I recently wrote about Kelly, a cat who survived for eight days inside a mail sack on the RMS Aquitania in 1920. The following cat tale of Old New York is about Dan, the cat of Engine Company 40, who reportedly went for 33 days without food and drink in the ceiling of the firehouse.

Unlike Kelly, Dan did not have an extraordinary amount of extra lives. He did, however, have an extraordinary amount of extra pounds.

The Remarkable Tale of a Shrinking Cat

“This is a tale of a cat. Of a cat with a tail fourteen inches long. It is a true tale. It is vouched for by a fireman, a policeman and the appearance of the cat. A woman, a basket, a hole in a ceiling, a doctor and some medicine also figure into the tale.”—The New York World, January 5, 1894

Dan was a three-year-old cat who once weighed 48 pounds. (I find this hard to believe, but The World says the story is true…). Within a six-week period, between Thanksgiving and New Year’s Day, the tubby tabby had shrunk down to eight pounds.

The tale of Dan, the cat of Engine Company 40, FDNY

He was reportedly a beautiful cat, with glossy-black fur and bright yellow eyes. From the tip of his nose to the tip of his tail, he measured 33 inches—basically just short of three feet. I’m not sure how wide he was, but at 48 pounds, he must have been a tank.

According to the tale, Dan was raised by a kind woman who doted on the cat. Sadly, just before Thanksgiving Day in 1893, the woman found out that she had to move from her comfortable home.

There was no room for Dan in her new tiny apartment (I’m not sure if any small apartment in New York City could accommodate a 48-pound cat!). So poor Dan was alone and homeless.

Now, the woman knew that human vagrants were reported to the police station. So, she went to the 24th Police Precinct station house at 150 West 68th Street to report Dan’s dilemma.

As Sergeant Townsend listened to her woeful tale, he looked out the window and scratched his head. Across the street he saw Assistant Foreman Francis Casey looking out a window in the the newly constructed firehouse for Engine Company 40. That gave the wise sergeant an idea.

Sergeant Townsend invited Foreman Casey to come over for a visit. He then presented Dan to the foreman as a housewarming gift in honor of the new firehouse.

Foreman Casey was a 61-year-old veteran. He joined the fire department as a volunteer when he was 25 years old in 1858 and was made foreman of the new Engine Company 40 in December 1874. Having worked as a foreman for 20 years, Francis no doubt had a lot of experience with firehouse cats.

The old 24th Precinct station house (1890-92) at 150 West 68th Street
The old 24th Precinct station house (1890-92) on West 68th Street was designed by Nathanial D. Bush. It was demolished sometime around 1973, when the precinct (then called the 20th Precinct) relocated to a modern building at 120 West 83rd Street. 1940s tax photo, Department of Records & Information Services.

Dan immediately began purring in the fireman’s ear when Francis bent down to pet him. Trusting that her cat was in safe hands, the woman wiped a few tears from her eyes and walked away.

Well, what happened then is one for the books.

The trouble began when Francis picked Dan up. The cat dug his claws into Francis’ hair, sending the fireman into a full-blown panic. He ran across the street and into the firehouse. Dan clung on tight.

Inside the new firehouse, a carpenter was working on the wood ceiling. He was making a hole for a new steam pipe. He had just taken a three-foot board down when Francis ran into the firehouse, waving his arms frantically over his head.

Yep. You can guess what happened next.

Suddenly, a second alarm for fire sounded. “The gong ranged and clanged. The horses pawed and jumped. Men rushed to and fro shouting and yelling.”

Engine Company 40 firehouse at 153 West 68th Street.
In September 1893, a new firehouse at 153 West 68th Street was constructed for the men of Engine Company 40. It was in this building that Dan got stuck in the ceiling for 33 days. 1940 tax photo, Department of Records & Information Services.

Francis sprang to take charge of the engine. Dan sprang for the hole in the ceiling. The engine pulled out, the doors closed, and Francis didn’t see his new cat for a long time.

Four hours later, when the men returned to the firehouse, Francis searched for Dan. The 48-pound cat was nowhere to be found.

The next day, the carpenter and a machinist finished installing the steam pipe. Then they closed up the hole in the ceiling. Dan was apparently taking a long cat nap, and had no idea his fate was also being sealed.

Four weeks and five days passed with no sight of Dan. These were very long and hard days for Dan. As The World reporter noted, he suffered one day for every inch of his length.

Luckily for Dan, the steam pipe did not work properly. The men were also hearing strange noises between the first and second floors. Some of the more superstitious firemen thought the eerie cries they heard were coming from a ghost and that the new firehouse was haunted.

The carpenter and machinist were called in to remove the faulty steam pipe. They left the hole in the ceiling open.

On Christmas Eve, Francis and Fireman Reynolds were standing on the first floor, directly under the hole. Suddenly, they heard a strange noise, as if a human baby were crying out in distress. They looked up and saw two bright balls of fire glowing back at them.

“It’s a ghost!” Reynolds shouted. “I knew the house was haunted.”

“Meow,” cried Dan in response.

“Worse than ghosts!” Francis said. “It’s Dan the cat!”

While the men spoke, Dan began squeezing and wriggling himself out of the ceiling hole. The men were shocked when the tiny cat fell to the floor. As the news reporter noted:

Yes, it was Dan. But, oh! how he changed! The glossy coat was ragged rough; the bright eyes were dim and glassy. Forty of the forty-eight pounds had gone. The ribs stood out like stripes on a zebra.”

Francis carried Dan up to his cot and called for Dr. Milligan. The doctor felt for the cat’s pulse, which was very weak, and put his ear up to his heart. Then he fed him six drops of milk and brandy.

The milk and brandy treatment continued for five more days in increasing doses. Little by little, the now little cat got better. By New Year’s Eve, he was able to drink some tea from a cup.

While Dan convalesced on the cot, the other pets of Engine Company 40–two all-white cats named Nell and Pete–stood guard. They gently licked his coat and helped nurse him back to health. Somehow they knew that Dan was in bad shape.

New York World, January 20, 1894

Gloom Pervades at Engine Company 40

On January 20, The World reporter returned to the Engine Company 40 firehouse to check on Dan. The men told him that he had had a relapse and taken a turn for the worse.

According to Francis, he had found the cat lying unconscious in the cellar on the morning before. He immediately called for Dr. Milligan.

Dr. Milligan said Dan had suffered from a fainting fit. He put some ammonia on a sponge and held it up to the cat’s nose. Dan shivered, wiggled his tail, and opened his eyes.

“Saved again!” Francis exclaimed.

The doctor advised Francis to keep the cat in his bed for a while and away from any drafts. The next day, Dan was sleeping peacefully on the cot with his right paw resting on the tip of his nose.

It was reported that Dan, the shrinking cat of Engine Company 40, was expected to fully recover.

A Brief History of Engine Company No. 40

Engine Company 40. Date unknown.

The interesting history of Engine Company No 40 dates back to July 29, 1874, when the company was first organized under the Metropolitan Fire Department. Their first quarters, albeit, a very temporary home (about 3 days), was quite unusual: The Empire City Skating Rink, between Second and Third Avenues and East 62nd and 63rd Streets.

Opened in November 1868, the innovative structure featured arched cast-iron construction and boasted “the largest clear span in America.” The block-long rink was 350 feet in length, 170 feet wide, and 70 feet high. It’s ground floor had a raised platform for spectators, accommodating an audience of 10,000 persons.”

This lithograph shows the enormous building in the inset and the soaring cast iron arches of the Empire Skating Rink.
This lithograph shows the enormous building in the inset and the soaring cast-iron arches of the Empire City Skating Rink. Museum of the City of New York Collections

I was not able to find any additional details on how the large skating rink served as a temporary home for the fire company. Where did the men put their truck? Where did they sleep? Where did they keep the horses? So many questions left unanswered!

Engine Company 40 Moves to Harsenville

Engine Company 40 in front of their original firehouse at 153 West 68th Street. Date unknown.
Engine Company 40 in front of their original firehouse at 153 West 68th Street, date unknown. (Could Foreman Francis Casey be in the photo?)

On August 4, 1874, the men of Engine Company No. 40 moved from the skating rink to an existing firehouse (formerly home to Engine Company No. 23) at 153 West 68th Street. During the 1700s and 1800s, this rural region of Manhattan was known as Harsenville.

The village was named for Jacobus (Jacob) Harsen (1750-1835), eldest son of Johannas Harsen and Rachel Dyckman Harsen. Jacob Harsen was active in New York City’s political life, serving as both alderman and city magistrate. He was also a ruling elder of the Reformed Dutch Church, which was just down the street from the firehouse near Broadway.

The new firehouse for Engine Company No. 40 was constructed on the former lands of Jacob Harsen. One block away was the old Dutch Reformed Church, shown on this Randel Farm Map of 1820.
The new firehouse for Engine Company No. 40 was constructed on the former lands of Jacob Harsen. One block away was the old Bloomingdale Dutch Reformed Church, shown in the top right of this Randel Farm Map of 1820.

The following photo and illustrations demonstrate just how rural this part of Manhattan was in the 1800s.

The Bloomingdale Dutch Reformed Church on West 68th Street
The Bloomingdale Dutch Reformed Church on West 68th Street was just down the street from the firehouse. MCNY Collections
Harsenville was still a bucolic village when this illustration was drawn in 1873, but development was just around the corner. NYPL Digital Collections
Harsenville was still a bucolic village when this illustration was drawn in 1873, just one year before Engine Company No. 40 moved into their new home. But development was just around the corner. NYPL Digital Collections
Jacob and Catherine Harsen lived in this homestead near Broadway and 70th Streets in the late 1700s and early 1800s. This photograph was taken in 1888. New York Historical Society
Jacob and Catherine Harsen lived in this homestead near Broadway and 70th Streets in the late 1700s and early 1800s. This photograph was taken in 1888, 14 years after Engine Company 40 moved into West 68th Street. New York Historical Society

In September 1892, Engine Company 40 moved into a temporary structure that the city erected on a leased lot at 232 West 68th Street. They remained there for one year while a new firehouse was constructed on the site of their old home at 153 West 68th Street. The men moved into their new home on September 9, 1893.

Three months later, Dan the cat entered the new firehouse weighing 48 pounds.

Engine Company No 40 firehouse at 153 West 68th Street. 1940 tax photo
Here’s another tax photo of the old firehouse on West 68th Street.

In May 1918, Engine Company No. 40 moved in with Hook and Ladder Company 35 at 142 West 63rd Street. Their old firehouse then served as headquarters for the city’s Fire Auxiliary Corps, which was formed to augment the uniformed force in the event New York City was attacked during the war years. 

In the 1920s, the building was home to the New York Fire College, founded in 1911 by FDNY Chief John Kenlon. At the time, the college was the only institution of its kind in the world, with classes offered on all phases of fire prevention and extinguishment.

153-155 West 68th Street, New York, 1940s
Engine Company No 40 firehousse
I love this view of the firehouse, because it shows a very old two-story frame building to the left. This frame building was demolished soon after this photo was taken around 1940.
Batallion Chief Thomas Larkin instructs new firefighters on the art of scaling ladders at the New York Fire College.
Batallion Chief Thomas Larkin instructs new firefighters on the art of scaling ladders at the New York Fire College in 1920. Daily News, September 16, 1920.

On November 6, 1961, together with Ladder Company 35, Engine Company No. 40 moved one last time to a new firehouse at 131 Amsterdam Avenue, in the heart of Lincoln Center. Incidentally, a month later, filming began on West Side Story just one block west of the old West 68th Street firehouse.

68th Street between Amsterdam Avenue and West End Avenue, 1961
Much of the prologue of West Side Story was filmed on 68th Street between Amsterdam Avenue and West End Avenue. All of these buildings would soon be demolished to make way for Lincoln Square. The large abandoned P.S. 94 (on the right) on West 68th Street is featured in the opening scenes of the prologue.


137 Amsterdam Avenue, New York, 1940
The future site of Engine Company 40 on Amsterdam Avenue and 66th Street, as it looked in 1940.
The Engine Company 40 / Ladder Company 35 firehouse at 131 Amsterdam Avenue.
The Engine Company 40/Ladder Company 35 firehouse (rebuilt in 1988) at 131 Amsterdam Avenue.

The old firehouse on West 68th Street, along with all its neighboring buildings, was eventually demolished to make way for the Dorchester Towers, a 34-story residential building constructed in 1964.

155 West 68 Street, New York, NY,
FDNY Battalion 9 9-11 Memorial
FDNY Battalion 9 9-11 Memorial. On September 11, 2001, almost every member of Engine Company 40 and Ladder Company 35 who had responded to the World Trade Center attack was killed. Only one of the 12 men survived: Kevin Shea, who had been buried under the rubble. This story is dedicated to these fallen heroes.

Tootsy fire cat
“Tootsy Ready for a Fire.” New York Press, March 29, 1896

Tootsy was the beloved feline firefighter of Engine Company 27 on Franklin Street in Lower Manhattan. Born on the Fourth of July in 1895, Tootsy reportedly loved the smell of smoke as much as she treasured a fresh-caught mouse.

She was a genuine fire cat who loved riding on the fire engine, conversing with the firemen, and sleeping in her favorite horse’s harness. She was also quite beautiful, and drew much praise from the public and the press when she appeared in the National Cat Show at Madison Square Garden. According to the New York Press, the firemen adored Tootsy so much, they would have rather parted with their shields than lose their “white-fleeced feline fire fighter.”

Tootsy was born in the stall of Old Babe, a veteran fire horse who had joined the engine company 20 years earlier. Her mother cat was also a veteran of the firehouse; she joined Engine Company 27 in 1891 when she was a kitten.

Tootsy was a bit shy of the horses, but she loved and trusted Babe, who had always been her mother’s ally. Babe’s bright harness caught the young Tootsy’s fancy, and from the time she was six weeks old, it served as her “boudoir and reception room.” Only when Babe had to don the harness to respond to a call would Tootsy retire to the desk of the house watchman.

The men of Engine Company 27 about 1907. Museum of the City of New York
The men of Engine Company 27 about 1905. Museum of the City of New York

As a kitten, Tootsy had a reckless, dare-devil spirit. She would have responded to every alarm had the firemen allowed her to join them. Sliding down the brass pole from the third floor to the apparatus floor was second nature to her. Once she was on the apparatus floor, it took all the efforts of the firemen to keep her off the engines and tender before they swung out of quarters.

Tootsy’s persistence paid off one cold winter evening in 1895. According to the story reported in the New York Press, everyone in the company except Tootsy and the night watchman had been asleep upstairs when, a few minutes before midnight, the network of wires and bells broke the silence. “Tootsy saw Babe come galloping toward the harness, and the fierce light of a new resolve came into her eyes and she cleared away for action, and with one bound she landed safely on the pipe on the right-hand side of the engine. She lay close to the big boiler, so that the firemen could not see her.”

As the engine dashed down Franklin Street and rattled over the paving stones, Tootsy held fast to the suction pipe. At one point, Captain Robert R. Farrell saw a man point excitedly in the direction of the driver. He leaned over and caught site of Tootsy, who had just been confronted by the engineer.

The young cat then hopped playfully around the engine, “as though she were in quarters rather than traveling 20 miles an hour on a fire engine with a full head of steam on.” Fearing that she would get lost at the fire, Captain Farrell grabbed the fire cat, opened his coat, and tucked her inside. At the fire scene, he handed Tootsy over to Fireman McCoy, who allowed her to stay on the engine as the men fought the blaze on West Broadway.

Although Tootsy tried to respond to other fires, her efforts were almost always thwarted by her mama cat, who would betray the kitten by meowing whenever she saw Tootsy on the engine’s suction pipe. Despite her mother cat’s efforts, Tootsy was determined to make one more fire run on the engine.

Engine Company 27 at Broadway and Franklin Street in 1905. Museum of the City of New York
Engine Company 27 at Broadway and Franklin Street in 1905. Museum of the City of New York

Her chance came one snowy night when a second alarm came in for a fire on Broadway. (Engine Company 27 was a two-alarm station, which meant they only responded to the second call. As a two-alarm station, the company’s horses had to remain hitched up long enough for the first officer arriving on the scene to sound a second alarm if needed.)

As was reported in the Press, “Tootsy was dying to get into Broadway, where she could show herself to advantage. She had never been in Broadway, and then she knew that Commissioner Sheffield usually responded to second alarms and she resolved to see the young commissioner, or forfeit one of her nine feline lives in the attempt.”

Two minutes after the first alarm was received, “the gong began its song of danger the second time.” As the company moved out into the street, the firemen looked back and saw a white cat sound asleep in the station. Thinking it was Tootsy, and not her pregnant mama cat, the men decided it was safe to pull out of quarters.

Tootsy saw her window of opportunity and leaped to the suction pipe as the engine started to move. The firemen didn’t see the stowaway feline until they had reached Canal Street. Tootsy balanced herself on the pipe like a tightrope walker as the engine raced to the scene. There, she kept company with the engineer, meowed at the crowd, and kept a close watch on Commissioner James Rockwell Sheffield and Chief Hugh Bonner (they were both reportedly too busy to notice her green eyes riveted on them).

Back at headquarters, Tootsy got a reprimand from Captain Farrell. From that day on, she obeyed his orders and stayed at the firehouse with her mother to care for her younger siblings. To be sure, she still loved sliding down the brass pole, but she never rode to another fire.

I don’t know when she died, but if she passed before 1904, it must have been a sad day for the firemen. As one reporter noted in 1896: “When Tootsy dies there will be sorrow of the genuine kind in the engine house of No. 27.”

A Fatal Fire for Engine Company 27

 Brooklyn Daily Eagle, March 26, 1904
Brooklyn Daily Eagle, March 26, 1904

If Tootsy did not die before 1904, she would have been the one to know great sorrow.

On March 26, 1904, all of the men of Engine Company 27 were disabled and nine men were sent to the hospital in critical condition after falling unconscious during a fire at Charles Plunkett’s broom factory at 205 Duane Street. The factory occupied four floors and the basement of the five-story building. Chemicals used to make the brooms created the lethal fumes.

According to a report of the incident in the Evening World, by the time a second fire company responded, the men of Engine Company 27 were all inside, unconscious or dead. “As they climbed through the smoke from the windows they were overcome and fell insensible into the arms of their comrades, who waited on the street to catch them as they fell.”

Only 30-year-old fireman Thomas McGirr was pulled out alive, but he was not expected to survive. McGirr was at that time the only original member of the company, “all of his old comrades having met death in the past three years.”

A Brief History of Engine Company No. 27

The Metropolitan Steam Engine Company No. 27 was organized on October 16, 1865. Prior to transitioning to the paid fire department, the engine company was known as North River Engine Company No. 30 under the city’s volunteer fire department.

Engine Company No. 27 in 1905. Museum of the City of New York
Engine Company No. 27 in 1905. Museum of the City of New York

North River was organized on July 15, 1858, by B.F. Grant, William F. Searing, William McGrew, and other volunteers from Eureka Hose Company No. 54. The company was originally headquartered at 153 Franklin Street, but in June 1861 the company moved into a three-story brick house at 173 Franklin Street, which the city had purchased from Andrew Clarke and his wife for $12,500.

The Engine Co. 27 firehouse at 173 Franklin Street (middle), erected in 1882, was designed by Napolean Le Brun & Son
The former Engine Co. 27 firehouse at 173 Franklin Street, erected in 1882 and designed by Napolean Le Brun & Son

The men continued to occupy the old North River firehouse at 173 Franklin Street until May 1881, which is when the city began accepting proposals to erect a new firehouse at the same location. The firemen relocated to 304 Washington Street while Napoleon LeBrun & Son, the fire department’s official architect from 1879 to 1895, designed their new home.

Napoleon Eugene Henry Charles LeBrun and his son Pierre followed their traditional firehouse layout, which included centered bay doors set within a cast-iron base and two upper floors faced in red brick and trimmed in terra-cotta and stone.

The building was decommissioned as a firehouse when the engine company disbanded on November 22, 1975, and was reverted to a welding shop soon thereafter. However, some of features that date back to the days of Tootsy’s sovereignty remain, including an embellished iron lintel over the apparatus entrance, several wood sash windows, and a foliate frieze above the third-story windows.

If you enjoyed this story, you may enjoy reading about the three little kittens the men of Engine Company No. 27 rescued in 1928.

Cat Men of Gotham: Tales of Feline Friendships in Old New York

Tootsy is one of the many cats featured in The Cat Men of Gotham: Tales of Feline Friendships in Old New York. If you are interested in obtaining an autographed copy of the book, please contact me at pgavan@optonline.net.

Second Annual New York City Work Horse Parade, May 30, 1908. Library of Congress
Second Annual New York City Workhorse Parade, May 30, 1908. Library of Congress

The horses that won prizes were real horses, horses that earn their keep and are not ashamed to do a day’s work. Automobiles run us out? Well, I guess not. Who ever saw an automobile get a blue ribbon for seventeen years service in pulling loads?”–New York Sun article about the Workhorse Parade, May 31, 1907

On May 30, 1907, nearly 1,000 work horses who carted produce and lumber and garbage and firefighting equipment and prisoners finally had their day in the sun—and a chance to shine for the people of New York City. For on this Memorial Day, they were all invited to participate in the first annual New York City Workhorse Parade.

The parade, organized by the Women’s Auxiliary of the American Society for the Prevention of Cruelty to Animals (ASPCA), was based on the successful work horse parades in London and Boston, in which horses and their drivers won cash prizes and ribbons. The main purpose of the event was to incentivize owners and drivers to provide their horses with quality care and treatment. In other words, as Mrs. Minnie Cadwalader Rawles Jones noted, “to show men that it pays to treat their horses well.” 

The Workhorse Parade in 1911. Museum of the City of New York

Mrs. Cadwalader Jones explained that although all work horses were invited to participate–including the teams of horses used in the fire, police, correction, and sanitation departments–the parade was intended to showcase the one-horse men, the small expressmen, the junkmen, the small market men, etc., who owned only one horse and perhaps drove it themselves. She acknowledged that these work horses were apt to be older horses that were “picked up for a song” and were often poorly treated and neglected.

The high-society ladies of the Women’s Auxiliary hoped the drivers would be anxious to keep their horses in good shape so they could win a monetary prize every year.

The Workhorse Parade

For four hours, close to 1,000 horses and their glittering, newly painted wagons rivetted the attention of 100,000 persons who packed Fifth Avenue from Washington Square to the reviewing stand at the Worth Monument at 25th Street. In the viewing stand were numerous dignitaries including Mr. and Mrs. James Speyer, Henry Bergh, Mr. and Mrs. Gordon Knox Bell, Miss Mabel Clark, Miss Marie Winthrop, Cortlandt Van Rensselaer, and other upper-crust members of the equestrian world.

Following the parade, lunch for the men and their horses was served at the ASPCA headquarters at Madison Avenue and 26th Street.

The Parade Reviewing Stand, Library of Congress
The Reviewing Stand at the Workhorse Parade. Library of Congress

There were prizes for 47 classes, demonstrating the huge role work horses played in keeping Old New York up and running. The classes included four- and three-horse teams; brewers; lumber and box dealers; coal dealers; ice, hay and grain dealers; milk and cream men; grocers; fish and oyster men, butchers and poultry men; mineral water dealers; truckmen; confectionery men; plumbers, masons, iron and steel workers; produce; furniture; express companies; department stores; light delivery wagons; wines and liquors; laundries; paper men; and manufacturers.

More than 150 cash prizes were awarded to the drivers: $10 for first place, $5 for second, and $2.50 for third. Horses and their owners received ribbons or medals. Mrs. Ellin Prince Speyer, wife of railroad banker James Speyer and founder of the Women’s Auxiliary of the ASPCA (1906), also contributed silver medals for the winners of the classes from the city departments and the ASPCA.

Truck 8 Captain James J. Caberly (not Farley) took third prize (not first) at the Workhorse Parade in 1907.
Truck 8 Captain James J. Caberly (not Farley) took third prize (not first) at the Work Horse Parade in 1907.According to the New York Sun, Truck 8 Captain James J. Caberly (not Farley) took third prize (not first) at the Work Horse Parade in 1907. Museum of the City of New York
In 1907, second prize went to a three-horse team driven by fireman John L. Roth of Engine Company No. 33 from Great Jones Street. The medal was presented by Mrs. Speyer. Courtesy: Ed Sere (ret. Lt. FDNY)
In 1907, second prize went to a three-horse team driven by fireman John L. Roth of Engine Company No. 33 on Great Jones Street. The medal was presented by Mrs. Speyer. Courtesy: Ed Sere (ret. Lt. FDNY)

The Winning Horses

For the fire department teams, first-prize went to the horses driven by Michael V. Corbett of the tender for Engine 33, second prize went to a three-horse team driven by John Roth of Engine 33, and third prize went to Captain James J. Caberly of Truck 8 on North Moore Street.

First place among the police department horses was 17-year-old Frank, who had been in the police department for 10 years and was ridden by Patrolman John Schofield of the Traffic Squad (Frank also won again in 1914).

Traffic Squad Patrolman Otto Walsh, riding 12-year-old Shamrock, took second place (Shamrock also won a medal in 1914), and David N. Wilber took third place riding Irish Lad, the former horse of Captain George W. McClusky.

Frank and his rider Patrolman John Schofield of the Traffic Squad took first place in the police class at the first annual Work Horse Parade.
Frank and his rider Patrolman John Schofield of the Traffic Squad took first place in the police class at the first annual Workhorse Parade.

Other city department workhorses that won prizes included the horses of Edward Thompson of the Department of Correction’s “Red Maria”; Thomas Coughlin of the Bellevue ambulance (Mrs. Speyer told him that if she ever needed an ambulance, she hoped he would be the driver); John Ferguson of the Department of Street Cleaning dump cart; and John Frawley of the New York Parks Department water wagon.

There were even monetary prizes for old men and old horses. The oldest driver prize went to Abner Miller Dexter, who had driving for the United States Express Company for 49 years. Charlie, a 22-year-old truck horse at the R.E. Dietz Company stables with 17 years of service, won first prize in the old horses class. His stall mate, Eddie, who’d been pulling a wagon for 15 years, won first place in the manufacturer’s class.

The Obstacle Course

One of the highlights of the event was an obstacle course for all four-horse teams and upward, in which the men had to steer their teams in and out and around banana crates and barrels. The prize was their name engraved on a loving cup donated by Mrs. Speyer; a driver had to win the event three times in order to be able to keep the cup.

he obstacle course at the Work Horse Parade.
The obstacle course at the Work Horse Parade, Fifth Avenue between 24th and 25th Streets. Library of Congress

Possibly due to the lack of great prizes, only two men entered the contest in 1907. According to the New York Tribune, the contest was won by Brooklyn resident Matthew M. Sullivan, “perched on the quarterdeck of a white and gold truck of the Borden Condensed Milk Company, which looked as big as a battleship as it rumbled behind four squarely built grays that might have posed for Rosa Bonheur with full credit.”

Sullivan, described as a trim man with a waxed yellow mustache, had been with had been with the company for 21 years. Three times his horses did a “left face” and “right face” with military precision, easily maneuvering the obstacles in a slow trot and backing up to within inches of the judge’s stand. Sullivan’s horses also won a third prize in the four-in-hand class of the parade.

Matthew Sullivan with his winning horses in the obstacle course at the parade for the city's work horses.
Matthew Sullivan with his winning horses in the obstacle course at the Work Horse Parade. Library of Congress

On the losing end was Patrick Foley, who, according to the Tribune, “tooled a brilliant red wagon of the proportions of a freight car. It bore the name of the hay and feed company of Frank J. Lennon, and was whisked about by four iron gray Normans, any one of them worthy to have borne William at Hastings.” Foley’s horses also handled the obstacles with ease, but the prize went to Sullivan because his truck was bigger and heavier, and he drove his team in a trot the whole time.

The obstacle course was all the talk among the workmen in the West Street saloons that day. As workman Marty O’Hare told the press, “It beat the Ben-Hur chariot race all hollow.”

Work Horse Parade, [showing Anheuser Busch team], obstacle test, [New York]
Horses line up for the obstacle course at the Work Horse Parade in 1908. That year, it looks like Matthew Sullivan had more competition, including a team from Anheuser-Busch. Library of Congress

The Last Workhorse Parade

The last Workhorse Parade appears to have taken place in 1914. By then, the event was being sponsored by the New York Women’s League for Animals, which was founded by Mrs. Speyer in 1910 as an offshoot of the Women’s Auxiliary.

That year, life-saving medals were also awarded to several canine heroes: Trixie, a Japanese spaniel belonging to James Harcourt, received a medal for waking her mistress using her sharp little paws during a house fire. Bum, the Twelfth Precinct police dog, won a lifesaving medal for tearing off the burning clothes on a child; Great Dane police dog Jim, owned by H.T. Galpin, was awarded for saving his master’s life; and Olaf Hansen’s Newfoundland, Teddy, was recognized for saving two people from drowning in the Hudson River. 

Trixie, a Japanese spaniel belonging to James Harcourt, joined the reviewing stand to help greet the other dogs that passed by with their teams during a parade for work horse, 1914.
Trixie, a Japanese spaniel belonging to James Harcourt, joined the reviewing stand to help greet the other dogs that passed by with their teams during the last Workhorse Parade. New York Times, May 31, 1914

Can curiosity really kill a cat that easily if a cat has nine lives? What if curiosity almost kills a cat; how many lives does the cat still have left? The following tale about a cat that sailed from England to New York on the RMS Aquitania shows that curiosity doesn’t always kill; and perhaps, some cats have more than nine lives.

The poor kitten spent 8 days without food and water in a sealed mail sack on board the RMS Aquitania, which sailed from England to New York in December 1922.
The poor kitten spent 8 days without food and water in a sealed mail sack on board the RMS Aquitania, which sailed from England to New York in December 1920. Brooklyn Daily Eagle, January 2, 1921

On Saturday, December 11, 1920, employees at the New York General Post Office got a big surprise while opening some mail delivered to the United States from England via the steamship RMS Aquitania. Inside one sealed mail sack was a small male kitten.

According to the press, the gray tabby kitten must have been curious and found his way into the mail sack in Manchester, England, on December 3. The bag was placed in the ship’s mail hold with 6,100 other mail sacks and forgotten for eight days.

Every day that the kitten was in the mail sack without food and water, he lost one cat life.

When the Aquitania arrived in New York that Saturday morning, all of the mail bags were loaded onto the pier. A workman noticed a slight movement in the bag and began yelling. “Help! Murder! A bomb!” All the men on the pier ran for their lives in complete panic.

After the frightened men calmed down, one of the workers approached the mail sack and loaded it onto a truck. The package was rushed to New York’s General Post Office on 8th Avenue at 33rd Street.

RMS Aquitania
The Cunard liner Aquitania, built by John Brown & Company, Ltd., arrived in New York on June 5, 1914, on her maiden voyage. The ship accommodated 618 first-class, 614 second-class, and 1,998 third-class passengers, with a crew of 972. The ship was often referred to as Royal Mail Ship (RMS) Aquitania because it also carried mail.

After opening the bag, the employees watched in amazement as the kitten jumped out and staggered across the room. He made his way to a radiator, where he stood shivering and chewing on a piece of paper that he had carried from the mail sack.

The kitten was weak and pale and emaciated. Having gone eight days without food and water, the poor little thing was barely alive. There was no address and no stamps on the feline package, so the men surmised he was a stowaway who had somehow gotten into the mail sack.

In 1937, a white kitten adopted in France got to travel in style about the Aquitania with his new cat mom, Miss Doreas Wood of Springfield, Massachusetts. Miss Wood told the press that the kitten, who could purr in French, was the gift of an admirer in Paris.
In 1937, a white kitten adopted in France got to travel in first-class style about the Aquitania with his new cat mom, Miss Doreas Wood of Springfield, Massachusetts. Miss Wood told the press that the kitten, who could purr in French, was the gift of an admirer in Paris.

The employees purchased a bottle of milk and brought him into the fireroom (perhaps the boiler room) to get warm. Soon, the kitten began eating solid foods and putting on weight. The postal employees adopted the kitten, signed him up for a civil service position as a mouser on the feline police squad, and named him Kelly.

It was later discovered that the paper Kelly had been chewing was the fragment of a love letter. The “scientists” among the postal employees believed that the kitten’s life was saved by this letter. Their reasoning: it was a well-known scientific fact that love letters contain more calories than all the beefsteak and milk in the world.

The Éamon De Valera Mystery

Although many newspapers across the country picked up the story of Kelly the cat, the feline’s tale was upstaged by the story of another reported passenger on the ship’s return trip to England.

When the RMS Aquitania left New York on December 12, reports immediately began circulating that Éamon De Valera, president of the Sinn Fein Irish Republic, was among the passengers on the ship. It was surmised that De Valera was a stowaway, possibly working as a fireman or stoker or otherwise disguised.

Éamon de Valera.jpg

Cunard officials quickly denied the rumors that De Valera was a passenger, but they admitted he could have been a stowaway on the ocean liner.

Those in the Irish circles believed that if he was on the ship, he would not disembark in England, where he would be immediately arrested. He would instead get off on French soil, so to speak.

So, police in Cherbourg were extra vigilant in checking the passports of all 700 passengers getting off at that port.

Harry Boland, secretary to De Valera, said rumors that the political leader was on the ship were “a joke,” and that he was still in New York and preparing to continue his speaking tour in the United States.

Boland’s statement was apparently also a joke. A week after Christmas, on December 31, Boland announced that De Valera had arrived safely back in Ireland.

Boland said it would be treason for him to disclose how his boss left the country and made it to Ireland, but he intimated that he sailed from a United States port. “Just say he went over on the Irish presidential yacht,” Boland told the press.

As one newspaper noted, “The public may never know how De Valera managed to reach Ireland.” Maybe somebody should have checked all the mail sacks on the Aquitania on its return trip to England…

Eamon de Valera (center) met with members of the Friends of Irish Freedom at the Waldorf-Astoria Hotel.
In June 1919, de Valera (center) met with members of the Friends of Irish Freedom at the Waldorf-Astoria Hotel. A native New Yorker, de Valera wanted to “tell the world the prospect for Irish freedom” and to appeal to America to stand by the Irish republic and recognize it before the world. Also pictured are Diarmuid Lynch, Justice Hendricks,, J.W. Goff, Judge Daniel Cohalan, John Devoy, and Justice Edward James Gavegan.
Following her two-day adventure, Betty posed with one of her kittens on the Lackawanna Limited train at Hoboken, NJ.
Following her two-day adventure, Betty posed with one of her kittens on the Lackawanna Limited train at Hoboken, NJ. New York Daily News

On January 8, 1933, Betty, chief mouser of the Lackawanna Terminal at Hoboken, NJ, hitched a train ride on the Lackawanna Limited to Dover, N.J. It was her first train trip since joining the crew at Hoboken four or five years earlier.

The story of Betty’s train adventure was covered in all the New York-New Jersey metro area newspapers and in papers as far away as California and Miami.

As the Miami Herald noted, Betty not only had a weekend adventure “the like of which few cats are privileged to experience,” she also disrupted the entire Lacakwanna Railroad system with her feline antics.

“Betty’s a different kind of cat,” station-master Henry Byrnes explained to the press. “I don’t understand her acting up like this, without warning. I guess she got a touch of that old itching foot, like most humans get sometimes.”

Betty’s Adventure on the Lacakawanna Limited

According to the story, Betty chose the Lackawanna Limited, the crack daylight train to Buffalo, for her excursion. Leaving her two kittens behind, she sauntered past gateman Al Brody and jumped on the forward truck of the fourth coach like a seasoned hobo. (The truck is the structure in which the train’s axles and wheels were attached).

Unlike Commissioner, the police cat that jumped off the Brooklyn Bridge and took a train to Utica, New York, in 1907, Betty didn’t quite make it that far.

Lackawanna Limited train
Betty chose the Lackawwana Limited (later called the Phoebe Snow), which traveled from Hoboken to Buffalo via stops in New Jersey and Pennsylvania. She made it to the fourth stop in Dover, NJ, perched precariously on the trucks beneath the day coach.

Thirteen minutes later, the baggage men at Newark completely missed her as they loaded the train. The train then sped passed Morristown, where, at 11:07 a.m., a baggage man saw a bundle of gray fur curled up on the forward truck, a few trains behind the locomotive.

The Morristown crew telegraphed ahead to Dover to let them know that the train had a stowaway. Dover was a flag stop for the Lackawanna Limited, meaning if there were no passengers, the train would keep speeding westward. On this day, baggage man Frank Batson raised the flag and the train rolled to a stop, 37 miles from Hoboken.

After a quick search, Batson found Betty, her whiskers pushed back a bit by the high winds and her fur a bit ruffled, but otherwise as calm as can be. According to her rescuers, she looked content and ready to continue her voyage.

Betty’s composure changed when the men tried to grab her. “You wouldn’t have known her for the quiet, respectable cat she was around her home station,” the men told the press. “She put her back up, took a hold on the truck with her claws and spit, most disrespectful. Then she hopped off the train and ran away.”

Lackawanna Station in Dover, N.J.,
Betty made it as far as the Lackawanna Station in Dover, N.J., pictured here in 1907.

When news of Betty’s escape reached station-master Henry Byrnes in Hoboken, he frantically called for help. Off-duty trainmen were notified to join in the search, as were the Dover police. All that night, the men searched the Dover yards with lanterns.

Two days later, the men found Betty in a nearby lumberyard. When the No. 6 train from Chicago came through, the train was flagged down to take a passenger. The conductor and porters jumped off, ready to assist the passenger with his or her baggage.

“Great snakes!” the conductor shouted as Betty was placed in his care. The hobo mouser returned to Hoboken in the baggage compartment.

When Betty returned back home, the men held a grand reception for her. Al Brody, the gateman who let the cat pass him on Sunday morning, said he felt very bad about failing to spot her.

Lackawanna Terminal, Hoboken
Betty was the chief mouser of the Lacakwanna Terminal, aka the Hoboken Terminal, pictured here in 1907, the year the terminal was constructed for the Delaware, Lackawanna & Western railroad. The site of the terminal has been used since colonial times to link Manhattan Island and points west. Colonel John C. Stevens of Revolutionary War fame started the first steam-powered ferry service from here to New York City in 1811.

“If she were a kitten with flighty ideas, you might explain it just that way,” Brody said. “But you take a cat that’s been a widow eight times, like she has, and try to figure it out, and you’ll have to sit up nights and maybe get a tower job with plenty of time for thinkin’, and still get nowhere.”

The press had a lot of fun with Betty’s story. One newspaper suggested the much-married cat galivanted off to Buffalo to visit a boyfriend, who had sent her a cat-o-gram. Thinking she was an employee of the railroad and thus entitled to ride the rails for free, she put on her fur coat and boarded the train.

Another newspaper said that perhaps Betty ran away because she had been wed too many times. She was tired of caring for kittens year after year, and was in search of an adventure all on her own.

Station-master Byrnes came up with his own reason for Betty’s antics. He surmised that the cat was upset that she didn’t get her usual turkey meal on Sunday morning, because the restaurant at the Lackawanna terminal was closed. She may have decided to jump on the train in search of an open eating establishment.

Whatever her motive was, that evening the one-time hobo cat received a turkey dinner fit for a railroad magnate.

The Lackawanna Limited

The Lackawanna Limited" pulls into Slateford Junction, Pennsylvania
The Lackawanna Limited” at Slateford Junction, Pennsylvania. As one railway employee noted, the train offered speed, comfort, safety, beautiful scenery, and excellent food. Poor Betty the cat only experienced the speed.

With its modern equipment and convenient schedules, the Lackawanna Limited was one of America’s most famous trains. It operated daily from New York and through the Pocono Mountains to Buffalo, with through trains to Cleveland and Chicago.

The Lackawanna Limited made its first run in 1899. Rail travelers were very impressed with the scenery as well as the train’s speed: On its initial run, the train made the 410-mile trip in eight hours.

In 1949, the Lackawanna began modernizing its mainline passenger diesel-powered coaches. The Lackawanna Limited was modernized and renamed the Phoebe Snow, which ran for 11 years as a DL&W train and then as an Erie Lackawanna train from 1963 until November 1966. 

Sadly, the Lackawanna Limited is most remembered now for a deadly crash that took place on August 30, 1943. That day, the Lackawanna Limited No. 3 crashed into a freight train in Steuben County, New York, killing 29 of the 500 passengers aboard. A little girl named Betty Andrews, age 9, was one of the youngest of the fatalities on that day.

Lackawanna Limited train wreck, August 30, 1943. Pittsburgh Sun-Telegraph
Lackawanna Limited train wreck, August 30, 1943. Pittsburgh Sun-Telegraph