National Aspirations, Financial Chicanery and the Ultimate Destiny of the Bee Line Railroad

Leander M. Hubby (Biographical Cyclopedia and Portrait Gallery of the State of Ohio, Vol. 4. Cincinnati: Western Biographical Publishing Company, 1887); First Annual Report Cover, Cleveland, Columbus, Cincinnati and Indianapolis Railway, books.google.com.

On December 5th 1868, a home gas stove explosion nearly killed and “terribly burned” longtime Cleveland, Columbus and Cincinnati Railroad (CC&C) president, Leander M. Hubby. For more than a decade Hubby had led this regional powerhouse as it solidified its financial grip on the Bee Line component railroads. Along the way, he earned an almost patriarchal reputation among officers and men of the road’s operating corps.

Routes of the Cleveland, Columbus and Cincinnati Railroad , Cleveland, Columbus, Cincinnati and Indianapolis Railway
Routes of the Cleveland, Columbus and Cincinnati Railroad (green; Bee Line), Bellefontaine Railway (red) and Cleveland, Columbus, Cincinnati and Indianapolis Railway (green and red), courtesy of Erin Greb Cartography.

In May 1868 Hubby had assumed the presidency of the successor railroad that, for the first time, combined the Bee Line components roads into a single legal entity: the Cleveland, Columbus, Cincinnati and Indianapolis Railway (CCC&I). Unfortunately, his near-death experience effectively sidelined Hubby until he officially resigned his role in September 1870.

Oscar Townsend (Crisfield Johnson, History of Cuyahoga County, Ohio. D.W. Ensign & Co., 1879.); Hinman B. Hurlbut (J. Fletcher Brennan, ed., Biographical Cyclopedia and Portrait Gallery of the State of Ohio, Vol. 1. Cincinnati: John C. Yorston & Co., 1880.)

Into this leadership vacuum stepped a new duo of recently ensconced Bee Line board members. Oscar Townsend’s board appointment in September 1868 closely followed Hinman B. Hurlbut’s similar election at the formation of the CCC&I that May. Then, following Hubby’s unfortunate accident and subsequent resignation in 1870, the Townsend/Hurlbut duo formally assumed their heretofore-tacit responsibilities as president and vice president. They could not have written a more perfect script.

Hurlbut had joined the Bellefontaine Railway’s board and finance committee at its formation in 1864. His Cleveland-centric banking business included numerous Cleveland Clique clients. Soon he was part of the group. Hurlbut had purchased the charter of Cleveland’s Bank of Commerce in the 1850s and reorganized it as the Second National Bank.

Oscar Townsend began his career with the CC&C as a laborer in 1848. Between 1856 and 1862 he advanced through the ranks of its Cleveland freight office. Townsend shifted to Hurlbut’s Second National Bank in 1862, learning his banking skills at Hurlbut’s knee.

The CC&C’s longstanding general ticket agent S. F. Pierson reported, in an exposé on the demise of the railroad, that Hurlbut had tapped the bank of its financial strength by the time he left it in 1865. While one flattering biographer characterized Hurlbut’s exit as due to “the arduous labors and close application necessitated by these and other financial tasks he had undertaken,” Pierson had a different take.

Samuel F. Pierson
Samuel F. Pierson (The Biographical Directory of The Railway Officials of America for 1887. Chicago: The Railway Age Publishing Company, 1887: 252)

From Pierson’s perspective, Hurlbut “retired, consequent upon the destruction of more than its [the Second National Bank’s] entire surplus, and some of the securities and private deposits of the Bank. These…had been abstracted, and the money lost in speculation. The cashier had ended his own life in a painfully tragic manner, and Mr. Hurlbut was permitted to retire.”

It was about this time that Oscar Townsend also left the bank and segued to a superintendent’s role overseeing the Western Department of the Empire Transportation Company. Such businesses were immensely profitable and important extensions of the railroads they served in the post-Civil War era. Responsible for developing relationships with key shippers, businesses such as the Empire Line “fast freight” often decided which railroads would transport the huge amounts of freight under their control.

Empire Line “fast freight” boxcar
Empire Line “fast freight” boxcar (The Official Railway Equipment Register, Vol 23, No 9, February, 1908. New York: The Railway Equipment and Publication Company, 1908: 50.)

At the same time, nearly all railroad presidents quizzed by an 1867 Ohio Special Legislative Committee confessed they had been offered fast freight line stock “on favorable terms, or as a gratuity.” Enticed railroad directors began to work in concert with the “fast freights” to direct high-value freight traffic over their favored “fast freight”. This left only bulkier and less profitable local freight for the railroads themselves.

Inasmuch as the CCC&I started life in 1868 as a “financiers” railroad, Townsend and Hurlbut fit right in. By the time of Hubby’s retirement in 1870, they took control.

David Kilgore, author’s personal collection.

In the Bee Line’s new form, an old and wily politician to handle the Hoosier “good old boy” network was no longer needed. The long railroad career of David Kilgore came to an end in February 1870. And with his departure went the last vestige of the Hoosier Partisans.

Routes of the Atlantic and Great Western Railway, Erie Railway, Cleveland, Columbus, Cincinnati and Indianapolis Railway, Cincinnati, Hamilton and Dayton Railroad
Routes of the Atlantic and Great Western Railway (blue), Erie Railway (orange; partial), Cleveland, Columbus, Cincinnati and Indianapolis Railway (green; Bee Line), and Cincinnati, Hamilton and Dayton Railroad (purple). Courtesy of Erin Greb Cartography.

Only one significant transregional railroad would be constructed during the Civil War. The amalgam of railroads that became known as The Atlantic and Great Western Railway Company (A&GW) would stand by itself. With huge capital infusions from London and Continental investors, the road opened for business in August 1865 along its entire 388 mile route from Salamanca in Upstate New York to Dayton Ohio.

The first Atlantic and Great Western train arrives in Kent, Ohio, 1863
The first Atlantic and Great Western train arrives in Kent, Ohio, 1863. Courtesy of Kent (Ohio) Historical Society.

Nefarious London rail broker-cum-financier James McHenry had cajoled voracious  English and European investors to fund the improbable A&GW project. Exploiting his role as proxy for these complacent capitalists, McHenry seized control of the road Ohioan Marvin Kent had brought to life in the 1850s. And by the early 1870s, he also commandeered the board of the Eastern trunk line intersecting with the A&GW at Salamanca: The Erie Railway. Now, he needed an outlet to St. Louis to complete his domination of railroads extending from New York City to the West.

(L to R): Marvin Kent, courtesy of Allegheny University, Pelletier Library Special Collections, Reynolds Collection; James McHenry, Courtesy of Pelletier Library (Reynolds Collection), Allegheny College, Meadville, PA.; Peter H. Watson (Edward Harold Mott, Between the Ocean and the Lakes: The Story of Erie. New York: John S. Collins, 1901.)

James McHenry’s financial flimflam with A&GW’s European investors always left free cash with which to subsidize his own schemes. He had used some of those funds to insert Peter H. Watson as president of the Erie Railway in 1872. Watson became McHenry’s conduit to Hinman B. Hurlbut and the Bee Line. McHenry would sprinkle a substantial amount of cash on Hurlbut, and their subterfuge to assume control of the CCC&I.

Within weeks of Watson’s elevation to Erie’s presidency, he penned a letter to McHenry:

I opened negotiations with the parties controlling this road [CCC&I], and my success was greater and more rapid than I could have hoped. The result is embraced in the conditional agreement made by you with Mr. Hurlbut.

Hurlbut convinced members of the Cleveland Clique to sell their shares before word of an impending takeover became public. He then conveyed the acquired shares, and others from the Bee Line treasury, to McHenry. As S. F. Pierson noted:

…several members [of the CCC&I board] were …retired from active pursuits, and not disposed to take much trouble in the matter; and of the balance, one portion used the Vice-President [Hurlbut] to further some scheme of their own, and the other hoped he might want to use them.

When the A&GW’s plans for the CCC&I became public in early 1873, members of the Cleveland business establishment and other New York investors were completely flummoxed. After all, the A&GW showed assets of less than $40 million while reporting liabilities of more than $120 million. By comparison, the CCC&I was of robust but declining financial health. S. F. Pierson was stunned, noting, “Vice President [Hurlbut] has unbolted our doors from within.”

John H. Devereux (J. Fletcher Brennan ed., Biographical Cyclopedia and Portrait Gallery of the State of Ohio, Vol. 1. Cincinnati: John C. Yorston & Co., 1880.)

John H. Devereux, soon to become a key player in the final destiny of the Bee Line, painted a more colorful picture. He characterized the possibility as “an attempt to chain a living man to a dead corpse.” Before long, as orchestrated by James McHenry, Devereux would become President of both the Bee Line and the A&GW, and vice president at the Erieall at the same time!!

McHenry had arranged for Devereux’s CCC&I presidential appointment as soon as the A&GW assumed financial and board control of it in April 1873. Devereux’s installation quelled some of the Bee Line stockholders’ angst, given his upstanding reputation as a railroad executive. But when Ohio’s legislature blocked McHenry’s plan to lease the CCC&I to the anemic A&GW, the Bee Line shareholders’ attitude shifted.

Still seeking to run the A&GW and CCC&I as a single entity in spite of his failed leasing scheme, McHenry orchestrated Devereux’s appointment as general manager at the A&GW. By January 1874 he was bumped up a notch to president – while still heading the rival Bee Line!

The Bee Line shareholders had had enough. In an effort to oust McHenry’s A&GW and Erie board proxies, they orchestrated a massive CCC&I shareholder turnout for the March 1874 annual meeting. The opposition candidate slate included several former Cleveland Clique members, New York investors, and one Hoosier: David Kilgore.

And in an interesting twist, deposed CCC&I president Oscar Townsend headed the opposition – until Hinman Hurlbut brought to light Townsend’s involvement in a freight payola ring. The revelation tipped the balance. The opposition suffered a narrow defeat. There would be no Hoosier Partisan revival.

Longer term, James McHenry’s self-induced financial problems would only mount. His tenuous grip on the A&GW and CCC&I slipped away at the hands of Peter Watson’s 1874 Erie Railway successor: Hugh H. Jewett. Jewett would extricate the Erie from McHenry’s grasp, and push him to near-bankruptcy.

(L): Hugh J. Jewett (Edward Harold Mott, Between the Ocean and the Lakes: The Story of Erie. New York: John S. Collins, 1901.) (R): William H. Vanderbilt (Harper’s Weekly 29, no. 1513 [December 19, 1885].)

John Devereux remained president of both the Bee Line and A&GW (exiting bankruptcy as the New York, Pennsylvania and Ohio Railroad [NYPA&O; Nypano]) until 1881. At that time William H. Vanderbilt, of New York Central Railroad fame, sought control of the Bee Line to assure an entry into Cincinnati and St. Louis. Devereux had taken control of the linchpin to Cincinnati: the Cincinnati, Hamilton and Dayton Railroad. He soon yielded to Vanderbilt’s advances.

By 1889 the Bee Line and the Indianapolis and St. Louis Railroad it controlled (between Indianapolis and St. Louis) would be folded into another Vanderbilt-controlled railroad and emerge as the Big Four route.

Route Map of the Big Four Route
Route Map of the Big Four Route (the Cleveland, Cincinnati, Chicago and St. Louis Railway), c1900. Courtesy of the New York Central System Historical Society.

In making this decision Devereux, in his role as president of the NYPA&O, effectively parted ways with a livid Hugh Jewett and the Erie. A week later Devereux resigned. Soon, the Erie would subsume the NYPA&O.

Route Map of the Erie Railroad 1930
Route Map of the Erie Railroad, c1930.

The die was now cast for the future of the Bee Line as well. Its destiny would lie with Vanderbilt’s New York Central.

Oliver H. Smith
Oliver H. Smith, Courtesy of the Indiana Historical Society.

It had been a long journey since 1848, when Oliver H. Smith challenged the citizens of east central Indiana to avoid being bypassed by the technological marvel of the age. They would heed his warning by their investment in the Indianapolis and Bellefontaine Railroad – the Bee Line’s Indiana segment.

Smith’s prescient vision proved to be uncannily accurate. It was if he had penned Indiana’s state motto: “the Crossroads of America.” But for the Bee Line, it might never have come to pass.

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Henry S. Lane: Architect of Indiana’s Republican Party

Henry S. Lane was the consummate politician for the turbulent times that spurred him into action. He regularly put party before personal ambition and was modest enough to affect change from behind the scenes with little glory. He was, perhaps more than any of the other political players involved, the prescient architect responsible for creating the Indiana Republican Party in the 1850s. But he is often overlooked and overshadowed by more dramatic characters. He did not make bold and controversial decisions like Oliver P. Morton. He did not bravely stand in opposition to slavery like George Washington Julian. Instead, he was a discerning compromiser and a shrewd political operative, essential qualities in a period marked by division and the gathering clouds of Civil War. Perhaps no man except Lane could have united the disparate factions squabbling over an array of issues to create a stalwart party able to challenge the Southern-sympathizing Indiana Democrats.

Henry S. Lane, circa 1850. Image accessed from Crawfordsville District Public Library Image Database, Montgomery Count Historical Society Collection.

From such a grand description, one might picture Lane as a stately figure in the vein of peers such as Thomas A. Hendricks or Schuyler Colfax. However, Lane’s outward appearance did not reflect his astute political brain. He was tall, skinny, and pale. He was missing his front teeth and, in donning a blue denim suit, he did nothing to craft the appearance of a statesman. On top of everything, he chewed tobacco, a custom associated with the antebellum South.

Geo. A. Ogle & Co., Standard Atlas of Montgomery County, Indiana, 1917, Indiana Historic Atlases Collection, Ball State University Digital Media Repository.

This seemingly unimpressive figure, however, delivered some of the finest speeches ever orated by a Hoosier politician. For example, the Fort Wayne Standard described his 1854 keynote address at the People’s Party Convention as “soul-stirring and eloquent” and lamented their inability to describe his language sufficiently. His political savvy and oratory skills played no small part during one of the most exciting and tempestuous periods of Indiana political history.

Henry Smith Lane was born February 24, 1811 in Kentucky. By 1834, he settled in Crawfordsville, Montgomery County, Indiana, where he would maintain his permanent residence for the rest of his life. He quickly rose to prominence in Crawfordsville. He gained admission to the Indiana bar soon after arriving in the community. In 1837, at the age of twenty-six, he won a seat in the Indiana House of Representatives as a member of the Whig Party.

“Henry Clay”  New York Public Library Digital Collections. Accessed June 2, 2017. digitalcollections.nypl.org

On August 3, 1840, as the result of a special election, Lane won an open seat in the U.S. House of Representatives. In Congress, he caucused with fellow Whigs such as former President John Quincy Adams, future president Millard Fillmore, fellow Hoosiers Richard W. Thompson, and ex-governor David Wallace. Lane won re-election to a full term on May 3, 1841 and served until August 6, 1843. Historian Walter Rice Sharp described Lane’s time in the U.S. House: “He delivered few speeches and introduced no measures of his own. But upon occasion he would launch forth with an impromptu outburst of feeling which indicated a depth of conviction.” Apparently, Lane’s limited but impassioned participation was enough to earn the respect of his idol and Whig Party leader Henry Clay.

Evansville Journal, June 6, 1844, 2, accessed Hoosier State Chronicles

When Clay won the Whig Party’s presidential nomination in 1844, Lane took to the campaign trail. Although he recently considered dropping out of politics due to a personal tragedy, Lane consented to be named as a candidate for state elector on the Whig ticket. He traveled across Indiana, and delivered public speeches in support of Clay for president. For example, the Evansville Journal reported on a June meeting to ratify Clay’s nomination at Tippecanoe Battle Ground: “Hon. Henry S. Lane of Montgomery, being loudly called for, took the stand and addressed the immense multitude in exposition of the principles and aims of the Whig party.” After Lane enthusiastically praised Clay and the party, the Indiana Whigs heartily ratified the nomination. He increased his efforts on behalf of Clay in the fall and one can follow his speaking trail through the newspapers using Hoosier State Chronicles. From August through October the (Brookville) Indiana American reported on Lane’s appearances at “Whig Mass Meetings” in Rockville, Lafayette, Logansport, Goshen, Fort Wayne, LaPorte, and Terre Haute.

The Democratic Party, however, was re-gaining dominance in Hoosier politics. The Whigs lost major ground in the 1844 state elections. In the presidential election, Hoosiers reflected the national choice of Democrat James K. Polk over Clay. Among other issues, the Whig Party failed to sense a changing economic climate. The country was in an expansionist mindset and the Democrats catered to this hunger for land and the imagined opportunities associated with it. Polk advocated for the addition of Texas and Oregon into the Union, satisfying the public’s desire for expansion, but also rocking the delicate balance of Slave and Free states that would soon lead to the Civil War. Lane had thought little about slavery thus far, and it would have been hard to imagine at this point in time, that he would one day unite the anti-slavery factions in Indiana.

Frank M. Hohenberger, “Lane Place, 212 South Water Street, Crawfordsville, Indiana,” Frank M. Hohenberger Collection, Lilly Library, Indiana University.
Mexican War Broadside,1846-1848, National Museum of American History, Smithsonian Institution,

Clay’s defeat reinforced Lane’s earlier desire to withdraw from politics. In 1845, he re-married (after being widowed) and focused his efforts on building a large white house in Crawfordsville which he named Lane Place. It was built to last – it still stands – and to serve as a quiet retreat from the national stage. His country, however, soon needed him. According to Lane biographer Michael Hall, Lane objected to Polk’s declaration of war on Mexico in 1846 on partisan political grounds. Yet as a patriot, he felt called to serve. He organized a group of volunteers who assembled outside Lane Place in June of 1846 and left home for war.

Over a month later, Major Lane and the First Infantry Regiment of Indiana Volunteers arrived at the Texas-Mexico border. The camp they found there was “hell upon earth,” according to Lane. The regiment waited in vain for months to be ordered into battle. Meanwhile, Lane and the other officers watched as their troops contracted and succumbed to malaria, dysentery, yellow fever, and other diseases. Lane wrote in his journal, “We shall bury a great many of our best men before we leave this miserable camp.” Despite repeated requests for an active assignment, Lane (now a lieutenant colonel) and his men returned to Indiana after ten months of inaction, disillusioned by their experiences. According to Hall, this event also embittered Lane to both the Whig and Democratic parties and “the bureaucratic bungling that caused the inefficiency he witnessed and had contributed to the war’s cause.” By 1847, Henry S. Lane anticipated the need for a new political party, but the climate would not be ripe for another seven years.

Zachary Taylor was the last Whig to win the presidency when he defeated Democrat Lewis Cass in the 1848 election. The new president was also a slaveholder. Hall claims that Lane “constantly criticized” Taylor, and thus further distanced himself from the Whig Party. However, a search through Indiana newspapers using Hoosier State Chronicles shows that Lane, putting party before personal sentiment, offered half-hearted support for Taylor. For example, the Indiana State Sentinel reported in February 1848, that Lane spoke to an audience of “Taylorites” in Crawfordsville. Lane described Taylor as “an American of capacity, of honesty, and merit” and reported that he offered his support for the obscure reason that “as the people are all going for him, I wish to keep out of the crowd.” However, Lane seemed more enthusiastic about his party that fall. The (Brookville) Indiana American reported on a gathering of many leading Midwestern Whigs and a large audience “who had left their shops, farms, and daily occupations to spend a day of two in honor of Zachary Taylor – the people’s candidate for the Presidency.” The paper described Lane, one of the main speakers at the event: “[T]hat gallant Whig champion and eloquent orator of our own State, Henry S. Lane, of Montgomery [County], was called for, and mounting a table at the door, he poured forth a flood of political truths which elicited shouts of applause! The old Whig fire seemed to be rekindled anew upon every altar, and not until a late hour, was he permitted to leave the stand.”

“Fort Harrison Meeting,” (Brookville) Indiana American, September 15, 1848, 1, accessed Hoosier State Chronicles.

Political defeat, however, soon doused Lane’s fire. His 1848 loss to Joseph E. McDonald for the U.S. House of Representatives made clear that, much like the Whig Party itself, his political and moral stances were in flux. He was a Whig “in name only,” according Hall, but newspapers such as the Indiana State Sentinel recognized him as “the most prominent member of that body.” More importantly, he had yet to take a clear position on slavery. While the Montgomery (County) Journal called him a “champion of human rights and freedom” who would check the expansion of slavery, the Sentinel noted that he had made no anti-slavery promises on the campaign trail. The paper reported that they hoped he would “define his position . . . and . . . openly declare whether he will support Taylor’s bidding or not.” Lane lost the election, and by this point in history, Indiana was solidly Democratic.

Clay Defending the Compromise of 1850, New York Public Library Digital Collections. 

Lane’s response to the Compromise of 1850 epitomized his ambivalent stance on slavery. Like most Whigs, Lane supported this set of bills that temporarily eased tensions between pro and anti-slavery interests at the expense of actually solving the problem of slavery. Like Clay, Lane was morally opposed to the institution of slavery but politically only opposed the extension of slavery into new U.S. states and territories. (This is a marked contrast to George Washington Julian, for example, a staunch abolitionist who fought to rid the nation of slavery completely.) Also like Clay, Lane did not imagine the Missouri Compromise of 1820, which put limits on slavery’s expansion in the U.S. Territories, would ever be repealed. All Whigs, however, did not see the issues the same way as Lane and Clay. The Compromise of 1850 highlighted the sectional divisions in the Whig Party, while at the same time creating an uneasy peace. Henry Clay’s death in 1852 served as a harbinger of the Whig Party’s fate. A few short years thereafter, the party membership fractured over a piece of legislation that destroyed the tentative sectional truce.

 

“A New Map of Nebraska, Kansas, New Mexico, and Indian Territories,” 1856, Digital Commonwealth Massachusetts Collections Online.

In 1854, Congress passed the Kansas-Nebraska Act which repealed the Missouri Compromise. The bill was sponsored by Illinois Democratic Senator Stephen A. Douglas (who would later run for president against Abraham Lincoln) and signed into law by Democratic President Franklin Pierce. While initially a huge setback for the anti-slavery movement, opposition to this law and to the Democratic administration worked to mobilize disparate political groups against a common cause. This was the perfect climate to organize the new party that Lane and others had envisioned years earlier.

Among those Americans who were united against the extension of slavery into new territories their opinions on slavery itself varied widely. Many anti-slavery adherents opposed the western spread of slavery, but had little interest in the fate of enslaved peoples in the South. Whites who worked in agriculture and industry opposed slavery’s expansion because they did not want to compete with slave labor in the North or in new territories. For the anti-slavery politicians and electorate who favored emancipation, there were debates on how to accomplish this. Some groups favored emancipation only over an extended period of time. Even within this “gradual emancipation” position there were debates as to whether or not slaveholders should be compensated or not as a result of their loss of “property.” Even if an anti-slavery faction favored emancipation they often advocated that the freed African Americans should be removed from America and colonized in Africa. Only a small percentage of anti-slavery supporters abhorred the institution as an affront to God and labored for its immediate abolition and citizenship rights for African Americans. Despite these sometimes vastly different positions, the desire to stop slavery’s spread was a unifying aim, and in July 1854, former Whigs, anti-slavery Democrats, Free Soilers, and others organized to form a new national party: the Republican Party.

“The People’s Convention,” Indiana Journal, reprinted in Evansville Daily Journal, July 15, 1854, 2, accessed Hoosier State Chronicles.

In Indiana, Lane and other prominent ex-Whigs called for a state convention to be held July 13, 1854 for the purpose of organizing a new party. Historian Walter Sharp wrote that “Lane, with his wealth of persuasive eloquence and his unblemished character, was clearly the prime mover of this inner council.” That day, ten thousand people reportedly rallied at Indianapolis to protest the Kansas-Nebraska Act. These included Hoosiers favoring political issues that ranged from alcohol-adverse temperance advocates to anti-Catholic, xenophobic Know-Nothings to defecting Democrats to staunch abolitionists. It was clear to Lane that the new party must include all of these diverse political voices, and unite them against slavery’s expansion. Thus, Indiana’s arm of what would in ensuing years become the Republican Party, had to be more moderate in order to be more inclusive. Lane and other leaders chose to call it the People’s Party. They reasoned that by avoiding the name “Republican” they could avoid the association with the eastern abolition movement that many Hoosiers saw as too radical.

“Preliminary Meeting of the Great Mongrel Convention,” (Indianapolis) Indiana State Sentinel, July 15, 1854, 2, accessed Hoosier State Chronicles.

Democratic newspapers had their own, more colorful names, for the new party. The Indiana State Sentinel referred to the July meeting as the “Isms Convention” and the “Great Mongrel Convention,” criticizing the sheer number of different ideologies that the party was attempting to reconcile. Another Democratic paper, the Worcester (Massachusetts) Transcript, called it “a Free Soil Convention in disguise.” The Sentinel also hyperbolized, calling the People’s Party the “Abolition Free Soil Party” in an attempt to scare off the conservative Know-Nothings and defecting Democrats.

Despite the efforts of detractors, the convention was a success. This was due in large part to Lane’s unifying speech where he outlined the platform of the new party. He appeased the prohibitionists by calling for a liquor ban and the Know-Nothings by calling for a “lengthy citizenship” process, all without offending the German immigrant members in their midst. Mostly, however, he set the party in opposition to the detested Kansas-Nebraska Act and the expansion of slavery into the territories. Lane biographer Hall explained that his speech, “Molded the various confederations of political doctrine into one shaky, but significant movement.” The (Huntington) Indiana Herald praised Lane’s speech and delighted over his criticism of Democratic U.S. Senator John Pettit who recently spoke in Indianapolis in support of the reviled Kansas-Nebraska Act and famously stated during the Senate debate on the act that Jefferson’s statement included in the Declaration of Independence that “all men are created equal” was “a self-evident lie.” The paper reported:

[Lane’s] address was of the most soul-stirring and eloquent character. We cannot pretend to give his language, and if we could, no one, unless they heard him, could form an idea of his style oratory. His defense of the glorious Declaration of Independence from the foul aspirations of Petit [sic], was the finest specimen of terrible denunciations that we have listened to for many years. Had that individual been present, as brazenfaced as he is, he must have wilted down under the Atlas load of scorn piled upon him by the eloquent Lane.

Of course, the Democratic Indiana State Sentinel had a different view of Lane’s speech. The paper complained that Lane’s stance was simply to oppose anything the Democrats advocated. The Sentinel also made fun of Lane’s folksy, rustic manner of speaking:

If a set of Democratic resolutions were to embody the Ten Commandments, Henry S. Lane would be “agin ’em”. . . If he knows which side the Democrats are on, he is always on the other side, and his only guide has ever been opposition to Democracy.

“Preliminary Meeting of the Great Mongrel Convention,” (Indianapolis) Indiana State Sentinel, July 15, 1854, 2, accessed Hoosier State Chronicles.

In a way, the Sentinel was right. Lane knew that perhaps the only thing this heterogeneous group of Hoosiers had in common, was opposition to the Democratic Party and the Kansas-Nebraska Act. The official platform set forth by the People’s Party was simple. First, they opposed the extension of slavery. Second, they advocated for laws to “suppress the traffic in ardent spirits as a beverage.” And third, they opposed everything laid out by the Indiana Democratic Party during their recent convention. One example of the platform’s moderation was seen when the abolitionist George Washington Julian introduced a minority report calling for a stronger stance against slavery and the Fugitive Slave Law. The convention quickly tabled Julian’s request. Nonetheless, the Indiana People’s Party rode their non-traditional platform to success in the 1854 elections statewide; they took nine out of eleven congressional races and gained a majority in the lower house of the Indiana General Assembly.

“Hon. Henry S. Lane,” Records of the Office of the Chief Signal Officer, National Archives.

Lane exerted great influential in steering the new party toward a moderate stance on slavery. He recognized that most of Indiana’s electorate saw the abolition movement as too radical. At this delicate time, he was careful to speak only against the extension of slavery, and did not advocate for its abolition. In 1855, he wrote to Indiana Congressman Schuyler Colfax, “We must resist the encroachment of Slavery, if we would preserve the rights of Freedom.” Despite his moderation, Democratic papers charged Lane with being an abolitionist. While Lane was certainly not an abolitionist, his views on slavery were shifting towards opposing the institution itself, not just its extension.

During the 1856 election year Lane remained a key figure in the Indiana party and began making waves nationally as well. In 1856, Lane chaired the People’s Party Convention in Indianapolis and the Republican National Convention in Philadelphia that nominated John C. Frémont for president (and had the crafty campaign slogan: “Free labor, free soil, free men, Frémont”). In his 1856, Lane addressed the Republican National Convention, and reiterated that the party opposed only extension of slavery, not its abolition, but added that he believed the Declaration of Independence to be “an anti-slavery document.” He described the Republican Party as representing “every shade of Anti-slavery sentiment in the United States” and that the party hoped to see a time when God would “look upon no slave North or South.” He continued:

Freedom is national. Freedom is the general rule. Slavery is the exception. It exists by sufferance. Where it does exist under the sanction of the law, we make no war upon it. Does that constitute us Abolitionists, simply because we are opposed to the extension of slavery? If that makes an Abolitionist, write ‘Abolitionist’ all over me.

The Crawfordsville Journal reprinted Lane’s speech. The only editorial comment the Journal provided was this: “We give it to our readers without note of comment, as it was reported for that paper. We consider it, however, a master stroke of Western eloquence. Let everybody read it.”

“Col. H. S. Lane’s Speech at the Philadelphia Convention,” Crawfordsville Weekly Journal, July 3, 1856, 1, accessed Hoosier State Chronicles.

Back home in Indiana, Lane again demonstrated his political savvy and ability to put party before personal ambitions in an attempt to strengthen it for the 1856 election. Lane was the preferred pick for gubernatorial nominee among some party leaders for his skill, experience, and unifying effect. However, Lane knew Oliver P. Morton would be the candidate with a better chance of winning. Morton had been a Democrat until just before the People’s Party’s organization and had no record of anti-slavery rhetoric. A former Democrat was likely to draw the support moderate and disillusioned Democrats as well as former Know-Nothings, who were not thrilled with the participation of Lane and others in the Republican National Convention (as they still considered the national party too radical). Despite this creative maneuver, Morton lost the election. Democrats won the state and the national election making James Buchanan, supporter of strict fugitive slave laws and the rights of states to decide the slavery issue, the leader of a divided nation.

Over the next four years, the People’s Party aligned itself with the national platform and adopted the name “Republican.” As the Indiana party looked toward the 1860 election year, Lane looked toward Washington and a Senate seat. He also applied what he knew about offering the voters moderate candidates who could appeal to various factions. He used this knowledge when he threw the Indiana delegation’s support behind Abraham Lincoln’s nomination at the 1860 Republican National Convention. Check back for a second post on Lane and his role in Lincoln’s 1860 presidential nomination and scheme to win both the governorship and a Senate seat for his party.

For more information see:

Michael Hall, The Road to Washington: Henry S. Lane, The Rise of an Indiana Politician, 1842-1860 (Crawfordsville: Montgomery County Historical Society, 1990).

Walter Rice Sharp, “Henry S. Lane and the Formation of the Republican Party in Indiana,” Mississippi Valley Historical Review 7:2 (September 1920): 93-112.

Push and Pull of the Hoosier Partisans and Cleveland Clique: Consolidation of the Bee Line Railroads

See Part VI to learn how the Hoosier Partisans moved for autonomy as the Cleveland Clique tightened its grip on the Bee Line railroad.

image of Steam Locomotive Explosion, 19th century
Steam Locomotive Explosion, 19th century, courtesy of Martin F. Wintermute.

In the summer of 1859, the Indianapolis, Pittsburgh and Cleveland’s (IP&C’s) Madison locomotive exploded near Kilgore Station in Yorktown, Indiana – killing the engineer and fireman. A month later, near the same location, an intoxicated man fell from the station’s platform and was killed by a passing train.

These tragic events occurred just weeks after the Hoosier Partisans’ scheme to achieve their independence, by leveraging on the IP&C’s strategic position as a funnel to the West, had failed. The accidents seemed eerily suggestive of the Hoosier Partisans’ plight in the face of the Cleveland Clique’s mustered financial power.

Map of the Indianapolis, Pittsburgh and Cleveland Railroad (formerly the Indianapolis and Bellefontaine Railroad), ca. 1855
Route of the Indianapolis, Pittsburgh and Cleveland Railroad (formerly the Indianapolis and Bellefontaine Railroad), ca. 1855. (Reprinted from Map of Indiana. New York: J. H. Colton & Co., 1855. Courtesy of Ball State University Libraries, Map Collections. Annotated by Erin Greb Cartography.)

By the IP&C’s May 1860 board meeting the Partisans were resigned to their fate: “we know of no other means by which we can extricate ourselves from our monetary difficulties and save the road . . . We deem it best to extend and continue said [joint operating] contract with said Bellefontaine and Indiana Railroad (B&I).”

Indiana board members had again faced the reality that the railroad business, on many levels, could be a perilous endeavor. The push and pull of the Hoosier Partisans and Cleveland Clique would ultimately result in the legal consolidation of the Bee Line Railroad components roads.

Map of the Bee Line’s Bellefontaine Line joint operating railroads and the Columbus, Piqua and Indiana Railroad
Map of the Bee Line’s Bellefontaine Line joint operating railroads (Indianapolis, Pittsburgh and Cleveland [blue], Bellefontaine and Indiana [red]), and the Columbus, Piqua and Indiana Railroad [brown], courtesy of Erin Greb Cartography.
Clearly sensing the IP&C would be reluctantly compelled to extend its joint operating agreement with the B&I, John Brady, the receiver for the Columbus, Piqua and Indiana Railroad (CP&I), demanded that the IP&C honor its 1852 through-line agreement with them. He recited the agreement’s language regarding freight and passenger traffic between Columbus, Ohio and Indianapolis, which mandated “sending any/all east/west traffic which can be done” over this connection.

Incredibly, Brady was able to pull off what the Hoosier Partisans had been unable to accomplish in their effort to effect a divorce from the Cleveland Clique – at least until 1863 when the CP&I was once again reorganized.

Ironically, the advent of the Civil War in 1861 would bring prosperity to the anemic component roads of the Bee Line – now operating jointly as the Bellefontaine Line. The combination of enhanced demand for grain to feed the troops and bolster poor harvests on the European continent spelled profits for the railroads.

Map of the Eastern trunk line railroads, c1855
Map of the Eastern trunk lines, c1855 (Baltimore and Ohio Rail Road, Pennsylvania Railroad, Erie Railway [New York and Erie Rail Road 1832-1861], New York Central Railroad), courtesy of Erin Greb Cartography.
During this time, frustrations had mounted among East Coast merchants and the railroad trunk lines that served them. West of the Appalachians they were dealing with a fractured network of independent short lines and their inefficient freight handling between lines. Add to this the further stress of moving troops and supplies quickly, and something had to be done.

The demands of war pushed operational efficiency forward – driven by the trunk lines.  The resulting more integrated rail networks also led to enhanced profitability, and opened the door for the Eastern trunk lines to expand their footprint west.

The Bee Line roads finally got their financial houses in order. By June 1863 the IP&C declared its first dividend in years—3 percent. Taking advantage of newfound prosperity, it declared another 3 percent dividend in December and voted to increase capital stock by $300,000.

Ostensibly this was done to pay for new equipment, new terminals, and road improvements. In reality it provided a convenient opportunity for the Cleveland Clique to increase their stock position and thereby dominate upcoming shareholder votes. To that end they determined, once and for all, to quell the IP&C board’s irritating Hoosier independence.

images of John Brough, Thomas A. Morris, Alfred Kilgore
(L to R): John Brough, courtesy of the Ohio History Connection; Thomas A. Morris, courtesy of the Indiana Historical Society; Alfred Kilgore, author’s personal collection.

Courtesy of the Clique’s voting block, John Brough returned as IP&C president at the February 1863 annual meeting – following Hoosier figurehead Thomas A. Morris’ 3½-year tenure. In a last-ditch effort to stem the Clique’s board dominance, Alfred Kilgore—Yorktown’s first station agent, son of director David Kilgore, and an Indiana state legislator— introduced a House bill in January 1863. Had it passed, all Indiana railroad corporations would have been required to elect three-quarters of their board from stockholders resident in the state. It died in committee.

image of State Flag of Ohio
State Flag of Ohio, officially adopted 1902.

Beyond Brough’s return to the IP&C’s presidency, he emerged as the front-runner in Ohio’s governor’s race in the summer of 1863. Orchestrated by the Cleveland Clique, Brough’s candidacy leveraged on his earlier but noteworthy Ohio political career and effective pro-Union speechmaking style. The War Democrats and Republican Union parties joined forces to secure his nomination. He was overwhelmingly
elected in October 1863.

image of Stillman Witt
Stillman Witt (J. Fletcher Brennan, ed., Biographical Cyclopedia and Portrait Gallery of the State of Ohio, Vol. 2 Cincinnati: John C. Yorston & Co., 1880.)

Stillman Witt, Cleveland Clique heavyweight and by then the second-largest individual holder of Bee Line roads stock, had encouraged and supported his close friend’s candidacy. On Brough’s election as governor Witt volunteered to fulfill his duties as president of the Bee Line roads. He insisted Brough draw his IP&C presidential salary while serving as governor.

During 1864 Witt steered the Bee Line roads toward a brisk legal consolidation. At the IP&C’s June board meeting a committee was appointed “to agree upon mutual and just terms for consolidating the capital stock of this company with that of the B&I.” Reprising its once central role in the history of both the IP&C and B&I, Union and its Branham House was chosen as the site for the decisive shareholder consolidation vote.

image of Branham House Hotel, Union, Indiana.
Branham House Hotel in Union, Indiana, courtesy of the Preservation Society of Union City.

Finally, after years of Hoosier Partisan and Cleveland Clique push and pull, the two lines were legally consolidated on November 24, 1864 – emerging as the Bellefontaine Railway Company. For the first time since its inception in 1848, the railroad extending from Indianapolis to Union failed to exist as a stand-alone Hoosier-based—if not completely controlled—entity.

Brough was elected the new entity’s first president at its inaugural meeting in Union on December 22nd. It would be a short tenure, however, as Brough died in office on August 29, 1865 while also serving as Ohio’s last wartime governor.

After Brough’s death, Witt officially assumed the role he had been occupying as Brough’s proxy. His style was businesslike and close to the vest. Board minutes reflected meetings run with a limited agenda, focused on few topics, and with little discussion noted.

Witt saw to it that the Cleveland Clique began to recoup investments made in the road’s predecessor lines. Hardly a board meeting would go by over the next three years in which a dividend was not declared. And there were up to three board meetings a year.

The Cleveland Clique was not done tightening its grip on the Bee Line. In addition to Brough’s election as president in December 1864, a landslide of Cleveland Clique members took eight of eleven seats on the Bellefontaine Railway’s board. Included among this number was an individual destined to alter the Bee Line’s future trajectory: Hinman B. Hurlbut.

Hoosier David Kilgore, the only surviving original director from the Indianapolis and Bellefontaine Railroad (I&B) days, assumed one of the three crucial executive committee positions.

images of Hinman B. Hurlbut and David Kilgore
(L to R): Hinman B. Hurlbut (J. Fletcher Brennan, ed., Biographical Cyclopedia and Portrait Gallery of the State of Ohio, Vol. 1. Cincinnati: John C. Yorston & Co., 1880.); David Kilgore, author’s personal collection.

By the spring of 1868 the Cleveland Clique decided to finally consolidate all three of the original Bee Line component roads – then comprised of the Bellefontaine Railway and the Cleveland, Columbus and Cincinnati Railroad (CC&C). The need for additional monies to restructure debt and fund an expanding footprint was justification enough to tap the CC&C’s solid financial underpinnings.

In reality the freed and raised cash by the consolidation would be spent on both business expansion and personal enrichment. To a greater extent than marketed to the public the new road was being recast, like many others in the post-Civil War era, as a “financiers’” railroad.

Leander M. Hubby, First Annual Report Cover, Cleveland, Columbus, Cincinnati and Indianapolis Railway
Leander M. Hubby (Biographical Cyclopedia and Portrait Gallery of the State of Ohio, Vol. 4. Cincinnati: Western Biographical Publishing Company, 1887.); First Annual Report Cover, Cleveland, Columbus, Cincinnati and Indianapolis Railway, books.google.com.

On May 13, 1868, the Cleveland, Columbus, Cincinnati and Indianapolis Railway (CCC&I) sprung to life under the leadership of former CC&C president Leander M. Hubby. Hubby had established a long, profitable, and almost patriarchal reputation among his management team over the course of more than a decade at the helm of the CC&C. He and the newly recast Bee Line faced two immediate and significant obstacles to their future viability.

One challenge was to finally complete and/or control a rail line between Indianapolis and St. Louis. By 1867, the Cleveland Clique had assembled what it thought was a consortium of six similarly-interested rail lines to sign an expensive long-term lease of a road between Terre Haute and St. Louis. It proved to be otherwise.

The poorly engineered, indirect, and financially tenuous St. Louis, Alton and Terre Haute Railroad (StLA&TH) was its only option. And by the time the lease was signed the original consortium had essentially dwindled to two: the Bee Line and another Clique-affiliated railroad.

Annotated Map of the routes of the St. Louis, Alton and Terre Haute; St. Louis, Vandalia and Terre Haute; Indianapolis and St. Louis; Terre Haute and Indianapolis; Indianapolis, Pittsburgh and Cleveland railroads
Routes of the Cleveland, Columbus, Cincinnati and Indianapolis (partial; blue), St. Louis, Alton and Terre Haute (green), Indianapolis and St. Louis (red), Terre Haute and Indianapolis (purple), St. Louis, Vandalia and Terre Haute (“Vandalia Line”, brown), courtesy of Erin Greb Cartography.

More to the point, as the consortium disintegrated, the road between Indianapolis and Terre Haute – by then called the Terre Haute and Indianapolis Railroad (TH&I) – backed out. Instead, it would align with Pennsylvania Railroad interests to complete John Brough’s dream of a direct line to St. Louis, under the colloquial Vandalia Line moniker. As a result, consortium participation with competitors made no sense.

However, the TH&I’s realignment with Pennsylvania Railroad interests meant the Bee Line was left without a link between Indianapolis and Terre Haute. And the TH&I would not entertain an arrangement to let the Bee Line utilize its tracks.

By the fall of 1867 the Clique’s Bee Line board made the financially difficult decision to build its own parallel line between Indianapolis and Terre Haute. The Indianapolis and St. Louis Railroad (I&StL), headed by Thomas A. Morris, would be built in less than three years. And soon, it would fold and operate the StLA&TH under its banner. But it had been a costly decision.

Hubby’s other immediate Bee Line challenge was more sinister in its design. And, at least initially, Hubby would be unaware of its existence. But, in fact, it would threaten the Bee Line’s very survival and that of its Cleveland Clique benefactor.

Check back for Part VIII, the final blog in the Bee Line series, to learn more about how the national aspirations of other railroads, and their financial chicanery, recast the Bee Line Railroad’s ultimate destiny.

Interested in the Bee Line?

Click on the Bee Line book Cover to LEARN MORE

image of Forging the Bee Line Railroad book cover

Before Milan: Wingate High School’s Basketball Championships of 1913 and 1914

In 1954, tiny Milan High School beat the odds, and became Indiana’s high school basketball champion. Writers have told, re-told and immortalized the tale in the 1986 film Hoosiers. Drowned out among the Milan hullabaloo are histories of other and earlier small schools that slew goliaths to win basketball crowns. In 1914, Milan played in its first state basketball tournament and lost in the first round. Their opponent that year was not a big-city juggernaut. Rather, it was the original Indiana basketball version of David: Wingate High School. If Milan is the “greatest basketball story ever told,” then Wingate is the “greatest basketball story seldom/never told.” To help bring their overlooked story to light, here is a survey of Wingate’s championship seasons in 1913 and 1914.

Wingate’s 1913 team. Front row: Leland Olin, Jesse Graves, Homer Stonebraker, Lee Sinclair, and Lawrence Sheaffer (mgr.). Back row: Coach Jesse Wood, John Blacker, Forest Crane, and McKinley Murdock.

Tucked away in the northwest corner of Montgomery County, Wingate’s 1910 population was 446. The recently consolidated Montgomery County schools discarded the inefficient one-room school models, and Wingate High School now boasted a student body of 67, of whom 22 were boys. From this small pool, Coach Jesse Wood selected a basketball team comprised of forwards Leland Olin, and Forest Crane, guards John Blacker and Jesse Graves, and Homer Stonebraker at center, with substitutes Lee Sinclair and McKinley Murdock.

Wingate had a notable disadvantage in fielding a basketball team. They had no gymnasium. Coach Wood conducted practices in “a small room in the southwest corner of the basement,” or “outdoors when the weather permitted.” Twice a week the coach and his squad would travel six miles to New Richmond, which was the nearest gym in the county. (Ironically, seventy years later would act as the backdrop for the town of Hickory in Hoosiers). Wingate would also play its “home” games at New Richmond, although they played most of their scheduled games on the road. They logged 576 miles during the 1912-13 season and 1,675 miles of travel during the 1913-14 season. They did most of their travel via trains and interurbans.

While Wingate had the disadvantage of being “gym-less,” they had a couple advantages. Wood was a very good coach. A former basketball player at Indiana State Normal (now Indiana State), he took a program that was only playing against other small, nearby schools, and started scheduling truly competitive games against recent state champions Crawfordsville and Lebanon. Wood also unlocked the potential in a lanky, sophomore without previously playing experience. He molded the boys’ innate ability and skill into a dominant and transcendent athletic talent with a name to match: Homer Stonebraker. Newspaper accounts frequently reported, “Stonebraker was practically the whole team at Wingate.”

IU’s Indiana Student newspaper selected an Indiana All-State (actually All-Tournament) Team for 1914. Homer Stonebraker is in the middle of the photo. Other players shown from left to right: Ralph Worley of Lebanon, Herman Sayger of Culver, Jesse Graves of Wingate, and Oris “Abe” DeVol of Lebanon.

Wingate finished the 1912-13 season with an impressive 16-4 record. Among their many victories were games against Romney, Hillsboro, Odell, Linden, Breaks, Waveland, Crawfordsville’s B team, Covington, Roachdale, Greencastle, Colfax, and Cayuga. In the Hillsboro game, Stonebraker contributed 74 points in a one hundred-point blowout. Wingate’s four losses on the season came in the form of two losses to Crawfordsville, a loss to defending state champion Lebanon, and a one-point loss to Thorntown.

In previous years, the team, high school, and community would have taken pride in their record, but moved on to thinking about baseball and crop planting. However, Indiana high school basketball in 1913 was different. For the first time, the state tournament was open to all challengers. Wingate was among thirty-seven teams that entered the two-day tournament held at Indiana University’s campus on March 14 and 15.

Wingate arrived in Bloomington “unnoticed and practically unheard of.” A reporter from the Indianapolis Evening Sun optimistically assessed, “Over two- thirds of the people attending the tourney did not know where [Wingate] is situated.” The reporter then proceeded to misplace it forty miles away near Frankfort. Indiana University’s Daily Student was even worse at geography and placed Wingate in Grant County.

Between 1,500 and 2,000 fans attended the opening rounds of the 1913 tournament, but fewer than fifty showed up to watch Wingate’s opening contest against Whiting, which many pundits believed would be a “walk-away” for Whiting. However, “in a slow game void of spectacular features” Wingate defeated Whiting 24 to 12. That evening, Wingate defeated Rochester, a perennial tournament favorite, in a sudden death overtime in which Stonebraker caged the winning goal.

Wingate’s 1912-13 basketball team. Bottom row: Leland Olin, Forest Crane, Homer Stonebraker, John Blacker, Jesse Graves. Top row: Lee Sinclair, Superintendent Shanklin, Lawrence Sheaffer (student manager), Coach Jesse Wood, and McKinley Murdock. Photo from IHSAA Annual Handbook and Report of the Board of Control, 1913.

On Saturday morning, March 14, the Wingate team arose to meet Indianapolis’ Manual Training High School. It appeared in the first half that the city boys would end the country boys’ run, as Wingate fell woefully behind 11-2 at intermission. Nevertheless, “the plucky bunch from Montgomery County” rebounded in the second half, and outscored Manual 14-0 for a 16-11 upset.

By defeating Manual, Wingate advanced to the semi-finals along with Crawfordsville, Lafayette Jefferson, and South Bend. Wingate again played underdog to the heavily favored Jeff squad, but Wingate never trailed in the contest and defeated the Tippecanoe team, 23-14. On the opposite side of the bracket, South Bend easily dispatched Crawfordsville, 19-11, which set up the first David v. Goliath contest in Indiana high school basketball tournament history.

As the two finalists ran out onto the floor for the game before 3,000 spectators, the crowd welcomed the South Bend boys “with tremendous applause” while the reception Wingate received was “cool and indifferent.” The game started slowly as both teams stressed defense more than offense. Late in the game, Wingate held a 13-12 lead before South Bend tied the game with a free throw to send it into overtime. Just like the Rochester game, the first team to score two points in overtime would be the winner. South Bend scored first with a free throw. Then for eight minutes, neither team succeeded in scoring until “the unexpected happened.” Wingate forward Forest Crane eluded his defender and caged the winning field goal. With the shot, the originally tepid crowd erupted “in the wildest enthusiasm” for Wingate. The Indiana University Booster Club awarded the tournament trophy to Wingate, and praised their endurance, “superb physical condition,” and “sheer pluck and aggressiveness.”

Wingate High School vs Kokomo High School, 1915. Source Kokomo High School yearbook, the Sargasso, 1915. This may be the earliest photo of an Indiana high school basketball game. Click the photo to learn more.

Wingate’s victory gave the team a statewide celebrity that carried on into the next season. Even though the team lost Forest Crane to graduation and Coach Wood left for a job at Rockville High School, they returned four of their starters including Stonebraker. New coach Leonard Lehman immediately began fielding requests for games from all over the state. Challengers were eager to test their mettle against the defending state champions.

Wingate opened the 1913-14 season without facing any quality competition. Over the first third of the season, against Williamsport, Cutler, Advance, Rockville, and Waveland, they averaged 40 points, and held their opponents to 16.5. At mid-season, Wingate stumbled in a schedule designed to test them against strong teams. They lost four straight against Lebanon, Thorntown, Bloomington, and Anderson, which dropped their overall record to 7-4.

It may have been hard to see the silver lining in the midst of a four game losing streak, but the Indianapolis News offered an encouraging and reasoned assessment of Wingate’s recent record: “It should be remembered . . . that the champs have played all these games on strange floors and have lost none of them by more than four points.” The News still counted Wingate among six front-runners for the championship.

After the mid-season slump, Wingate closed the regular season strong, and went 6-1 over their final games. Wingate compiled a 13-5 record on the season, in which they averaged 38.3 points per game while outscoring their opponents by an average of twenty-one points a game. According to extant newspaper box scores and game accounts, Stonebraker averaged a very impressive 25 points a game. While their record was not as stellar as the 1912-13 season, they played a much more difficult schedule. That fact and playing over 80% of their games on the road made them one of the better-prepared teams entering the state tournament.

Wingate’s 1914 team. Photo from Wingate Spartans: A History of Wingate Athletics blog.

Tournament participation in 1914 ballooned to seventy-five entries in 1914, up from thirty-eight schools in 1913. Wingate’s team was the first to arrive at Indiana University for the March 13-14 tournament, and expected to be the last one to leave. Wingate’s title defense started at 10 a.m. on Friday against Milan High School. However, there was no Milan Miracle in ’14, and Wingate easily dispatched their fellow small-town foe, 42-14. Wingate played their second round game at 8 that evening against another small-town team from Westport, which they also easily rolled past, 42-13.

Wingate’s team likely expected their next opponent to be more challenging than their first two, when they squared off against Montgomery County rival Crawfordsville at 8 o’clock the next morning. Crawfordsville, however, failed to exhibit any winning qualities as Wingate defensively smothered them in a sometimes-testy 24-1 rout.

Up next for Wingate was another familiar foe in Clinton. In the regular season, they defeated Clinton, 23-12, but the rematch would prove a much greater challenge. The standing room only crowd witnessed a “neck and neck tussle,” and one of the most competitive games of the tournament. Clinton, as the underdog, played with the crowd behind them. Clinton managed to control the lead from the opening tip. They led 8-6 at half time, and 13-12 with two minutes left in the contest. The crowd was ready to “bust with delight” over the upset. In a bit of controversy, and with 120 seconds left on the clock, “A Wingate guard either was hurt or pretended to be.” Officials granted Wingate an extended time out as the player tried to recuperate. Some Clinton fans said it was a charade, and charged that some of the uninjured Wingate players received rubdowns from a special trainer during the five-minute time out. When the game resumed, Wingate’s defense clamped down and Stonebraker scored five unanswered points to secure a 17-13 victory. In the victory, Stonebraker accounted for all of Wingate’s points.

Wingate’s 1914 championship basketball team. Bottom row: Leland Olin, Jesse Graves, Homer Stonebraker, John Blacker, and Lee Sinclair. Top Row: Superintendent M. Z. Coons, Paul Swank, Cuyler Brown (student manager), Lee “Pete” Thorn, Coach Leonard Lehman. Photo from Indiana High School Athletic Association Annual Handbook and Report of the Board of Control, 1914.

At this point in the tournament, only three teams remained (the product of having an irregular number of teams in the tournament): Anderson, Lebanon, and Wingate. “Battered and bruised and well nigh exhausted,” Lebanon took the floor to face the defending champions. By all accounts, Lebanon’s quintet gave all they could in the game. They fell behind Wingate 8-4 at half time. Wingate extended their lead after intermission to secure a 14-8 win.

Anderson versus Wingate in the championship game was a study in contrasts. Anderson had the seventh largest population in the state with 22,476, or, in other words, 22,000 more people than lived in Wingate. Despite this demographic discrepancy, Wingate’s players were taller and heavier than their opponents were. The sum of all these elements, in addition to the closely played, regular-season game between these teams, promised a compelling championship contest. Yet the end result failed to meet expectations.

4,000 fans packed the Men’s Gymnasium an hour before the game’s 8 p.m. tipoff. With only two hours rest, Wingate “started as fresh as if it were their first game and never slowed down.” Wingate forward Lee Sinclair scored the first field goal within the first thirty seconds. Wingate surged out to an early 12-1 lead. The “stellar work” of Wingate’s guards monopolized the game’s possessions, and “handled the ball with ease over the heads of the smaller Andersonians.” Wingate went into half time with a twenty-point lead, 23-3. Anderson came out of the break and scored two quick goals. After that spurt, Wingate closed the game on a 13-1 run to win the lop-sided championship 36-8. Stonebraker, who accounted for half of his team’s points, collapsed from exhaustion near the end of the game. He recovered enough to finish the contest, but remembered later, “I couldn’t dress after the game. I had two broken fingers and three broken ribs. It was rough under the basket.”

The Bloomington Evening World praised Wingate’s victory as “a tribute to the country and the small town. A corn-fed youngster who goes to bed with the chickens and gets up before day has an advantage over the ‘city-feller’ and his cigarette.” After the win, Governor Samuel M. Ralston invited the team to Indianapolis. They “got a bird’s-eye view of the city from the Soldiers’ and Sailors’ monument, they explored the federal building, they saw the sights of the state museum, they flocked through the big department stores, they wandered through the lobbies of the fashionable hotels and they ate lunch at the Columbia Club as honored guests.” They also met the governor and the first lady in the executive office at the capitol. The governor praised the team members, saying, “You boys have become champions and are able to display great endurance because you laid the foundation by leading the right sort of life.” He also extolled the rural life that the team members knew, “The farm forms the basis for a healthful and moral life, and the occupation of the farmer is indeed an ideal one.”

While Milan and Hoosiers have become the prevailing archetype for Hoosier Hysteria, it is important to remember that they were part of a long tradition dating back to the earliest years of the state tournament. If part of the transcendent appeal of Indiana high school basketball is the potential of the upset, then the origin of that story really begins forty-one years before Milan when a tiny school from a tiny town “Put the Win in Wingate.”

This sign greets visitors to Wingate today.

The Underground Railroad in Montgomery County: An Annotated Letter

Researching the Underground Railroad (UGRR) is a difficult task. One must remember that the activities of UGRR participants was illegal according to Section 7 of the Fugitive Slave Act of 1850. Consequently, primary source evidence of UGRRs is often scarce. In rare instances, someone like prominent Hoosier abolitionist Levi Coffin might leave a record of their involvement. Some times there may be court cases that document UGRR activity. Yet, in most cases, knowledge of UGRR participation passes into memory and tradition, which is less reliable than contemporary documentary records.

The Indiana Historical Bureau placed the Speed Cabin marker in Crawfordsville in 1995. Due to the tenuous nature of finding primary source evidence of Underground Railroad activity, the marker text is qualified with the word “reputed.”

In 1958, Wabash College history professor and Montgomery County, Indiana historian Theodore G. Gronert made the following assessment of the historical records:

The Wabash Valley members of the Underground left no detailed records such as those made by . . . the Whitewater Valley antislavery group. When participants and observers, some years after the event, told the story of the Underground Railroad, there was a natural tendency to embroider the story with fanciful details or even to recall events that never happened. . . . Unfortunately our source material for the contribution of Montgomery County to the Underground Railroad is limited. Only a few scattered reminiscences, some vague references in contemporary newspapers . . . are available to those who desire a record of the county’s part in this dramatic episode in the nation’s history.

In the late nineteenth century, Ohio State University professor Wilbur H. Siebert embarked on a remarkable project to collect reminiscences of UGRR activity from a decreasing pool of living participants and their descendants. He wrote to residents all over the county in an attempt to document UGRR routes, participants, and incidents. When he identified informants who could give him first or second-hand information, he mailed questionnaires asking seven basic questions regarding: 1) the route through the area; 2) the years of activity; 3) the system of communication between conductors; 4) memorable incidents; 5) the informant’s personal connection with the UGRR; 6) names and addresses of any potential additional informants; 7) a biographical sketch of the correspondent or the chief UGRR participant in the area.

Accessed archive.org.

Siebert’s research culminated in The Underground Railroad from Slavery to Freedom published in 1898. Among the thousands of letters he collected, he deemed one incident that occurred in Montgomery County, Indiana to be especially noteworthy, and he included an extract of the letter in his book. The critical reader is always interested in an author’s sources. Fortunately, Siebert’s research archive survives today at the Ohio History Connection. Within that archive is a typescript of the entire letter that Siebert quoted in his book. Written by Sidney Speed in 1896, the letter is the most interesting, detailed, and closest thing to an extant primary source concerning UGRR activity in Montgomery County. A transcript of the letter with added annotations and commentary is below.

EDITOR’S NOTE: As a word of caution to readers, Speed uses a racial slur to describe African Americans several times in his letter. While the Indiana Historical Bureau does not condone the use of this word, it is part of the historical record.

Sidney Speed. Image from Crawfordsville District Public Library Reference Department’s Image Database of Montgomery County.

Letter from Sidney Speed[1] to Wilbur H. Siebert

Crawfordsville, Ind. March 6, 1896

W. H. Siebert

Cambridge, Mass.

Dear Sir:

Replying to your circular[2] of March 1. The old time abolitionists of this section are now all, or nearly all, dead.  Twenty years ago it would have been easy to gather the information you want, but now I am afraid you are everlastingly too late.  I was only a boy and do not remember much of interest.

Map used as an illustration in Siebert’s Underground Railroad from Slavery to Freedom (1898)

The route traveled by the fugitive slaves and those conducting them was from Annapolis (now Bloomingdale), a Quaker settlement in the north western part of Parke Co. to this place and for sometime [sic] this place was the terminus of the Underground proper, as at this place the fugitives were supplied with money, and put on board the car of the old L. N.A. & C. road[3] (now the “Monon”)[4] whose Management was then friendly, and were safely run through to Detroit,[5] and over the river.[6]  Afterward however the conditions were much changed on account of the great number of spies and nigger catchers that sprung up for the rewards to be earned.  Then the line of the Underground railroad was extended from this place through the Quaker settlement near Thorntown, Boone Co., and had its terminus at or near Noblesville in Hamilton Co. and it may have been extended farther than that afterward.[7]  But of that I do not know.

Crawfordsville’s Democrat newspaper, the Review, regularly took aim at Fisher Doherty’s political stances, as exemplified by this statement in the January 23, 1858 issue.

The main men connected with the road here [in Crawfordsville] was Mr. Fisher Doherty,[8] and my father John Speed.[9]  They were often assisted financially and personally by others who were never known as abolitionists.  Notable among these was Major I. C. Elston[10] a banker of this place and a staunch and life long democrat who always contributed something and would say “I don’t want to know what you are doing” “go away.”  An old Virginia slave named Patterson[11] was also of great service.  His wife[12] had bought him in Virginia.  She was born free, and I remember that when she would become angry at “old Pat” as we all called him, she would threaten to take him back south and sell him.  Calling him at the same time her “old pumpkin colored nigger.”  She was black herself. [13]  I think he was used as a guide, and watchman.

Nelson Patterson, junior, and his wife, Mariah, both registered in Montgomery County’s Register of Negroes and Mulattoes in 1853. According to Indiana’s Constitution of 1851, which prohibited African American immigration into the state, blacks who were Indiana residents before the Constitution went into effect had to appear before the county circuit court clerks to verify their pre-1851 residency in the state, usually with the help of a white witness. Search and view the entire Montgomery County register at the Crawfordsville District Public Library’s Local History Database.

Sometimes the fugitive negroes were brought to this place, in the night generally, by a man named Elmore, who lived between this place and Annapolis – (near Alamo this county) [14]  and sometimes Mr. Doherty or my father would go and bring them.  Sometimes Mr. Doherty or my father would go on from here to the next stopping place with them, but often an old Quaker named Emmons[15] who lived six or eight miles north east of here would come after them.  I remember yet his kind old solemn face, and his old farm wagon covered with black oil cloth with some old hickory bottomed chairs, and pots tied on the feed box behind, and a brindle bull dog under the wagon, just behind the driver’s seat a sheet was drawn across and in the interior was seats down the sides that would accommodate [sic] ten or twelve nicely.  He usually came to our house soon after dark, and at once taking in his cargo sometimes from the house, and sometimes from the cornfields or woods, he would start out for the next station. Somewhere near Thorntown, which he would reach and return to his own home before daylight.[16]

In 1844, the Sugar River Monthly Meeting of Friends, where Joseph Emmons belonged, censured him for co-publishing an article that the meeting deemed excited “disunity and discord.”  In the article, he and his co-authors criticized Friends (Quakers) who by “recognizing and supporting those political movements [which support or legislate slavery] and laws , they are actively countenancing and supporting Slave-holders, Slave-holding and Slavery.” Image from Indiana Yearly Meeting Minutes. Earlham College Friends Collection & College Archives, Richmond, Indiana, accessed via Ancestry.com.
The fugitives were not always attended.  They would sometimes come in singly or two or three together on foot traveling generally by night and being safely hidden during the day.[17]  These were sometimes accompanied by one of their own race, who had gone over the rout [sic] before.  The fugitives were usualy [sic] men in the prime of life there were exceptions however.

  1. My recollections of the period of activity of the road was from about 1854, when I was eight years old to 1863,[18] when I was sixteen years old, and enlisted in the 18th Ind. Battery.[19]
  2. I have no knowledge of the system of communication between members.[20]
  3. At one time in 1858, or 1859, a mulatto girl, about eighteen or twenty years old, and very good looking and with some education had reached our house, when the nigger catcher became so watchful that she could not be moved for several days.[21] In fact for some days some of them were nearly always at the house either on some pretended business or making social visits.  I do not think that the house was searched, or they would surely have found her, as during all this time she remained in the garret over the old log kitchen, where the fugitives were usually kept, if there
    The Speed’s home was located on the southwest corner lot of North Street and West Street (today Grant Street) in Crawfordsville. Although the home no longer stands, the log kitchen that Sidney Speed describes is on the right end of the photo. The Speed Cabin, as the kitchen portion is known today in Crawfordsville, is preserved on the grounds of the Montgomery County Historical Society’s Lane Place. Image from Crawfordsville District Public Library Reference Department Image Database.

    was danger.  Her owner, a man from New Orleans, had just bought her in Louisville, and he had traced her surely to this place she had not struck the Underground before, but had made her way alone this far, and as they got no trace of her beyond here they returned here and doubled the watches on Doherty and my father, but at length a day came, or a night rather, when she was gotten safely and through the gardens to Nigger Patterson.  Then she was rigged out in as fine a costume of silk and ribbons as it was possible to procure at that time, and was furnished with a white baby borrowed for the occasion, and accompanied by one of the Patterson girls (Mariah I think was her name)[22] as a servant and nurse, she boldly boarded the train at the station and got safely through to Detroit.  But what must her feeling have been when she board the train to find that her master or owner had already got on the same car.  However she kept her courage and [he] did not discover her identity until the gang plank of the ferry boat at Detroit was being hauled aboard, and the Patterson girl with the borrowed baby had returned to the shore when she removed her veil that he might see her and bade her owner goodbye.  That this parting was affecting you can imagine.  He tried to wreck his vengeance on the Patterson girl, but was restrained by strong hands.  There were usually plenty at Detroit.

  4. My own connection with the Underground Railroad consisted in trying in common with the other members of the family to get enough victuals into the house to feed the hungry without creating suspicion.[23]

    Indiana Centennial Celebration Pageant in 1916 in Montgomery County where the citizens re-enacted the incident with Allred the butcher. Photo from Crawfordsville District Public Library Reference Department.
  5. Mr. T. D. Brown[24] of this place, who was a contributor to the cause can tell you a good story of how the Allens of Browns Valley,[25] once caught a fugitive slave and brought him to town for identification, and stopping in front of the hotel, they went in to examine the “runaway nigger notices” leaving the negro holding the horse, and how old man Alred,[26] who had a butcher shop next door, picked up a dornick[27] or two from the street and ordered the nigger to “git.” (and he got, and to a place of safety too) and how Alred threw a rock into the hotel after the Allens and following it in himself was soon in a fine quarrel with them, which continued only until the nigger was safe.[28] (Make Brown tell you the story.)

Mr. Doherty’s wife Isabel Doherty is living,[29] and could likely help you [with more information].

John and Margaret Speed. Photo published in the Crawfordsville Journal and Review, October 21, 1931.
  1. My father John Speed was born in 1801. He was the twelfth and youngest child of his father’s family who was a small land owner and miller in Perthshire, Scotland.  My father came to America in 1823, and was employed at his trade, Stone cutter and Mason in building dry docks, and other government work at or near Washington D. C.  He came to Indiana with a contract to build the first state house at Indianapolis, Ind.,[30] but subsequently threw up the contract because the commissioners would not use stone that he thought suitable, but persisted in using a species of shale, which is abundant there, and which soon giving way caused no end of trouble[31] until the building was finally replaced by our present Magnificent structure.[32] He shortly after this contracted to build the part of the National Wagon road from Indianapolis to St. Louis.[33] During the building of the road [P]resident Jackson “busted the banks”[34] and the contract fell through, and “busted father” because the government had no money with which to either pay or continue.  He then returned to the east on foot, going by the way of Cumberland Gap – leaving his family here.  He built the present State House at Raleigh North Carolina[35] – returning here he ended his days living true to his conception of right.  He was elected twice Mayor of this place,[36] and died in 1873 universally respected for his honesty and integrity.

Hoping that you may find something in this that may assist you, but fearing that it will all be useless I am.

Yours Very Truly

Sidney Speed.

 

[1] Sidney Allen Speed (1846-1923) was the son of John and Margaret Speed. He attended Wabash College for a few years before the Civil War, served in the 18th Indiana Artillery, and later became a stone mason. Some of his stonework includes Lew Wallace’s  grave obelisk, which measures 30 feet in height, located in Oak Hill Cemetery North in Crawfordsville, Indiana.

[2] The circular is in reference to Siebert’s seven-question survey.

[3] The Louisville, New Albany, & Chicago Railroad originally started as the New Albany and Salem in 1847. By 1854, the line extended from the Ohio River to Lake Michigan and Chicago.

[4] The railway became popularly known as the Monon after the L. N. A. & C. consolidated with Chicago and Indianapolis Airline Railroad Company in 1881. The junction of these two routes in White County was near two creeks named the Big Monon and the Little Monon. The extant town at the junction, New Bradford or Bradford, was renamed Monon.

[5] The Monon did not run to Detroit, so freedom seekers would need to transfer at some point in northern Indiana or go into southern Michigan.

[6] The Detroit River which is part of the border between the United States and Canada.

[7] The map published in Siebert’s Underground Railroad from Slavery to Freedom differs from Speed’s recollection the Wabash Valley route heading northwest from Thorntown to Lafayette and northerly from there. The map traces a central route through Indiana from Madison to Columbus to Indianapolis through Westfield in Hamilton County, and through Noblesville and points north.

[8] Fisher Doherty (1817-1890) according to his obituary in the Crawfordsville Weekly Journal settled in Crawfordsville in 1844. He is listed in the 1850 U.S. Census as a carpenter, and in the censuses thereafter as a wagon or carriage maker. His obituary stated, “He was one of the original and most uncompromising Abolitionists all over the State. Crawfordsville became one of the main stations of the underground railway and Mr. Daugherty’s [sic] house was the stopping place of all runaway slaves struggling toward Canada. He is said to have assisted hundreds on their way and spent much time and money most cheerfully in this manner.”

[9] John Speed (1801-1873) was a native of Scotland and a stone mason by profession. He served as mayor of Crawfordsville from 1868-1870. Sidney Speed gives a fuller biography of his father later in this letter.

[10] Isaac Compton Elston (1794-1867) was a merchant and banker. He was by most accounts the wealthiest man in Crawfordsville. He had a large family, and his daughter Joanna and Susan were married to U.S. Senator Henry S. Lane and Ben-Hur author Lew Wallace, respectively.

[11] Based upon Speed’s description, this was Nelson Patterson, senior. Patterson (1786/90-?) was born in Virginia. The 1850 U.S. Census recorded him as a laborer, and the 1860 census listed him as a brewer. The Patterson family is listed in the 1850 census as living next to the Speeds. Among the seven children listed with him in the 1850 U.S. Census was a son also named Nelson (circa 1828-1873). The son served in the 28th U.S. Colored Troops during the Civil War.

[12] Martha Patterson is listed in the 1850 and 1860 censuses as being born in either 1797 or 1790. Her place of birth is recorded as Virginia.

[13] Both the 1850 and 1860 censuses described Nelson Patterson as a mulatto. Martha Patterson is described as black in the 1850 census.

[14] According to the 1903 book, Twenty-five Years in Jackville: A Romance in the Days of the Golden Circle by James Buchanan Elmore, the author identifies Thomas Elmore as being involved in Underground Railroad activities in and around Alamo. Thomas was the uncle of the book’s author. Thomas Elmore (1816-1879) was an Ohio-born farmer. In 1856, he served on a Ripley Township Republican committee in Alamo that called slavery “the greatest evil of the nation.” The committee also resolved to make no compromises with the South on the slavery question.

Although Twenty-five Years in Jackville contains some historical and factual errors, James B. Elmore does list several other UGRR operatives in and around Alamo and Ripley Township. Among the names he associates with UGRR activity are: Hiram Powell, Joab Elliott, William Gilkey, Dr. Iral Brown, and Abijah O’Neall at Yountsville.

[15] Joseph Emmons (1812-1880) was a physician, and an active member of the Sugar River Monthly Friends Meeting. He lived in rural Montgomery County near Binford, which is currently the unincorporated community of Garfield.

Emmons’ involvement in the UGRR was also attested to by Siebert correspondents in Bloomingdale and Darlington, which were on both ends of the line through Montgomery County. Because Emmons’ involvement in the UGRR was so widely acknowledged by Siebert’s informants in the area, it suggests that he was a central actor in ferrying African Americans through Montgomery County.

[16] In 1896, long-time Darlington physician Isaac E. G. Naylor wrote to Siebert that “Alexander Hoover a Methodist, Joseph Emmons and Hudson Middleton – Quakers” were the principal “superintendents” along the branch passing through Franklin Township area including Binford, Darlington, and through to Thorntown.

Emmons’ medical profession could have presumably given him a plausible pretense for traveling at dusk or night if stopped by authorities or bounty hunters.

[17] As for contemporary evidence of African American freedom seekers traveling through the county solo: On August 16, 1855, the Crawfordsville Journal reported on an incident when a couple of hunters stumbled across a black man along a creek in the southern part of the county. After questioning the man, the hunters threatened to apprehend him as a fugitive. The man tried to escape, but ended up drowning.

[18] This statement is in response to Siebert’s second question on the questionnaire regarding the period of activity.

[19] The 18th Indiana Battery of Light Artillery was also known as Lilly’s Battery after their commanding officer Eli Lilly, who later founded a pharmaceutical company. The battery participated in battles at Hoover’s Gap, Chickamauga, and General William T. Sherman’s campaign against Atlanta.

[20] This statement is in response to Siebert’s third question about how Underground Railroad conductors communicated with each other.

[21] Here Speed related this memorable incident in response to another Siebert query.

[22] Mariah is likely one of two people. The Pattersons’ daughter, Almira, would have been in her late-teens or early twenties around this time. Another possibility is Mariah Patterson, who was married to Nelson Patterson, junior. Mariah would have been about twenty-seven or twenty-eight at the time, but she also had several young children, which makes her participation in the escape less likely.

[23] In a biographical sketch about John Speed, presumably provided by Sidney or another child, printed in Hiram Beckwith’s History of Montgomery County offers a few more details regarding this activity: “At one time the garret [of the house] was so full [of freedom seekers] that to prevent suspicion that he [John Speed] was harboring anyone he bought twenty-five cents’ worth of bread, then required his children to purchase a like amount each, until he obtained sufficient food for his attic visitors.”

[24] Theodore Darwin Brown (1830-1916), according to his obituary, settled in Crawfordsville in 1844, and worked for decades as a druggist. He also served as county clerk. Also according to his obituary, Brown was “an uncompromising Republican” who inherited his political views from his father, Dr. Ryland T. Brown, “one of the early abolition leaders of the state.”

[25] Enough information is not given to conclusively identify the Allens. According to the U.S. censuses, there were several Allen families residing in Brown Township in the 1850s.

[26] This probably refers to James Allred or Alred (1784-?). Allred, a native of North Carolina, appears in the 1840 and 1850 censuses as residing in Montgomery County. In the 1860 census, he is listed in Marion County.

[27] “Dornick” is an arcane word meaning a small pebble or stone.

[28] According to an 1898 article in the Crawfordsville Review the incident described took place in 1848. The article also offers some other particulars, like Allred’s first name.

[29] Whether Speed wrote the name wrong, or Siebert transcribed it incorrectly, Fisher Doherty’s wife was Sarah Owen Doherty (1820-1901). Her obituary notes Fisher Doherty as “a prominent promoter of the underground railroad, harboring many a runaway negro in his home. Mrs. Doherty was devoted to him thoroughly in his work and was a woman liberally endowed by nature of a great force of character.”

[30] Indiana’s first state house in Indianapolis opened in 1835.

[31] The construction of the building was problematic, and included the collapse of the House Chamber ceiling in 1867. A legislative committee began studying replacing the building in 1873, with a plan finalized in 1878.

[32] Construction on a new state house began in 1878, and continued until 1887/88. This building still serves the Indiana State Capitol.

[33] The National Road was the first interstate highway built with federal funds. Construction began in Cumberland, Maryland in 1811. Federal funds for the road ended in 1838 while construction was still being done in Indiana.

[34] President Andrew Jackson vetoed a bill in 1832 to re-charter the First Bank of the United States. Jackson reasoned that the Bank was not authorized by the Constitution, and “subversive to the rights of States, and dangerous to the liberties of the people.” Jackson took further steps to weaken the Bank when he decided to place federal funds on deposit in state banks. The Bank’s charter expired in 1836, and contributed to a major economic recession (some sources say depression) that lasted until the mid-1840s.

[35] The North Carolina State Capitol was completed in 1840.

[36] Speed was Crawfordsville’s second mayor. He served from 1868-1870.

The Hoosier Partisans Move for Autonomy as the Cleveland Clique Tightened Its Grip on the Bee Line Railroad

See Part V to learn about the Cleveland Clique’s elusive grasp for control of the Bee Line Railroad.

Map of Bee Line Railroad Component Lines: the Indianapolis, Pittsburgh and Cleveland, the Bellefontaine and Indiana, and Cleveland, Columbus and Cincinnati
Map of Bee Line Railroad Component Lines: Indianapolis, Pittsburgh and Cleveland (blue), Bellefontaine and Indiana (red) and Cleveland, Columbus and Cincinnati (green), courtesy of Erin Greb Cartography.

In the four months since John Brough left the presidency of the Bee Line’s Indianapolis, Pittsburgh and Cleveland Railroad (IP&C) in February 1855, more than just its name had changed. The Hoosier Partisans’ move for autonomy would take concrete form as the Cleveland Clique tightened its grip on the Bee Line Railroad

Calvin Fletcher, reluctantly elected president in John Brough’s stead, had met with a litany of key personnel and other midwestern railroad presidents to gain a broader perspective. He had also dealt with a variety of operational, cash flow and accounting issues left unaddressed by Brough.

Images of John Brough and Calvin Fletcher
(L to R): John Brough, courtesy of the Ohio History Connection. Calvin Fletcher, courtesy of the Indiana Historical Society.

As a result, by April the line’s Superintendent had resigned. At the same time, Fletcher engaged an individual to look into unaccounted for and delayed freight. He pushed for cost reductions at the engine shop at Union, and restructured the road’s finances.  John Brough, reflecting on his own performance, acknowledged: “It appeared there were large discrepancies between the books of the Superintendent and those of the Secretary…As President I should have discovered these discrepancies and applied the remedy.”

Map of the proposed route of the Mississippi and Atlantic Railroad, the Terre Haute and Richmond Railroad, and the Indianapolis, Pittsburgh and Cleveland Railroad
Map of the proposed route of the Mississippi and Atlantic Railroad (orange), Terre Haute and Richmond (magenta) and Indianapolis, Pittsburgh and Cleveland (blue), courtesy of Erin Greb Cartography.

On top of Brough’s lapses while heading the IP&C, he had been removed as President of the Mississippi and Atlantic Railroad (M&A) by late May 1855 in favor of Chauncey Rose – founder and former president of the Terre Haute and Richmond Railroad. The M&A, the Cleveland Clique’s bet to reach St. Louis, was in its death throes. It had taken a public relations beating at the hands of Illinois river town and Chicago politicians, who questioned the road’s legal legitimacy – and John Brough’s managerial track record. Investors abandoned the M&A, leaving Brough without portfolio.

Image of Chauncey Rose
Chauncey Rose, courtesy of the Indiana Historical Society.

Calvin Fletcher, frustrated by what he discovered as president of the IP&C, informed the Hoosier Partisans: “I feel that my official duties in the RR are oppressive & that I must leave them…There is a degree of corruption in relation to it that I cannot arrest—or rather the effects of which already passed that I cannot overcome.”

As the July 1855 annual meeting approached, the Partisans pushed Fletcher to continue on as president. They soon faced reality:  he would not remain. As late as the day before the meeting Fletcher could not figure who would become his successor. It soon became clear, however, the Cleveland Clique had been making plans as well. Incredibly, John Brough would be resurrected not only to retake his prior role at the IP&C, but also be anointed as president of the Bee Line’s Bellefontaine and Indiana Railroad (B&I) at the same time!

Brough’s operational and financial shortcomings would have been obvious to the Cleveland Clique by then. On the other hand he was loyal, politically savvy, and possessed an Ohio pedigree. Given the newly redefined and more limited scope of the president’s role, and with strong Clique operational and financial expertise now present on both boards, Brough was serviceable.

Effectively, the Cleveland Clique would now control both the B&I and IP&C. While not yet legally consolidated, the two roads would be run as one while John Brough and the Clique considered the calculus to officially bind them together.

Sparked by Brough’s Clique-masterminded elevation to the dual Bee Line presidential roles, the IP&C’s Hoosier Partisans squirmed under the terms of the joint operating agreement foist upon them by the Cleveland Clique the year before. Both the perpetual nature of the contract and mandate to consolidate with the B&I “at the earliest possible moment” were not sitting well. Discovering the Cleveland, Columbus and Cincinnati Railroad (CC&C) had never technically executed the contract, the Hoosier Partisans made a move to modify its language.

By the IP&C’s March 1856 annual meeting, revised terms of the joint operating agreement had been hammered out. A newly reconstituted and more representative overall executive/finance committee was arranged. At the same time, the contract term was reset to five years, instead of being perpetual. Any party to the contract could now terminate it with three months’ notice. However, this clause could only be exercised after the agreement had been in place for three years.

Map of the Bee Line Railroad component lines, and Columbus, Piqua and Indiana and other roads aligned with the B&O (to Wheeling WV), Pennsylvania (to Pittsburgh PA) and New York Central (to Buffalo NY) trunk lines.
Map of the Bee Line Railroad component lines (blue, red, green), and Columbus, Piqua and Indiana (brown) and other roads aligned with the B&O (to Wheeling WV), Pennsylvania (to Pittsburgh PA) and New York Central (to Buffalo NY) trunk lines, courtesy of Erin Greb Cartography.

Fortunately for the Hoosier Partisans, the IP&C’s three-year joint operating obligation ended as the Columbus, Piqua and Indiana Railroad (CP&I) finally reached Union in the spring of 1859. Now the IP&C could anticipate a substantial revenue boost as freight and passengers traveled to/from Columbus across CP&I track to Union. From Columbus, Pittsburgh could now be reached – and the Pennsylvania Railroad headed to Philadelphia – via affiliated lines.

Union and the IP&C were proving to be a pivotal funnel for other traffic as well. Freight and passengers headed to/from New York across the CC&C and aligned roads to the fledgling New York Central Railroad at Buffalo would find their way to Union. Similarly, via the CP&I link between Union and Columbus OH, the Baltimore and Ohio Railroad (B&O) could now be accessed at Wheeling WV. And, courtesy of a new through-line arrangement connecting the B&O’s eastern terminus at Baltimore with New York City, a second alternative for reaching this center of commerce from Union became a reality.

The IP&C would be the clear beneficiary of these new connections to the east – if only it could effect a separation, if not a divorce, from the B&I as well as the CC&C. Then, standing individually, the IP&C could strike lucrative through-line agreements with each of the eastern trunk lines and their local affiliates. By way of these arrangements, the Hoosier Partisans could once again regain control over their own destiny.

At the March 1859 IP&C board meeting, Partisan David Kilgore proposed a three-person board committee be appointed to “pursue a line of fair and impartial conduct between our two connections at Union.” The concept was for the IP&C to direct traffic under its control and destined for New York, Philadelphia, Boston, and Baltimore to these connecting roads “in proportion to the trade and travel received from the several points named above.”

Images of David Kilgore, Thomas A. Morris, and Stillman Witt
(L to R): David Kilgore, from the author’s personal collection; Thomas A. Morris, Courtesy of the Indiana Historical Society; Stillman Witt (J. Fletcher Brennan, ed., Biographical Cyclopedia and Portrait Gallery of the State of Ohio, Vol. 2. Cincinnati: John C. Yorston & Co., 1880.)

In addition to David Kilgore, ubiquitous Indiana railroad construction engineer, recent president of the Indianapolis and Cincinnati Railroad and IP&C board/executive committee member Thomas A. Morris, and Cleveland Clique and CC&C strongman Stillman Witt were appointed to the committee.

The stars were aligning from an operational standpoint as well; a March 28 letter from the receiver of the CP&I announced they “will be prepared in a very few days to transport passengers and freight” between Union and Columbus OH.

A crucial series of IP&C-arranged meetings with presidents and general managers of several of the eastern trunk lines and their Ohio-affiliated roads took place in Columbus, Ohio that May. The importance of Union and the IP&C’s Indianapolis connection west toward St. Louis were obviously not lost on the roster of kingpins who decided to attend the Columbus confab.

As might be expected, there were two distinct perspectives on the IP&C’s postulated autonomy. Those regional lines aligned with the Pennsylvania Railroad or B&O via CP&I connections at Columbus OH endorsed the IP&C’s move toward independence. Not surprisingly, those roads associated with the New York Central via Bee Line alignments at Cleveland, or with the Pennsylvania Railroad via the Ohio and Pennsylvania Railroad [O&P] (passing near the B&I’s eastern terminus at Galion OH) took the opposite position. Among this group was the CC&C’s then president, Leander M. Hubby.

Image of Leander M. Hubby
Leander M. Hubby, (Biographical Cyclopedia and Portrait Gallery of the State of Ohio, Vol. 4. Cincinnati: Western Biographical Publishing Company, 1887.)

Shortly after the meeting, as Hubby contemplated the implications of the IP&C’s stratagem – with its alternative access to New York City via the B&O – he balked. “This company would not quietly submit to receiving a divided business from the IP&C.” Hubby went on, and to the heart of the matter, “this company contributed largely in money and credit to the completion and opening of the Bellefontaine Line…I think it my duty to say…this Company…will at once form other connections which are being offered them.”

Bee Line financier Richard H. Winslow of Winslow, Lanier & Co. tag-teamed with Hubby, mounting an attack on the IP&C’s soft financial underbelly. “In view of your embarrassments growing out of the large debt falling due the 1st of January next, we should think it a hazardous experiment and one that may lead to very bad consequences.”

In many respects the Hoosier Partisans’ dream of an independent IP&C had been dashed years before when it accepted the financial help of “foreign” interests—be they in New York, Cleveland, or Europe.

Hollow recognition was paid to the Partisans in the wake of the Union episode. At the annual IP&C board elections in July 1859, Thomas A. Morris was elected president. In turn, John Brough stepped down from the IP&C presidency but continued to hold dual roles as president of the B&I and chairman of the overall Bellefontaine Line executive committee. The title of general superintendent was also added to his dossier. Brough and the Cleveland Clique would control eight seats on the IP&C board to the Hoosier Partisans’ seven.

At the May 1860 board meeting, extension of the revised Bee Line joint operating contract was considered. Swallowing its pride and with a financial gun to its head, the IP&C board reluctantly moved to accept it.  If anything, the Union episode crystallized the Cleveland Clique’s determination to drive the B&I and IP&C to a formal and final consolidation under their direct control.

And while the IP&C’s contract extension with the B&I had taken more than a year to be resolved, the Union episode hastened the day when the IP&C would no longer exist as a separate entity. And with it, the Hoosier Partisans’ dream of maintaining control of their own destiny faded to a smoldering ember.

Check back for Part VII to learn more about the push and pull of the Hoosier Partisans and Cleveland Clique, leading to the legal consolidation of the Bee Line component railroads.

Continue reading “The Hoosier Partisans Move for Autonomy as the Cleveland Clique Tightened Its Grip on the Bee Line Railroad”

The Cleveland Clique’s Elusive Grasp for Control of the Bee Line Railroad

See Part IV to learn how the Cleveland Clique leveraged on John Brough to solidify its control of the Bee Line and a route to St. Louis.

John Brough, Henry B. Payne
(L) John Brough, courtesy of the Ohio History Connection. (R) Henry B. Payne, courtesy of the Library of Congress.

With John Brough’s election to president of the Indianapolis and Bellefontiane Railroad [I&B] on June 30, 1853, the Cleveland Clique cemented its position as the Midwest’s dominant railway cabal. Brough’s dual roles, both there and as president of the Mississippi and Atlantic Railroad (about to initiate construction between Terre Haute and St. Louis), personified the Clique’s reach.

It was also a visible sign of president Henry B Payne’s effectiveness crafting and implementing the Cleveland, Columbus and Cincinnati Railroad’s [CC&C’s] growth strategy. Now his attention turned to commanding the Bee Line component railroads and a line to St. Louis, both physically and legally. But, the Cleveland Clique’s grasp for control of the Bee Line Railroad would be elusive at best.

Map of railroads between Indianapolis and Cleveland c1860, annotated to show component Bee Line railroads, and the Columbus, Piqua and Indiana railroad
Map of the Bee Line component lines: CC&C, B&I in red, I&B in blue; Columbus, Piqua and Indiana Railroad (CP&I) in brown, courtesy of Erin Greb Cartography.

Just prior to Brough’s promotion, the I&B’s Clique-influenced board had resolved to convert its 4’ 8½” ‘standard gauge’ track (lateral dimension between rails) to the 4’ 10” ‘Ohio gauge.’ By law, the Ohio legislature had mandated that all railroads chartered there must be constructed to this dimension. As a result both Ohio legs of the Bee Line, the Bellefontaine and Indiana [B&I] and CC&C, had been built to this dictated standard. The Indiana-chartered I&B’s non-conforming gauge, however, prevented uninterrupted service between Cleveland and Indianapolis.

The I&B moved carefully to implement its gauge-change resolution. This was because, in early 1852, former president Oliver H. Smith had come to terms on a through-line agreement with a rail line being built between Columbus OH and Union IN – the Columbus, Piqua and Indiana Railroad [CP&I]. When completed, this important link would provide a connection to lines extending toward Pittsburgh, and on to Philadelphia over one of the growing trunk line giants: the Pennsylvania Railroad.

image of Oliver H. Smith
Oliver H. Smith, courtesy of the Indiana Historical Society.

As part of through-line negotiations to coordinate schedules and share facilities, the CP&I had acceded to Smith’s demand that it petition Ohio’s legislature to build to the I&B’s ‘standard’ gauge. It soon received a legislative exemption and began building. However, the CP&I met financial headwinds almost immediately – most notably from the Pennsylvania Railroad, which failed to meet its guarantee commitment when the company defaulted on construction bonds. Unfortunately, following bankruptcy reorganization, the CP&I would not complete construction to Union until 1859.

From the I&B’s perspective, the CP&I’s financial problems and construction delays seemed insurmountable. In contrast, the temptation to avail itself of lucrative east-west business across the combination of Ohio gauge B&I and CC&C lines proved irresistible. Under cover of a finely crafted resolution to skirt its through-line agreement with the CP&I, the I&B board resolved to lay track using the Ohio gauge as “other circumstances and relations for the welfare of the Road may require.” Under this guise, by the summer of 1853, it had re-laid track between Union and Muncie to the “Ohio gauge”.

Given this developing situation, the CP&I felt compelled to act. It successfully sought a preliminary injunction to block further track/gauge conversion. The Bee Line was effectively stymied in its effort to achieve a uniform gauge run from Cleveland to Indianapolis. Although the I&B argued the 1852 through-line agreement was silent on the CP&I’s track conversion accord, Smith’s apparent sidebar pact proved compelling to the court. I&B president John Brough, backed by a new board replete with Clique members, was directed to move decisively to resolve the problem in late summer 1853. It proved to be a particularly costly settlement.

Together, all component roads of the Bee Line agreed to guarantee the CP&I’s performance on $400,000 of bonds issued to complete the road to Union. Beyond eventually finding themselves on the hook for this issue, the Bee Line roads would provide another, and then another tranche of funding by the time the CP&I limped into Union in 1859. At least the I&B could now finish its Ohio gauge track conversion between Muncie and Indianapolis. And, under terms of the settlement, the CP&I also re-laid its track to the Ohio gauge.

Winding up the CP&I lawsuit had been a prerequisite to inking a Cleveland Clique-initiated through-line agreement among all Bee Line component roads. The day after securing the CP&I settlement, the Bee Line’s through-line agreement was signed. There were two telling provisions that spoke to the different vantage point of the Cleveland Clique and Hoosier Partisans.

Map of midwestern railroads c1860, annotated to show Bee Line component railroads and intersecting rail lines to Pittsburgh
Map of the Bee Line component railroad: I&B, B&I in blue, CC&C in red; lines to Pittsburgh in brown: CP&I to S&I/P&S, O&P, courtesy of Erin Greb Cartography.

On the one hand, the agreement allowed the B&I and I&B to make “fair and eligible connections and business arrangements . . . to secure . . . their legitimate share of the business between the cities of Philadelphia, Pittsburgh and Indianapolis.” While this clause provided a degree of freedom for the Hoosier Partisans and their Ohio counterpart to step away from their CC&C overseer, the other clause was engineered to reign in these independently minded stepchildren: “The B&I and I&B shall be consolidated at the earliest practicable moment.”

As to the latter clause, it would be easier for the Cleveland Clique to do its bidding if the Hoosier Partisans’ influence was diluted in a newly constituted board. At the same time, combining the two lines could prevent the Partisans from cutting their own agreement with the CP&I to carry traffic back and forth to Columbus and toward Pittsburgh via Union – totally avoiding carriage over the B&I and CC&C. And there was also a second option to reach Pittsburgh, via the Ohio and Pennsylvania Railroad (O&P) – passing near the B&I’s eastern terminus at Galion OH. Still, at the time, the Clique’s consolidation mandate only served to draw the two smaller lines more closely together in their common struggle for independent decision-making. As unfolded for the Cleveland Clique, however, its consolidation directive would not be accomplished easily or quickly.

image of David Kilgore
David Kilgore, from the author’s personal collection.

Squirming under the Clique’s dictate, and recognizing its strategic position as the funnel for rail traffic to and from Indianapolis to either Cleveland (and New York) or Pittsburgh (and Philadelphia), the I&B board served up its own subtle message. Essentially touting its option to bypass Cleveland through separate links to Pittsburgh, Hoosier Partisan David Kilgore proposed a name change “from and after the first day of February 1855. . . . The said Corporation shall be known by the name and style of the ‘Indianapolis, Pittsburgh and Cleveland Railroad Company’ [IP&C].” It was overwhelmingly adopted.

The name change really symbolized much more. The locally controlled and focused I&B railroad era was gone. The newly rechristened road would now test its wings as a regional player—hoping, like a teenager seeking freedom from parental control, to stand apart from the clearly parental CC&C.

Map of the proposed Mississippi and Atlantic Railroad route from excerpt of Map of the Bellefontaine and Indiana Railroad 1852
Map of the proposed route of the Mississippi and Atlantic Railroad. Excerpt from “Map of the Bellefontaine and Indiana Railroad and connecting lines” (W. Milnor Roberts, Chief Engineer: 1852). Courtesy of the Library of Congress.

Separately, in 1854, John Brough was ramping up his Mississippi and Atlantic Railroad [M&A] – destined to link Terre Haute and St. Louis. After an arduous legal effort to validate its claim to an Illinois charter, the M&A had prevailed against Chicago and Mississippi River town political interests earlier in the year. However, it would soon be faced with another trumped-up legal challenge and a concerted public relations effort to undermine its viability and management capabilities. Such obstacles were having a detrimental effect on Wall Street investors.

In March 1854 a legal opinion by Abraham Lincoln’s Illinois law office asserted the illegality of the M&A’s corporate existence. Then, a New York newspaper article questioned Brough’s managerial track record at the Madison and Indianapolis Railroad. The investor community was beginning to shy away from the M&A.

Nonetheless, with short-term funding secured, Brough pressed on with the M&A’s building phase. He issued a marketing circular and let contracts for the whole line by May, announcing the line would be completed by the summer of 1856. Brough would spend an increasing amount of time on this effort as 1854 wound down.

By the beginning of 1855 it was becoming clear Brough had the M&A on his mind. At the very least, the M&A’s pivotal role in the Cleveland Clique’s Midwest control strategy virtually mandated Brough’s full-time attention. Rumblings of his imminent departure reached IP&C board members by early February. He resigned as IP&C president on February 15, noting “experience has demonstrated to me that in this event my entire time and attention will be required on that [M&A] line.”

image of Calvin Fletcher
Calvin Fletcher, courtesy of the Indiana Historical Society.

Former I&B director (1852-53) Calvin Fletcher, among Indianapolis’ most prominent civic and business leaders, was elected president in Brough’s stead. Reluctantly thrust into the role, Fletcher noted, upon hearing of his election: “I learned to my regret I was appointed President of the Bellefontaine R.R. Co.”

Fletcher’s reticence to assume the post was understandable, based on his close familiarity with the affairs of the I&B. “I fear their affairs are desperate . . . It needed my character & acquaintance to unravel the mischief of the finances. . . . The president Brouff [Brough] has no influence on the road. All employees eschew his authority & claim that the Superintendent is the man to look to & not the President. The road & its business is [sic] in great confusion.”

image of James F. D. Lanier, c1877
James F. D. Lanier, Sketch of the Life of J. F. D. Lanier, self-published, 1877.
image of Chauncey Rose
Chauncey Rose, courtesy of the Indiana Historical Society.

Even though Brough was dealing with M&A matters full time beginning in mid-February 1855, the concerted efforts of powerful Chicago and Mississippi River town political interests had swept away investor confidence. James F. D. Lanier, the M&A’s financier through the Wall Street firm that bore his name – Winslow, Lanier & Co. – decided to take desperate action.

On May 20th the M&A board, controlled by Lanier, demoted Brough to Vice President in favor of Chauncey Rose. Rose, founder of the Terre Haute and Richmond Railroad linking Indianapolis with Terre Haute, assumed the presidential mantle. In spite of his impeccable reputation as a railroad executive, Rose’s presence failed to sway the investor community.

John Brough would not live to see the Mississippi and Atlantic Railroad completed to St. Louis. And, more to the point, how would the Cleveland Clique view Brough as their pawn in its broader Midwest railroad control strategy?

Check back for Part VI to learn more about the Hoosier Partisans move for autonomy as the Cleveland Clique tightened its grip on the Bee Line Railroad.

Continue reading “The Cleveland Clique’s Elusive Grasp for Control of the Bee Line Railroad”

The Cleveland Clique’s Bee Line Railroad Control Strategy to St. Louis: John Brough

See Part III to learn about how the Bee Line and other Midwest railroads reset, and sought to accomplish, their goal – to reach St. Louis.

Bee Line railroads map, excerpt from Bellefontaine and Indiana 1852 Railroad Map

Proposed Mississippi and Atlantic Railroad route map, excerpt from 1852 Bellefontaine and Indiana Railroad Map
Top: Map of the Bee Line component railroads. Bottom: Map of the proposed route of the Mississippi and Atlantic Railroad (both excerpts from “Map of the Bellefontaine and Indiana Railroad and connecting lines,” 1852, courtesy of the Library of Congress).

With John Brough’s elevation to the presidency of the Bee Line’s Indianapolis and Bellefontaine Railroad [I&B] segment – between Indianapolis and Union – on June 30, 1853, the Cleveland Clique was understandably euphoric. Brough’s newly arranged presidential authority there and at the Mississippi and Atlantic Railroad [M&A], about to begin construction between Terre Haute and St. Louis, personified the Clique’s growing regional dominance. By all appearances they, through the Cleveland, Columbus and Cincinnati Railroad (CC&C) and president Henry B. Payne, would soon control the key Midwest rail corridor linking the East Coast and the West.

At the same time, the closer-to-home Bellefontaine and Indiana [B&I] – linking the I&B at Union with the Clique’s marquee railway, the CC&C, at Galion OH – had already found itself under the financial sway of the Cleveland band.  Incredibly, the strategy to command a string of railroads tying St. Louis to the Eastern truck lines then breaching Ohio’s eastern boundary had been orchestrated by the CC&C’s Henry Payne in little more than two years.

image of John Brough, image of Henry B. Payne
(L) John Brough, courtesy of the Ohio History Connection. (R) Henry B. Payne, courtesy of the Library of Congress.

In the almost giddy atmosphere that prevailed following John Brough’s coronation, an impromptu trip was arranged. Why not visit Terre Haute, and the Illinois state line for that matter, and then travel in a single day from Terre Haute to Cleveland? It would underscore what the Clique had accomplished, provide an on-the-ground view of the new western terminus of the coordinated lines, and draw them closer to the independently minded stockholder/management team at the controls of the Terre Haute and Richmond Railroad [TH&R] – the only gap in the Clique’s string of pearls between Cleveland and St. Louis.

image of James H. Godman, image of Calvin Fletcher
(L) James H. Godman, courtesy of the Marion (Ohio) County Historical Society (R) Calvin Fletcher, courtesy of the Indiana Historical Society.

Members of the Cleveland Clique along with president James H. Godman of the B&I, newly minted I&B president John Brough as well as board member Calvin Fletcher and secretary Douglass Maguire boarded a special train destined for Terre Haute on July 1st. It had been less than twenty-four hours since the Clique’s I&B annual meeting coup. None of the original I&B Hoosier board members went along for the ride.

In one respect the trip was a success. They drank brandy and wine with Samuel Crawford, president of the TH&R, supped together and made it to a symbolic bridge spanning the Wabash—peering across wide stretches of western Indiana farmland toward Illinois. Truman P. Handy and William Case, board members of the Cleveland Clique’s cornerstone CC&C railroad, continued on to the Illinois line by horse and returned to Terre Haute by 3 a.m. Now they could boast of having made it from the Illinois line to Cleveland in a single day.

image of Truman P. Handy, image of William Case
(L) Truman P. Handy, Biographical Cyclopedia and Portrait Gallery of the State of Ohio, Vol 2. (Cincinnati: John C Yorston & Co, 1880). (R) William Case, courtesy of Cleveland Public Library.

A private train left Terre Haute before dawn on July 2nd. It ran at a blistering thirty miles per hour until hitting a cow near Belleville—knocking the engine and car off the track. It was a near-death experience, as Calvin Fletcher recounted. Still, they were in Indianapolis by 6:30 a.m.

Fletcher did not record whether they accomplished the lofty goal of making it to Cleveland that day, as he remained in Indianapolis. All the same, except for the lack of participation by original I&B board members, it had been a notable start to John Brough’s presidency – and provided a glimpse of the Clique’s mechanism for expansion. The Hoosier Partisan’s absence would prove to be a telling sign of issues looming ahead.

Two weeks later Calvin Fletcher was among a sizable number of Indiana business and political nobility who, along with their spouses, received an invitation from the Cleveland Clique. The request was to join them for an all-paid junket to Niagara Falls. “I had an invitation with our citizens, those of Lafayette, Crawfordsville, Terre Haute, Dayton, Cleveland, Bellefontaine &c…a number have an invitation here.”

image of Daniel Yandes, image of David Kilgore, image of Thomas A. Morris
(L) Daniel Yandes, courtesy of the Indiana Historical Society. (M) David Kilgore, author’s personal collection. (R) Thomas A. Morris, courtesy of the Indiana Historical Society.

Hoosier Partisans Alfred Harrison, Daniel Yandes and David Kilgore as well as ubiquitous Indiana railroad construction engineer and soon to be I&B board member Thomas A. Morris were among the throng. They all boarded a special train awaiting them in Indianapolis on the morning of July 20th. In his diary, Calvin Fletcher would capture both the spectacle of the excursion and the travails of travel during this era.

Map of railroads between Indianapolis to Niagara Falls, annotated to show 1853 excursion route.
Map of Cleveland Clique junket from Indianapolis to Niagara Falls, over the Indianapolis and Bellefontaine, Bellefontaine and Indiana (both in red), Cleveland, Columbus and Cincinnati (blue), by ship to Buffalo (orange dash), and rail to Niagara Falls (orange). Cities visited in colored rectangles. Courtesy of Erin Greb Cartogarphy.

The conductor to Union was none other than Fletcher’s recently hired son Stoughton Jr., who helped the party around a derailed freight train along the way. They arrived at Union about 10:30 a.m. Connection delays added to a tardiness that precluded the Hoosier contingent from stopping at Marion, Ohio, for a B&I board–arranged dinner. Instead, they raced on to Galion to connect with CC&C cars coming from Columbus. The crowd reached Cleveland at 7:30 p.m., only to find the boat hired to take the assembled masses to Buffalo had broken down.

image of Cleveland Railway Station and Docks, 1854
Cleveland Railway Station and Docks, 1854. (James Harrison Kennedy, A History of the City of Cleveland: Its Settlement, Rise and Progress 1796-1896. Cleveland: Imperial Press, 1896.)

Because the politicians of Erie, Pennsylvania had made smooth rail travel between Cleveland and Buffalo nearly impossible during the early 1850s, going by this route was not a viable option. To force passengers and freight to overnight in Erie, city fathers had mandated different track ‘gauges’ (the lateral distance between iron rails) for railways entering/leaving the city from the east and west. The Erie “war of the gauges”, in combination with intentionally and poorly synchronized railroad schedules, wreaked havoc on passengers and shippers alike. Erie thrived on this senselessness until 1855, during which time near-riots by local merchants and warehouse workers nearly scuttled a move to finally synchronize schedules and re-lay rails to a uniform gauge.

It was midnight before more than 750 passengers stranded in Cleveland boarded a replacement vessel to Buffalo – arriving the next day at noon. There, a train of nearly fifteen cars met the ship and whisked its guests the final miles to Niagara Falls. They took in the falls and were awestruck by the engineering feat of the recently completed railway suspension bridge traversing the Niagara River. The revelers were then ferried behind the tumultuous sheets of water before dinner and a moonlit trip to Goat Island. The excursion lasted less than twenty-four hours. On the return boat trip to Cleveland the assembled guests lunched, ironically, at Erie, Pennsylvania.

image of Niagara Railway Suspension Bridge, c1876
Postcard image of the Suspension Bridge across Niagara Falls circa 1876, courtesy of the Library of Congress.

That evening Cleveland’s mayor hosted what Fletcher referred to as a “soirée” of dinner, music, and speeches. He called it “a most splendid affair that I ever witnessed.” As might have been expected, newspaper editors and writers had been invited gratis. They clearly earned their passage by publishing effusive articles in the regional and national press.

The editor of the Indianapolis-based Locomotive gushed: “We have never taken an excursion with which we were so well pleased. Every arrangement was made in princely style for the accommodation of the invited guests; and everything free as air, from our railroad bills down to our omnibus bills, including hotels and everything necessary.” It had proved to be the most incredible public relations feat of its day.

Finally, on the return leg from Cleveland to Indianapolis, the B&I board hosted the earlier-deferred dinner party at Marion, Ohio. Toasts were exchanged, a “three cheers” shouted, and the Hoosiers were off to Union the next morning. There they waited an hour for connecting passengers coming from Cincinnati. Exhausted, the entourage supped at Muncie and finally arrived back in Indianapolis by 11 p.m.

Still, for the people of the era, it had been both an awe-inspiring event and a technological marvel. To the parochial Hoosier Partisans, it brought home the sobering reality that the Cleveland Clique outgunned them financially and politically. The sheer number of interconnected board, business, banking, and government relationships represented at the Cleveland festivities was astounding. And they had gathered with a single purpose: to focus their wide-ranging powers on dominating the Midwest rail corridor between Cleveland and St. Louis.

The I&B, basking in the afterglow of this landmark event, which drew investor attention to its pivotal role as a funnel for traffic from Ohio to Indianapolis, saw its stock and bond prices jump. Nonetheless, Calvin Fletcher decided to sell all but $5,000 of his stock in August. He found a ready market: “I distributed among my friends who seemed to want it & one demanded, as a matter of right as I had offered to others, that he should have a portion. The stock soon fell & it was fortunate I let it go.”

Fletcher’s unemotional view was sprinkled with a candid and ominous reality, however: “Brough the president has failed to establish his right to go through to St. Louis straight. This I think will effect [sic] the road materially.” And he was right.

Whatever the reason for the I&B’s price bounce, it did not reflect the financial or business reality with which John Brough and the Cleveland Clique were faced.  Brough’s usefulness to the Cleveland Clique appeared, for the moment, to be in question.

Check back for Part V to learn more about how the Cleveland Clique turned their attention to binding the various component parts of the Bee Line together both physically and legally – to the irritation of the Hoosier Partisans.

Continue reading “The Cleveland Clique’s Bee Line Railroad Control Strategy to St. Louis: John Brough”

Guns, Germs, and Indiana Athletics, 1917-1920: How Did the Great War and the Great Pandemic Affect Indiana Sports?

In September 1918, the sports reporter for the Bloomington Evening World wondered how the expanded Selective Service age range (revised to include 18-21 year olds) would affect the local high school basketball team’s prospects. Only two of Bloomington high’s players were young enough to be exempt from draft registration. A month later, the World reported that the influenza epidemic had incapacitated six of the squad’s fourteen players. The intrusion of World War I and a worldwide influenza pandemic disrupted the lives of many Hoosiers. In particular, this article explores how war and the Spanish flu affected Indiana athletes and sports. The Great War and the Great Pandemic had calamitous short-term effects on Indiana athletics, but long-term benefits in developing athletes and sporting culture in Indiana.

In September 1917, these thirty-nine civilians from Blackford County were drafted into military service for WWI. They are posed on the courthouse grounds in Hartford City. Source: Indiana Historical Society.

A month after Congress declared war in April 1917, the legislature passed the Selective Service Act re-instituting the military draft. The first draft registration began in June 1917 for men ages 21-31. A second draft registration occurred a year later in June 1918 for those who had turned 21 since the last draft, and by September 1918 Congress expanded the conscription ages from 18-45. Indiana as a state contributed 130,670 soldiers to the conflict, over 39,000 of them volunteers. Indiana University claimed that 35% of their alumni and current undergrads had enlisted. Purdue University and Rose Polytechnic in Terre Haute stated that over 12% of their alumni were in the service, whereas Butler College [changed to university in 1925] and Quaker affiliated Earlham College counted around 2% of their graduates at war.

Enlistments of college men would ultimately erode the short-term quality of college athletics. A March 1918 article in Indiana University’s Indiana Daily Student reckoned that enlistments and the draft would reduce the number of quality players for the upcoming football season. At Wabash College, several athletes left school at the close of the 1917 football season and enlisted, including multi-sport star Francis Bacon. A Crawfordsville Journal reporter assessed that these athletes had attributes that would make them excellent soldiers. The reporter wrote, “Training, alertness, physical fitness and courage to tackle a hard task and stick to it along with the habit of “team work” have all contributed to their advancement [in the military].” Meanwhile in Lafayette, a Purdue sports reporter held out hope that Purdue’s athletes could avoid military service. He wrote, “If Uncle Sam can do without several of Purdue’s basketball stars until the present season is over, Purdue should be able to look forward to a very successful season.” Uncle Sam could not do without, and Purdue lost the athletic services of several basketball players as well as basketball Coach Ward Lambert, a future Naismith hall-of-famer, to the military.

1917-18 Purdue basketball team. After being conference runner-up in ’17, Purdue fell to .500 in Big Ten play in ’18 without Coach Ward Lambert to guide them. Source: Purdue University Debris yearbook, 1918.

College athletics experienced great uncertainty during the war, especially regarding the loss of student athletes to the military. South Bend News-Times reporter Charles W. Call calculated that 13 of the 15 Notre Dame basketball players from recent years were in the armed forces, which was a higher service percentage than any of Notre Dame’s four major sports. Among Call’s statistics was multi-sport athlete, and basketball captain-elect Thomas King, who, in October 1917, awaited a summons to Camp Zachary Taylor, the mobilizing center for Indiana recruits near Louisville.

Similar to Notre Dame, IU lost three-sport letterman, and 1917 team basketball captain, Charles Severin Buschman, to the Army when he graduated at the end of the spring semester, enlisted, and received a captain’s commission in September 1918. College athletes who became officers in the armed forces came as no surprise to DePauw University coach Edbert C. Buss, who had seen seven of his football eleven* enlist. He assessed the military value of athletics and said, “We feel that college athletics is as big a factor in developing our men as any other department in the university, and it is a well known fact that army officers are picking football and basketball men for some of the most important branches of service.”Arguably the most-famous Indiana college (or ex-college) athlete to be drafted into the Army was 6’4” basketball sensation Homer Stonebraker of Wabash College. College authorities stripped Stonebraker of his collegiate athletic eligibility his senior season in 1917 because he violated his amateur status. Although not an active college athlete, the Army’s drafting of Stonebraker carried such importance that the New York Tribune and the Boston Herald both carried news items on the matter.

Indiana University’s 1916-17 basketball team. Three-sport athlete and basketball captain, Charles Severin Buschmann (seated front row with the ball), graduated and immediately enlisted in the Army. Source: Indiana University Archives Photograph Collection.

An Indiana Daily Student reporter surveyed the college athletic landscape at IU in 1918, and wrote the following:

Athletics at Indiana, like all other activities, have been materially affected this year by the war. Not only has the status of the primary sports been changed but nearly every one of last year’s stars who were eligible to play this year are in the service, and the participants for this season must be culled largely from the ranks of the inexperienced.

Curiously, even while experienced college-age men were leaving academia for the military, college enrollment grew. At IU, student enrollment increased, even though the quality of their athletics decreased. The Daily Student in October 1918 reported the largest enrollment in the history of the school with 1,953 students; 1,100 of that number were freshmen, and 875 of the freshmen were men, or 600 more males than the first year class enrolling in 1917. More males enrolled to take advantage of the Student Army Training Corps (SATC) classes that were also available at Purdue, Notre Dame and other college campuses around the state. The 1918 freshman class at IU also saw a decrease in female enrollment: 695 down from 780 in 1917. The university authorities speculated that the decreased number of female enrollees was due to young women entering the workforce to take the place of men going to war.

Student Army Training Corps, DePauw University, Greencastle, Ind., 1918. Source: Indiana Historical Society.

The SATC proved a mixed blessing for the campuses that housed the corps. The War Department initially advised that intercollegiate football in institutions with SATCs be discontinued as a war measure. This policy would allow students to devote 14 hours a week to military drill and 42 hours a week to studying military tactics. Wabash College was without a SATC, and had no such time demands. The Crawfordsville college planned to proceed uninterrupted with their football schedule. The proposed change did not go over so well in football-crazed South Bend with first year coach Knute Rockne. The War Department ultimately backed off their initial proposal and instead set limits on travel, mandating that only two away games could be played during the season that would require the team to be absent from campus for more than 48 hours.

Another change the war prompted was changing freshman eligibility rules. Freshmen were eligible to compete in varsity athletics at smaller schools like Wabash and DePauw. Larger schools like IU, Purdue, and even Notre Dame prohibited freshmen from playing on the varsity. While not concerned with varsity athletics specifically, the War Department encouraged mass athletics participation by every enrollee in the SATC so that “every man . . . may benefit by the physical development which . . . athletics afford.” The Daily Student reporter assessed this development:

Sports on a war basis will probably lose some of the excitement and glamour, but the benefits derived from them will be much greater than it has been in the past. Not a favored few, but the mass of the student body will profit by the advantages thus afforded.

Notre Dame Coach Rockne opposed freshman eligibility. The South Bend News-Times explained Rockne’s position: “men . . . might be strong football players but not genuine college students.” Representatives of the Big Ten and other Midwestern college athletic associations met in Chicago and voted to allow freshmen to play in 1918. While Rockne may have opposed the measure in principal, in practice it was a good decision since he had only two returning lettermen including the famous George Gipp. Among the freshmen Rockne coached in 1918 was Earl “Curly” Lambeau from Green Bay, Wisconsin.

University of Notre Dame’s football team, 1918. Back row: Coach Knute Rockne, Charles Crowley, Early “Curly” Lambeau, George Gipp, Raleigh Stine, Frederic Larson. Middle row: Eddie Anderson, Maurice “Clipper” Smith, Captain Pete Bahan, Bernard Kirk, Heartley “Hunk” Anderson. Front row: Frank Lockard, Norman Barry, William Mohn. Source: University of Notre Dame Archives

Notre Dame’s need for athletes was not unique. At IU, only six players, including three who had never played football before, turned out for the team’s first practice. IU football coach Ewald O. “Jumbo” Stiehm remarked, “I have never before faced a season with so few experienced men to rely upon.” The Daily Student explained, “The teams will have to be built up almost entirely from green material, strengthened by men who had training on the freshmen squads throughout the year.” In Crawfordsville, seven Wabash College freshmen won varsity letters at the conclusion of the 1917 football season. To which the Crawfordsville Journal commented on the benefit, “This is an unusually large number of first year men to receive such recognition and the situation is brought about by war time conditions which have depleted the ranks of the older athletes. However, it is encouraging as it means that the majority of these men will be on hand to form the nucleus of next year’s team.”

As if the effects of mobilizing for war were not enough to inhibit Indiana athletics, the state also had to deal with an influenza epidemic. Indiana health authorities reported the first cases of influenza in September 1918. While the flu pandemic in Indiana was less severe than in other parts of America, it still afflicted an estimated 350,000 Hoosiers, and claimed 10,000 lives between September 1918 and February 1919. In October 1918, the South Bend News-Times reported on how the flu impacted college football:

Already staggering under the new military regulations, middle western football was dealt another blow tonight when a score of colleges and universities cancelled gridiron games scheduled for tomorrow because of the epidemic of Spanish influenza. Nearly 20 of the 30 odd games scheduled were called off. Reports received at Chicago indicated that some of the games had been called off because members of the teams were slightly indisposed, others because of probable attendance due to the influenza epidemic, and still others for the reason that it is feared crowds cause a spread of the disease.

Authorities cancelled the first three games on Notre Dame’s 1918 schedule on account of flu quarantines. Health officials even forced Rockne to cancel a practice. IU football coaches cancelled the team’s season finale, scheduled for Thanksgiving Day in Indianapolis, on account of the influenza situation in the capitol city.

The flu also affected high school sports. Bloomington High School expected to play their first basketball game of the season on October 18, but the city’s influenza quarantine forced the team to cancel games against Waldron, Orleans, Mitchell, Sullivan, Greencastle, and Indianapolis Technical. Coach Clifford Wells hoped that they could open their season on December 6 against 1918 runner-up Anderson. Hoping to stay sharp, the team played an exhibition game against an alumni team on November 17, but it was not much of an exhibition since health officials mandated the gym doors be closed to the public. The team succeeded in playing their first inter-scholastic game 43 days after their season was set to begin when they defeated Greencastle in Greencastle on November 29. The Bloomington team did not expect to play a home game until after the New Year on account of the flu.

Bloomington High School’s basketball team would win the 1919 state tournament despite a rocky season interrupted by flu and war. Their coach, Clifford Wells, was serving in the Navy reserves at the time. Source: Indiana High School Athletic Association Handbook for 1919.

At South Bend, the high school cancelled the first game of the season against Elkhart on account of the flu. They scheduled a replacement game against Michigan City, who had not practiced much indoors on account of the flu. The next game on the schedule against LaPorte was cancelled for the same reason. A replacement game against Valparaiso saw South Bend at half strength as one player was recovering from the flu, and two others had fallen ill.

While the Great Pandemic in Indiana officially lasted from September 1918 to February 1919, another wave of severe respiratory problems afflicted Indiana the following winter as well. In South Bend, there were 1,800 reported cases of the flu in January 1920. Notre Dame basketball coach Gus Dorais was among the afflicted and lay in the hospital for weeks. In his absence, Knute Rockne took over coaching the basketball team. Mishawaka High School lost a star player for the season on account of an attack of pneumonia that nearly cost him his life. At Goshen High School, basketball captain Clement McMahon recovered from scarlet fever, only to die a short time later from double pneumonia.

The effects of war and disease should have been enough to end competitive inter-scholastic sports for at least one season. Instead, Hoosier athletes played on. The ordeals Indiana sportsmen experienced at home and abroad strengthened athletic teams, developed sporting culture, and contributed to the growth of professional sports in the 1920s. As one observer noted, “On every side there is convincing evidence that the war has and will prove a great stimulus to sport.”

The playing experience first-year college athletes gained while upperclassmen were away became a competitive advantage to teams in the war’s immediate aftermath. As a Notre Dame sports reporter observed, Rockne made “a team out of a lot of fatheads” whose year of seasoning “will bring back the [glory] days [of Notre Dame].” Major college athletic associations rescinded freshmen eligibility after the war, but they allowed the athletes who had competed as freshmen to have a total of four years of athletic eligibility.

The combination of game-tested underclassmen, returning war-tested veterans, and an infusion of good athletes from the SATC who remained in college after demobilization produced extremely strong post-war teams. The best example of this was at Purdue for the 1919-20 season. Coach Lambert returned from his military service, which was enough of a boost in and of itself for the Boilermakers’ prospects. Several pre-war veterans returned to the court and joined four returning lettermen from the previous season. United Press reporter Heze Clark, who had followed college basketball for 25 years, forecasted a strong season for Purdue that should “net them not only the Big Ten Championship, but also western collegiate high honors.” Purdue ended the season as runner-up in the Big Ten, but they tied for the lead the following season, won the Big Ten outright in 1922, and continued to have strong teams throughout the 1920s and 30s.

The war’s aftermath not only created stronger teams it also gave an incredible boost to American sporting culture in terms of increased public interest and participation in sports. The fact that sports continued to be played during a war and in spite of a national health pandemic shows that sports meant something special to Americans, perhaps as an escape from worldly worries. In military camps, soldiers regularly engaged in boxing, baseball, basketball and football in military camps. In some cases, soldiers gained exposure to sports they never played, which developed not only new athletes, but also new sports enthusiasts. This was not unlike the growth baseball experienced after the Civil War when soldiers learned the game in camps, and brought it back to their communities after the war. One newspaper reporter assessed, “With thousands of Uncle Sam’s soldier boys equipped with baseball, boxing and football paraphernalia while in the service, thousands of young bloods coming [home] . . . will demand red-blooded recreations and pastimes on a larger scale than ever before and the country at large weary of death-dealing conflicts and grateful for the chance to relax, sports should thrive on a greater scale than ever.”

Purdue football fans celebrate a touchdown in 1918 by tossing their hats in the air. Source: Purdue University Debris (yearbook), 1919.

Reporters all around America drew the same conclusions. International News Service reporter Jack Veiock observed, “In spite of the war and the hardships it worked in college circles, the pigskin is being booted about by more elevens* today than in any season that has passed.” He observed that  public interest had not only increased for the sport, but participation exploded in colleges and army camps. Men who had never even tried the sport drove the increased participation. A syndicated article printed in the News-Times agreed, “Boys who came away from desks to go into the fight have come back trained men who will want to continue in good red blooded competition. . . . The war has made an athletic team of about four million men.” South Bend News-Times reporter Charles W. Call added,

This world conflict has proved a number of things but none more emphatically than that intercollegiate athletics, often as they have been questioned in time of peace, have made sinewy and adroit the army of a nation hastening to the ordeal of battle.

Another positive effect of World War I on sports was the growth and emergence of professional athletics in Indiana, including football, but specifically basketball. Professional football had a weak hold in Indiana in the early-twentieth century. Pine Village was a notable professional team before the war. After the war, Hammond was an inaugural member of the American Professional Football Association/National Football League from 1920-26.

Historical marker, Indiana Historical Bureau.

On the other hand, professional basketball in Indiana boomed in the 1920s. Todd Gould in his book Pioneers of the Hardwood: Indiana and the Birth of Professional Basketball just gives passing reference to the war and does not examine the impact war mobilization, male social fraternization, athletic competition in military camps, and demobilization had in the birth of professional basketball. During the war, an all-star amateur squad of members of the 137th Field Artillery, which was constituted of men from northern Indiana, fielded a basketball team in France to compete against other military units. Many such groups of athletic veterans would continue to play as league-independent teams, often with local business sponsorship after the war.

Indiana’s basketball star, Homer Stonebraker, made the acquaintance of Clarence Alter while serving in France. In pre-war civilian life, Alter managed an independent basketball team in Fort Wayne that competed against other independent clubs in the state. Alter and Stonebraker discussed joining forces after they were discharged. Their relationship became the basis of the Fort Wayne Caseys, one of Indiana’s most successful, early professional basketball teams. Alter recruited other veterans for the team, including Stonebraker’s old Wabash teammate Francis Bacon. Semi-professional teams cropped up all around the state in the 1920s in cities such as Bluffton, Hartford City, Huntington, Indianapolis, and Richmond. The athletes on these teams were often former local high school stars, but more often than not they were also veterans.

The Great War and the Great Pandemic changed sports in Indiana. In the face of severe, outside adversity, sports emerged from the war with greater popularity. In high school basketball, attendance at the state basketball tournament went from 2,500 before and during the war to 15,000 several years later. More racial diversity slowly appeared on high school teams because of the influx of African-American emigrants from the South during the war (although segregated black high schools were barred from IHSAA competition until 1942, individual black athletes could be on teams at non-segregated schools). Some military veterans returned to college and gave a boost to college sports fandom, if not actually contributing on the field of play. The veterans who returned home probably had a greater appreciation if not love of sports from being exposed to them in camp life. This rise in post-war interest in sports strongly contributed to the “Golden Age of Sports” in the 1920s, and the adulation of sports heroes like Babe Ruth, Jack Dempsey, Red Grange, and Rockne.

*“Elevens” is a term commonly used at this time to refer to the eleven players on a football team. Similarly, baseball teams were often called “nines” and basketball teams “fives” or “quintets.”

The Bee Line and Midwest Railroads reset their goals – to St. Louis: Gateway to the West!

See Part II to learn about the Bee Line’s financing dilemma – the loss of control to the Cleveland Clique and Wall Street.

Advertisement, California, Gold Rush, circa 1850
Advertisement for ships to California during the Gold Rush, circa 1850.

Gold! In January 1848 gold was discovered at Sutter’s Mill in California. The Gold Rush had begun. And with it, the nation turned its gaze to the West.

image of John Brough
John Brough, courtesy of the Ohio History Connection.

The Bee Line and other Midwest railroads would also reset their goals – to reach Chicago or St. Louis: Gateway to the West. And for John Brough, president of the Madison and Indianapolis Railroad [M&I], the prospects were particularly tantalizing. While he had already begun to implement a strategy to extend the M&I’s control to the potentially lucrative Indianapolis and Bellefontiane Railroad [I&B] building toward the Ohio state line, the thought of constructing and controlling a line to St. Louis was pure gold.

Midwest Railroads Map, circa 1860, showing the Madison and Indianapolis [M&I], Terre Haute and Richmond [TH&R], and component roads of the Bee Line: Cleveland, Columbus and Cincinnati [CC&C]; Bellefontaine and Indiana [B&I]; Indianapolis and Bellefontaine
Midwest Railroads Map, circa 1860, showing the Madison and Indianapolis [M&I], Terre Haute and Richmond [TH&R], and component roads of the Bee Line: Cleveland, Columbus and Cincinnati [CC&C]; Bellefontaine and Indiana [B&I]; Indianapolis and Bellefontaine [I&B], courtesy of Erin Greb Cartography.
A Cleveland Clique of connected businessmen, politicians and railroad investors had already struck gold of their own. The opening of the Midwest’s first regional railroad in 1851 between Cleveland and Columbus – the Cleveland, Columbus and Cincinnati Railroad [CC&C] – had proved to be successful beyond their most optimistic expectations. They began to consider expanding their reach, not by building, but by buying or controlling the purse strings of other roads headed west . . . to Cincinnati, Indianapolis . . . and St. Louis.

image of Chauncey Rose
Chauncey Rose, courtesy of the Indiana Historical Society.

John Brough’s strategic and financial needs were more immediate, as the M&I’s business calculus began to wane. One of Brough’s peers on the Indianapolis Union Station’s Indianapolis Union Railway board, Chauncey Rose of Terre Haute, had already assembled a circle of businessmen from Indiana’s largest town west of Indianapolis. In 1847, along with Rose’s New York-based financier brother John, they had gathered the funds necessary to construct the first leg west from Indianapolis toward St. Louis: the Terre Haute and Richmond Rail Road [TH&R]. It would be renamed the Terre Haute and Indianapolis Railroad [TH&I] by 1865, to more accurately reflect its final route.

Importantly, the Rose brothers also insured the Terre Haute circle would retain substantial financial control in spite of tapping into the newly available public markets of Wall Street. They would control their own financial destiny, unlike nearly all other Midwest railroads, until well into the 1870s. On February 14, 1852 the first train completed the entire seventy-three mile trip to Indianapolis. The line proved to be the juggernaut for rail travel to St. Louis and the West via Indianapolis.

Railroads west from Indiana, including the Terre Haute and Richmond [TH&R], Ohio and Mississippi [O&M], Mississippi and Atlantic [M&A], and St. Louis, Alton and Terre Haute [StLA&TH]
Railroads west from Indiana, including the Terre Haute and Richmond [TH&R], Ohio and Mississippi [O&M], Mississippi and Atlantic [M&A], and St. Louis, Alton and Terre Haute [StLA&TH], courtesy of Erin Greb Cartography.
Rose and Brough were running into obstacles, both political and economic, in organizing a rail line spanning the unpopulated expanse of Illinois to St. Louis. While Rose initially focused on indirect connections via Vincennes and the nearly complete Ohio and Mississippi Railroad [O&M] extending across the southern third of Indiana and Illinois, Brough had a different plan. He would leverage on an 1846 Illinois charter – then moribund – for a direct route between Terre Haute and St. Louis through the former state capital (1820-1840): Vandalia. In 1850 Brough teamed with Vandalia business and political leaders – as well as James F. D. Lanier’s Wall Street firm of Winslow, Lanier & Co. – to resurrect the charter as the Mississippi and Atlantic Railroad [M&A]. He soon became its president.

James F. D. Lanier, Sketch of the Life, 1877
James F. D. Lanier. Sketch of the Life of J. F. D. Lanier (self published, 1877).

Brough’s venturesome efforts to reach St. Louis did not go unnoticed by the Cleveland Clique. It comported with the Clique’s and Henry B. Payne‘s (then president of the CC&C) vision for reaching and controlling lines to the West. And since Winslow, Lanier & Co. and the Cleveland Clique were already digging their financial talons into the two Bellefontaine lines that would soon carry the publicly-dubbed Bee Line moniker, the collective financial support for Brough’s effort was assured. Along with Brough’s M&I, the component Bee Line roads anted up several hundreds of thousands of dollars in spite of the tenuous financial footing of all except the CC&C – courtesy of the Clique’s urging and Lanier’s financial wizardry or skullduggery.

But Brough was having other problems. As the M&I revenue picture darkened, the I&B’s brightened. Now connected with the Bellefontaine and Indiana [B&I] and CC&C to reach Cleveland, the I&B’s passenger and freight revenue per mile spiked during the first year of through service in 1853. In addition, new traffic carried between Indianapolis and Cincinnati – via a connection at the increasingly critical junction town of Union – translated into booming business along the band of steel known as the I&B.

Oliver H. Smith
Oliver H. Smith, courtesy of the Indiana Historical Society.

Even before the I&B reached Union, however, the M&I was having trouble meeting its obligations under the five year operating contract the two had inked in 1850. The M&I’s inability to supply and maintain a sufficient number of locomotives and cars capable of handling the increasing traffic across the partially completed I&B was obvious. By the summer of 1852, I&B president Oliver H. Smith had initiated a series of discussions with Brough to recast the arrangement. Brough’s stance was adamant, as Smith reported: “They [M&I] claimed by resolve to run the whole Road for the time specified.” But Brough’s ego did not reflect the reality of his situation.

The Bellefontaine and Indiana’s “Sidney” Locomotive, built by Niles & Co., 1853 (rebuilt 1856)
The Bellefontaine and Indiana’s “Sidney” Locomotive, built by Niles & Co., 1853 (rebuilt 1856), courtesy of New York Central System Historical Society.

At the same time, Smith approached the I&B board with specific proposals to purchase additional rolling stock and motive power equipment. He also proposed building machine shops, an engine house and depot buildings. Smith mapped out a game plan to finance the expansion. It would require selling stock and/or floating $150,000 of bonds on Wall Street. Board member Calvin Fletcher reflected the Hoosier Partisans’ growing concern about Smith: “It was doubted by myself & others whether the Embassader [sic] intended had the qualifications to act in the matter.” Newly dominant shareholders Daniel Yandes and Alfred Harrison would handle the funding question.

image of Calvin Fletcher
Calvin Fletcher, courtesy of the Indiana Historical Society.

Things were coming to a head on many fronts. At the I&B board meeting in February 1853 a resolution was passed to terminate the M&I operating agreement effective May 1st, more than two years earlier than anticipated. The M&I and Brough were becoming an afterthought.

Then, in March, Oliver Smith challenged the I&B board to endorse his continued presidency. Given his intransigence on moving the Indianapolis depot closer to the new Union Station – for personal business reasons – Smith’s demand fell on deaf ears. Waxing eloquent, Calvin Fletcher penned a response on behalf of the Hoosier Partisans: “We have no doubt, from your standing in this country . . . that you can do for yourself and the country much better than to remain the President of the said Road.” Smith would resign the presidency on April 6th.

On hearing of the I&B’s bold move to terminate its operating contract with the M&I, Brough was beside himself. As May 1st arrived, Fletcher was concerned, noting “Did not sleep very well having been notified that the M&I would not permit the I&B to have possession & that they would defend with force & arms.” Fortunately, cooler heads prevailed during daylong meetings between Brough, Yandes, Harrison and Fletcher. The next day the operating contract was dissolved.

image of The Madison and Indianapolis Railroad [M&I] and involved roads: the Peru and Indianapolis Railroad [P&I], extending north from Indianapolis, and the Mississippi and Atlantic Railroad [M&A], extending west to St. Louis. Terre Haute and Richmond [TH&R]
The Madison and Indianapolis Railroad [M&I] and involved roads: the Peru and Indianapolis Railroad [P&I], extending north from Indianapolis, and the Mississippi and Atlantic Railroad [M&A], extending west to St. Louis. Terre Haute and Richmond [TH&R] also shown, courtesy of Erin Greb Cartography.
Adding insult to injury, Brough’s strategy to tighten the M&I’s grip on a second railroad heading north from Indianapolis – the Peru and Indianapolis [P&I] – was also in peril. While a combination with the M&I would be effected in 1853 as the Madison, Indianapolis and Peru Railroad, it unwound the next year. E. W. H. Ellis, president of the Peru and Indianapolis Railroad, lamented upon the dissolution of the combination: “It is to be regretted that, in the days of its [M&I’s] prosperity, the road, its rolling stock and machinery, were permitted to run down and that these heavy burdens are thrown upon the company.” The I&B was already wise to the M&I’s deficiencies.

Still, the prospect of Brough’s push to St. Louis seemed all but certain. Winslow, Lanier & Co. had successfully attracted adequate funds to begin letting construction contracts. The Mississippi and Atlantic Railroad [M&A] had overcome political obstacles thrown in its path by an alliance of Chicago and Mississippi River town interests. They much preferred a route to a smaller river town, on Illinois turf, just north of St. Louis. Much like Indiana’s push to establish Madison as its improbable center of commerce on the Ohio River, against all odds Illinois opted to create Alton as its alternative to St. Louis along the Mississippi River.

Henry B. Payne, courtesy of the Library of Congress.

To the Cleveland Clique and CC&C president Henry B. Payne, Brough’s progress in establishing and constructing a direct line to St. Louis, in the form of the M&A, was a dream come true. Controlling this line as well as the Bee Line would solidify the Clique’s plan for the West. And, as his tenure at the M&I grew tenuous, Brough would find Payne’s forthcoming offer incredibly attractive.

To the shock of the Hoosier Partisans, Brough was elected president at the I&B’s annual meeting on June 30, 1853. He was now at the head of three roads simultaneously: the M&I, M&A and I&B. Fletcher’s observations on Brough’s election summed up the feelings of the Hoosier Partisans: “In order to carry out the design we had to take Mr. Brough as president who had acted for the Madison RR . . . where interest . . . adverse to the I&B created a hostility to him. But it was obvious that we had to forgo the objection & take him.” It was not an easy pill to swallow for the Hoosier Partisans.

While it may not have been obvious at that point, the Hoosier Partisans’ decision to accept funding from the CC&C and Winslow, Lanier & Co. – let alone seeking counsel from the Cleveland Clique – would be fraught with long-term consequences.

Check back for Part IV to learn more about the fate of the Mississippi and Atlantic Railroad, and the related destiny of John Brough with the Bee Line – under influence of the Cleveland Clique.

Continue reading “The Bee Line and Midwest Railroads reset their goals – to St. Louis: Gateway to the West!”