been an important customer before World War I. It was known locally as "The Buckeye." Bullard Foundry which period:cally cast a fiery glow over the skaters on Tower's pond no longer casts mouldings.

The Tiffany and Delamater garages were early pioneers in auto services. A service station occupies the site of the former on Market Street and a bowling alley occupies the latter at W ash:ngton Street and Brookside Avenue. No excursion trains run to Savon Rock in Connecticut on the Central New England from a passenger station on Parker Avenue; now only diesel drawn freight trains of tremendous length.

The Collingwood Opera House with its two upper galleries and its 10, 20, and 30 cent stock companies and its 5, 10, and 15 cent vaudeville succumbed to the 7 reel movies and was transformed into the Bardavon. Gone is the "Best," and few will remember "Dreamland," "The Arlington," "The Vassar"; nor will many recall that the "Strand" is really a remodeling of the Dutch Church with its still present disabled Town Clock to prove it. The modern "Stratford" is now trying to do better as the home of Avis rent-a-car.

The foregoing departed singly and quietly but with present day "progress," Urban Renewal takes them blocks and blocks at a time come ,vhat may as to the traditions and memories they hold.

Shad Will be Plenty. Thirteen million shad were deposited in the Hudson River this year, eight m Ilion being hatched by the state and five million being con.tr:buted by the national commission. This is an increase of nine million over the la :·gest number deposited in any one year by the authorities of the state or nation. Poughkeepsie Da ·1y Eagle, October 31, 1896