Archivists, Historians and Genealogists

One of the comments this week on the petition for appointing a County Historian got me thinking about the relationship of the disciplines of archivist, historian and genealogist and these disciplines' relationship to the records themselves. The signer expressed that "We need someone who knows the difference between being a genealogist and someone who can care for the historical archives of DC." The records are important to historians and genealogists alike, and these disciplines are not mutually exclusive. The true genealogist must be adept at studying history, especially of new places, and of evaluating the role that history played in individual lives. Without this knowledge it is very easy to confuse individuals of similar names, or to fail to discover links between generations. Depending on the area of interest, an individual historian may or may not be concerned with genealogy, but it is doubtful that their work will not be of some service to genealogists. A historian can also be a genealogist and visa versa, though such is not always the case. Both should have some understanding of the role of archivist, though neither might have expertise in this discipline.

The archivist assesses, collects, organizes, preserves and assists in providing access to collections of historical value. Clearly some knowledge of both history and genealogy would be helpful for this profession. The Dutchess County Historian, by law, appoints an Archivist to care for the historical records. Organizing and providing access to the record collections does imply the ability to judge the correct placement for types of records, and determine their relationship to those who may seek them out, and this would require both historical and genealogical knowledge, but not necessarily proficiency.

Are individual records ever more valuable to history or genealogy? Records pertaining to Smith Thompson who was born in Amenia 17 January 1768 and died Poughkeepsie 18 December 1843 provide a case in point. As Secretary of the Navy his story contributes to military history. As candidate for both presidential nomination and New York governor he relates to political history. As Supreme Court Justice who ruled not to turn over the Amistad captives to President Van Buren one might argue that he provided a forum for abolitionists to publicize their cause, giving his records an even wider scope of historic importance. Genealogically his records can certainly flesh out the stories for both the Thompson and Livingston families.

Records of those who did not become famous perhaps are not so important historically, except in their aggregate, but these records are critical genealogically. Those who are not recorded in history may have only one or two records that might identify to a descendant the link between families. As such these records are extremely valuable. Furthermore, it is not possible to assess from a single document its genealogical value. A will may provide the only documentation of the children of a couple. Looking at the will alone, however, we have no way of knowing that. For all we know the children may also be listed in a family Bible, town history, church baptismal records. The will is still important either way, but much more so if it provides the only record.

The genealogist and historian interpret the records for related and sometimes indistinct purposes. Both rely on the integrity of those records, and therefore on the archivist to preserve them and provide access.

Six Degrees of Separation: The Stoutenburgh Connection

If you have been researching several families for more than a few years, you likely have discovered, as I have, that we are all more closely related than we might imagine. A while back Gil Leach, a fellow researcher and board member at DCGS, sent me an idea for a series of genealogy articles for the magazine concerning links between related lines, complete with a draft of the first one - "The Stoutenburgh Connection".

A few weeks later I was copied on an email written by a fellow board member of another society, the National Association of Leavitt Families. She was writing from New Hampshire, to one of her family associations, advising them to write to the Leavitt and Folsom family researchers for ideas because they were considering putting their genealogies into a database and publishing it. She copied me as a Leavitt researcher, working on updating those books. What was that family surname society? None other than the Stoutenburgh-Teller Family Association!

Currently the Stoutenburgh genealogies are recorded on three large circular charts--a somewhat unwieldy format for sharing. Next month when I go to New Hampshire for the NALF board meeting, Stoutenburgh descendant Frances Wooden will pass me her copy of the circle charts to bring back to New York. We will see what we can do with them!

Walls That Talk

History buffs and home decorators alike will enjoy our launch issue article about the Knolls of Dover Manor House. Alas, there is never enough room to include all the great material we collect. Visit the video link by clicking the headline above to see panorama views of the History Room decorated with custom wall coverings created by Rooney Design Group, an Amenia graphics firm. Maureen Rooney and Kathleen Schibanoff, local liaison for Dover Knolls Development, collected hundreds of images by scanning post cards, photos and documents covering the history of the Harlem Valley Psychiatric Center and surrounding area.




This technique can be used to share heritage items throughout a family. Thanks to modern technology, by scanning individual photographs, letters, journal pages, each household can display a common collection in all their homes simply by installing the same custom wall covering. What a great way to share these collections!

Creating a custom heritage wall covering also provides a way for historical organizations with limited space to display collections without worrying about security or proper archival environment.

Sustainability has many facets

The concept of recycling to lower our carbon footprint and achieve a sustainable environment has effectively reached nearly everyone. Increasingly we read and learn more about using renewable building products for sustainable development. Energy Star appliances, hybrid autos, alternative heating fuels all vie for attention, and rightly so.

The concept of achieving a sustainable local economy is not so widely understood. What makes a local economy sustainable? As always, technology and innovation lead by promoting "green jobs" as a solution to both economic woes and sustainability needs. Zero-waste manufacturing has gained enough notoriety to become a marketing asset. Technology and new concepts cannot by themselves create a sustainable economy, however. Many of the building blocks hearken back to simpler times and are quite familiar to us all--farmers markets offering locally grown foods, local media free of corporate control, indedendent retailers who offer personalized customer service.

The Dutchess County Regional Chamber of Commerce served us well by introducing our own "Shop Local First" campaign several years ago. As John Tozzi reported in the February 2009 issue of BusinesWeek.com, areas with shop local campaigns in place fare better in an economic downturn than areas without such networks. Is shopping closer to home actually cheaper for the consumer. Many say no. The local business cannot always match the superstore pricing. But what of the savings in time and gas? Furthermore, those who are committed to shopping local point to values beyond the monetary--the satisfaction that comes from supporting your neighbor, a friendly merchant who knows your name, attractive stores with a strong sense of place that is difficult to achieve on a big box scale.

Crisis facing our small town newspapers

We genealogists all appreciate the small town papers from days of old. We use them as sources for births, marriages and deaths occurring before vital records were kept in all locations. From obituaries we glean clues of maiden names. Many times we can get a "died before" date of death by finding a relative listed as having gone before the decedent in an obituary. Because the small town news reported nearly everything, reading that Aunt Tilly came to visit from out of town helps us discover the origin of the family.


And, this delightful little notice found in the "Connecticut Journal" both 24 Jul and 31 Jul of 1772 made me wonder what business Salmon Agard had between Mansfield and New Haven when he was born in Litchfield, baptized in Torrington, and found in Litchfield with family in 1790?

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Sources: The Barbour Collection of Connecticut Town Vital Records (1994-2002; Baltimore, MD; Genealogical Publishing Co), Litchfield VR Vol 1 p 3.; Samuel Orcutt, History of Torrington, Connecticut: from its first settlement in 1737, with biographies and genealogies (J Munsell; Albany, NY; 1878), p 298; 1790 Census of Litchfield, Litchfield, CT; p 345]

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What treasures might be lost to future generations if these small town papers do not survive? Can it be that electronic media will successfully replace this function? Ah, but what of the relaxing value of just kicking back and having a nice, relaxing read? Many of our Dutchess County local weeklies have vanished recently. New papers are struggling to fill that gap. Their success depends in large part upon our support. The "Crossroads" column in the launch issue of Historic Towns of Dutchess County will feature comments from these newspapers about their hopes for the future and their obstacles to success.

Glenn Curtiss, a True American Tinkerer

By Bernard J. Rudberg

Bernie Rudberg is a retired engineer, historian and railroader who serves on the Board of Historic Towns of Dutchess County, the Dutchess County Genealogical Society and as the current President of the Hopewell Junction Depot Restoration Inc. His article examining the history of the Poughkeepsie Railroad Bridge is scheduled for the August 2009 launch issue, and he will be a regular contributor to future issues.

With only an 8th grade education, Glenn Curtiss became one of the most influential inventors in aviation history. Born in 1878 in Hammondsport, NY, Glenn developed an interest in bicycles and later motorcycles. At his shop near Buffalo he designed and built engines and by 1903 held a worlds record of 64 MPH on a motorcycle. A few years later he built a V8 engine to power another world record motorcycle and became “the worlds fastest man” at 136 MPH in 1907.

One of his early jobs was with the Kodak Film Company in Rochester, NY. He worked for George Eastman who was the brother of former Poughkeepsie mayor Harvey Eastman. Glenn invented a stencil machine that was used to mark film boxes at Kodak for many years.

His interests soon turned to “aeroplanes” and he earned the first pilot license issued in the US. Glenn began building planes in competition with the Wright Brothers. The Wrights had made the first powered flight in 1903 but they were very secretive about their work and did not publicize their flights. Curtiss changed all that by announcing his flights and gathering large crowds.

By 1909 he had built several models, slowly improving the designs with each version. Also in 1909 he began training pilots. In the summer of 1909 Curtiss went to Rheims France to enter a competition with aircraft from other countries. There were five Wright planes also entered. Glenn won the competition and the Gordon Bennett trophy in August 1909. The Wright planes did not win any of the events. Coming home to the US, Glenn Curtiss was hit with a patent lawsuit by the Wright Brothers. The main point of contention was the Wright wing-warping control vs Curtiss aileron control. That suit dragged on through the courts for several years with the Wrights finally winning in 1914. The Curtiss ailerons were far superior and have been used on almost all planes since 1911. Even though the Wrights won the case, their wing-warping control has not been used since.

Back in the US there was a Pulitzer prize offered for anyone who could fly from Albany, NY to New York City, a distance of well over 100 miles. At that time the record flight was 24 miles. Curtiss took up the challenge. On 29 May 1910 he took off from Albany in his newly built “Hudson Flier” which was equipped with both wheels and floats in case he had to ditch in the Hudson River. Today a blue and yellow historical marker shows the spot where he took off.

Glenn Curtiss at the controls of the Hudson Flier in 1910

The New York Times chartered a special train to follow the flight along the New York Central RR tracks on the east bank of the river. Many dignitaries were on board including Glenn’s wife, who waved from the train window.

The Hudson River was known for tricky winds and turbulence, mainly because of the high hills and cliffs along the banks. Glenn left Albany and had an uneventful flight south to a refueling stop near Poughkeepsie. The refueling was to take place at a section called Camelot, which is along the riverbank south of the present day IBM main plant off South Road. Curtiss landed but there was no gasoline waiting for him. He managed to borrow ten gallons of fuel from local motorists and was off again on his way south.

Passing through the highlands near West Point proved tricky. After almost falling out of his plane flying through turbulence, he managed to gain control and finally saw the skyscrapers of New York ahead.

His engine developed an oil leak so as a precaution he made a second landing on a grassy lawn near Columbia University. After a quick fill up of oil and gasoline he again took off south past Manhattan with people cheering and boats blowing whistles. Glenn Curtiss made a triumphant circle around the Statue of Liberty and then landed at the designated point on Governors Island to cheering crowds. This flight marked another record—Glenn Curtiss carried the first airmail, a letter from the mayor of Albany to the mayor of New York City. He had flown 152 miles at an altitude of about 700 feet averaging a speed of 52 MPH, shattering the old record of 24 miles by a wide margin. Glenn Curtiss collected the prize of $10,000 and also the permanent possession of the Scientific American Trophy.

A few months later in November 1910 the Hudson Flier again made headlines. A wooden deck was added to the bow of the US Navy Cruiser Birmingham and the Hudson Flier became the first plane to launch from a Navy Ship. In 1911 a Curtiss plane was the first to land and take off from the wooden deck built on the US Navy cruiser Pennsylvania in San Francisco Harbor. Glenn Curtiss is called “The father of Naval Aviation”.

Replica of a Curtiss Model D at the Old Rhinebeck Aerodrome

The Model D was the first Curtiss aircraft sold to the US military. Glenn Curtiss sold his model D to the US military which began a long association with high performance aircraft including the famous “Flying Tiger P-40's “ of World War II. If you would like to see a Curtiss model D up close, there is a replica in the collection of the Old Rhinebeck Aerodrome in Rhinebeck. It is in flying condition if the weather is not too windy.

In 1909 Glenn Curtiss established a seaplane experimental base and a pilot training facility at North Island near San Diego. Out of that effort came a series of seaplanes and flying boats including the four-engine US Navy NC-4, the first plane to fly across the Atlantic Ocean in 1919.

World War I proved to be a busy time for Glenn Curtiss and his company. Probably his most famous WW I plane was the JN-4 “Jenny” trainer. After the war many Jenny’s were sold as surplus and became barnstormers. There is an original Jenny in the collection of the Old Rhinebeck Aerodrome. The Curtiss company continued on building racing planes in the 1930's and thousands of military planes during WW II. The Wright Company had fallen on hard times by being too conservative. The embittered Orville Wright sent the original Wright flyer to a science museum in London. It was not returned to the US until 1948 when it was moved to the Smithsonian in Washington DC.

In 1921 Glenn Curtiss retired from the company he had founded and began to develop real estate in Florida. Such towns as Hialeah and Miami Springs were his projects. Of course he could not stop tinkering. He invented a shallow draft boat driven by an aircraft propeller to be used in the swamps of Florida.

After years of bitter rivalry, the Curtiss Company and the Wright Company merged in 1929. None of the original people were still involved at that point. It was strictly a business deal. Glen Curtiss and the surviving Orville Wright remained enemies to the end. Glenn Curtiss died on 23 July 1930 at age 52. He had a pulmonary embolism after an appendix operation.

In 1911 Glenn Curtiss had patented the aileron control surfaces for aircraft wings. Almost every plane built since 1911 has used his aileron design including private and military planes plus commercial airliners and even the space shuttle. Not one of the Wright Brothers inventions has been used on modern aircraft. The Wright Brothers may have been the first off the ground, but Glenn Curtiss built the foundation of the modern aircraft industry with his inventions and improvements.

Did you know?

DID YOU KNOW?

What are you likely to learn more about by reading the historical articles in Historic Towns of Dutchess County? We plan to address topics that answer the question:

Did you know…..

…How Salt Point got its name ?

…How Danskammer Point got its name ?

…What famous local Indian chief fought on our side in the Revolutionary War ?

…How Claverack got its name ?

…What local church was used as a hospital for George Washington's army ?

…Why the eastern border of Dutchess County is called "The Oblong" ?

…How Nuclear Lake in Pawling got its name ?

…Why towns in the Hudson Valley have "kill" on the end of their names ?

…What famous WW II newsman lived in Pawling ?

…How the Harlem Valley of Dutchess County got its name ?

…Where those blue coin-collecting folders come from?

…What famous European cars were once built in Poughkeepsie ?

…How many times the railroad tracks sank into Whaley Lake?

…What plant on route 9 built machine guns during WW II ?

…Where the Appalachian Trail crosses both the Taconic Parkway and I-84?

…Where the New York State electric chair was kept for many years?