May is finally here and with it racing fans from around the world will soon begin flocking to the Indianapolis Motor Speedway to attend practices and qualifying races in preparation for the Indianapolis 500. For the past century, the Speedway ─ both the track and the adjacent areas of the town ─ have become synonymous with motorsports and racing.
In addition to racing though, the area holds another important place in Indiana and U.S. history ─ as an innovative aviation hub during both world wars. During World War I, the track was used as a landing and flight test field and hangars built on site helped house aircraft. Just south of the track, the Allison Experimental Company manufactured parts for the Liberty Engine, arguably one of America’s greatest contributions to the war. And at Speedway’s aviation repair depot, workers restored 313 planes, 350 engines, and numerous aircraft parts. Their work helped keep our nation’s pilots in the air and made the Speedway area a center for military aviation during the war.
The United States lagged far behind the British, French, and Germans in military aviation when it entered World War I in April 1917. Those countries had been fighting for three years and in that time had understood and capitalized on the value of military aircraft for combat and reconnaissance. American entry in the war spurred rapid expansion of the industry in the country. Although time constraints forced the U.S. to purchase much of its military aircraft from the British and French during this period, the country made great strides in preparing pilots for air service abroad and in the production and repair of engines and training aircraft.
Indianapolis’ central location made it a prime site for aviation repairs and flight testing. Nearby flying fields included Chanute Field in Rantoul, Illinois and Scott Field in Belleville, Illinois, McCook Field and Wilbur Wright Field in Dayton, Ohio, and Selfridge Field in Mt. Clemens, Michigan, among others. Additionally, the proximity of railroad lines in the city and automobile centers in Ohio, Michigan, and Illinois made it easier to access raw materials such as steel, aluminum, and lumber, as well as supplies and spare parts used in repairing wrecked aircraft. Perhaps even more importantly though was the leadership of men like Carl Fisher and James Allison, co-founders of the Speedway, who dedicated their manufacturing resources in the area and the Indianapolis Motor Speedway to the war effort.
The U.S. Army established the aviation repair depot in Speedway on February 4, 1918 with the arrival of the 810th Aero Squadron from Kelly Field in San Antonio, Texas. According to William Menkel, former captain in the U.S. Air Service and commanding officer of the depot, it was the first of the repair depots to get under way and begin repairs in the U.S. Other repair depots later opened in Dallas, Texas and in Montgomery, Alabama. In addition to the 810th Aero Squadron, the Speedway depot was also home to the 809th, 811th, and 821st squadrons. 150 men served in each squadron.
In October 1918, the Speedway Dope, the newsletter of the aviation repair depot, reported that “the commissioned and enlisted personnel [at the depot] constitutes a cosmopolitan community. Mechanicians, [sic] clerks, cooks, and chauffeurs have come from all parts of the Union, and at the Speedway there is no East or West or North or South.” The majority of the civilian mechanics at the repair depot had little knowledge of aircraft before American entry in the war, but within a short time they became experts in the industry and in repair work. The U.S. Air Service established training schools for these men across the country and provided classes in engine assembly and wing and fuselage construction, while also teaching skills such as making and fastening metal parts to the aircraft, sewing fabric on wings, and applying dope varnish to the aircraft. The first wrecked aircraft arrived in April 1918.
Damaged planes were unloaded and often sent to the Dismantling Department where the engine, landing gear, tail surfaces, and other parts were removed, cleaned, and worked on separately before reassembly began. While some of the planes that arrived only needed minor repairs before being shipped back out, others were total wrecks that needed to be completely rebuilt and tested.
By July, output reached three completed planes a day. Perhaps even more impressive though were the modifications made to the aircraft to help increase pilot safety. Workers at the repair depot analyzed incoming wrecks in order to find patterns in destruction. They then used this information to make improvements in design of the aircraft. For example, in his 1919 report on repair depots, Captain Menkel noted that many damaged planes that arrived in Speedway had smashed instrument boards. The instrument board was located so close to the pilot that in the case of a crash their head was likely to hit it. Workers at the depot moved the instrument boards farther away from the pilot’s seat during their repairs. This extra space reduced the chance that the pilot would hit it in a crash, thereby improving the pilot’s safety and lowering the chance of damage to the instrument board.
The information learned from wrecked aircraft that arrived at the depot also resulted in other modifications, including the reinforcement of longerons and other parts of the plane to lower the chances of damage or fatal injury of the pilot and cutting out sections of the cowl frame to provide more distance between it and the pilot.
In a post report to Washington in January 1919, the Speedway Dope reported 313 airplanes repaired at the depot during 1918, representing a total value of $1,195,550.00 and 350 airplane motors valued at $638,699.00. In addition to these figures, the report noted repairs of wings, ailerons, elevators, rudders, and other miscellaneous parts valued at approximately $300,000.00. Added together, repairs at the depot well exceeded $2,000,000.00. Beyond the economic benefits and savings to the government was the fact that those working at the repair depot helped keep pilots in the air, reducing their chance of injury or death and ultimately giving the U.S. a better opportunity to win the war.
Articles in the Speedway Dope reiterated these sentiments, noting that those who trained or repaired airplanes in the Speedway area might be inclined to downplay the role they played in the war because they were not in the trenches abroad or flying in France. The repair and reconstruction of airplanes was a vital part of the war effort though.
The third side of aviation has not only been neglected, but the public generally does not know that it even exists. The repair and reconstruction of damaged planes and motors, constitutes a bit part of the game of aviation. It is that part of the game that must be done and done right, or the other parts would fail to accomplish anything. True it does not carry any of the romance or glamour that follows the course of the pilot and his plane, and neither does it require the enormous financial outlay that goes with production . . . Yet this third side of aviation has been well taken care of and thousands of men who enlisted for service in France have remained at home repair depots and made it possible for others to enjoy foreign service and win international fame.
“The Third Side of Aviation-Rebuilding,” Speedway Dope, November 30, 1918, 1, accessed Indiana State Library Collections.
In the days immediately following the armistice on November 11, 1918, the Speedway Dope wrote that even though the war had ended, production at the depot should continue, as there was still plenty of work to do before completion of the final peace terms. Major Guy L. Gearhart, former commanding officer of the depot agreed. Maj. Gearhart recognized the important role the airplane would play in transportation after the war and believed the repair depot would become a permanent fixture in the Speedway.
The depot’s future remained unclear though. With the war over, immediate aviation interests in the area took a backseat to racing and motorsports. The Indianapolis 500, which had been cancelled in 1917 and 1918, recommenced in May 1919. The resumption of the annual race led to questions and concerns about the track and infield being used for aircraft. Despite initial orders calling for the closing of the depot in March 1919 though, the South Bend News-Times reported that recruitment for men for the U.S. Air Service at the Speedway aviation repair depot continued as of July. By the following year, however, the status of the aviation repair depot was again called into question. Some speculated that it would be removed from the Speedway area and relocated to Fairfield, Ohio. The government officially ordered the abandonment of the repair depot in September 1920 and publicized the sale of buildings and utilities in November of that year.
Although work in the Speedway area shifted back to racing and motorsports, aviation interests did not disappear completely. The Allison Experimental Company (Allison Engineering Company by 1921), located just west of the repair depot, continued to work to improve the Liberty aircraft engine into the 1920s. When General Motors purchased the company in 1929, it expressed a commitment to expanding its work in the aviation field. It was this commitment that made the Speedway area an aviation hub once again during World War II.
Be sure to check back in a few weeks when we examine the vital role the Speedway area played in military aviation in World War II!
Sources Used and Research Note:
William Menkel, “‘New Plans for Old’: The Work of the Aviation Repair Depots,” Aerial Age Weekly, September 1, 1919, 1129-1133, 1144, accessed Google Books.
Much of the information about the aviation repair depot came from articles in the Speedway Dope. The publication ran from September 28, 1918 until February 1, 1919. Copies of the paper can be located at the Indiana State Library.
The Indiana Historical Bureau installed a new state historical marker commemorating the aviation repair depot in Speedway on April 24, 2018. Marker sponsors included Rolls-Royce North America, Rolls-Royce Heritage Trust – Allison Branch, and the Town of Speedway. For more information on the aviation repair depot and additional sources, see: https://www.in.gov/history/markers/4406.htm
Before social media instantly familiarized people with new cultures, Bertita Harding endowed Americans, and specifically Hoosiers, in the 1930s and 40s with illuminating accounts of Europe’s and South America’s rich, sometimes volatile past and present. The Hungarian author spoke five languages, interviewed dictators, and witnessed the gleam of royal jewels. Her experiences compelled her to author more than a dozen lucrative books, mostly biographies. Indianapolis firm Bobbs-Merrill published most of her books. Bertita brought a fresh approach to biography, giving depth to royal figures, illuminating their motives, and endowing them with humanity. Her life was as interesting and tragic as the royal figures about which she so aptly wrote.
The “adopted Hoosier” was born in Hungary and moved to Mexico when her father was solicited to work as an engineer in Mexico City. As a child, she grew intrigued with the story of ill-fated Carlotta and Maximilian, Emperor and Empress of Mexico. The story is worthy of a Shakespearean quarto:
Austrian archduke Ferdinand Maximilian Joseph accepted the offer of the Mexican throne in 1863, having been assured that the Mexican people voted for his governance. However, he was installed into power through the collusion of Mexican conservatives and the French emperor, against the wishes of many Mexicans. He and his beloved wife Carlotta traveled to Mexico, where the liberal-minded emperor tried to rule with “paternal benevolence,” working to abolish the peonage system. When French troops pulled out of Mexico, and former Mexican president Benito Juarez returned, Carlotta fled to Europe to fruitlessly plead for support of her husband. Unwilling to abandon the impoverished people he had advocated for, Maximilian refused to abdicate the throne. He was executed near Queretaro, devastating his wife who remained in Europe. She fell into a debilitating depression and never recovered, refusing to acknowledge his death.
Bertita’s house was adjacent to the city’s Chapultepec castle, where the royal couple lived. The Indianapolis Star noted that “Each night as she went to bed she saw from her nursery window a light gleaming on the terrace of the somber castle, and she learned that there the beautiful Empress and her imperial husband had walked on starry nights.”
In 1909, Bertita, along with her mother and two brothers, journeyed to Vienna with a “mysterious black trunk.” Emperor Maximilian’s brother Frans-Joseph received the trunk, revealing to Bertita’s mother the jewels and insignia worn by the tragic royal couple. For returning the goods to the House of Hapsburg, Frans-Joseph bestowed Bertita’s mother with the signum laudis award for service to the crown. Bertita’s brushes with royalty proved to be the inspiration for many of her works.
Bertita traveled to the United States for school, training to be a pianist at the University of Wisconsin, where she met her husband Jack Harding. The couple moved to Indianapolis, where he worked as an executive at Harding Advertising Company. Eventually, the pair applied their literary gifts to writing film scripts in Hollywood. The Indianapolis News recalled in 1957, that Bertita “espoused the role of a young Hoosier wife and blithely entered local activities . . . She had a rare gift for being folksy and fabulous, cozy and continental at the same time.” Here, they participated in the Lambs Club, Athenaeum, and Players Club.
In a 1958 Anderson Herald article, Bertita stated that after her children were killed in an accident her husband encouraged her to write, an endeavor she found more convenient than practicing the piano. She mused “‘I’ve put a cake in the oven and gone over in my desk to write. If the cake burned, the chapter turned out to be a masterpiece. If the chapter was bad, the cake was delicious. And many times both turned out just right.'”
In 1934, Bobbs-Merrill published her literary jewel, Phantom Crown: The Story of Maximilian and Carlotta of Mexico. At a talk for the Women’s Club in Richmond, Indiana in 1934, Harding stated that as a little girl in Mexico City she interrogated former ladies-in-waiting for the royal couple about their fates. The adopted Hoosier added “I could visualize how they felt-transplanted Europeans, somewhat bewildered.” Harding penned the impeccably-researched biography in her Indianapolis apartment, writing methodically from 9 a.m. to 4 p.m. She recalled “As I wrote the book sometimes I would laugh at my own jokes, and sometimes I would cry with sympathy for them, and I loved to think my own book could arouse such sympathy in myself.”
With the success of Phantom Crown, Harding cemented her place in the Hoosier literary canon, residing among a prolific list of Indiana poets, playwrights, novelists, travel writers, and journalists. These included novelist Booth Tarkington, author Gene Stratton-Porter, and poet James Whitcomb Riley. The book she described as “manifest destiny” created a demand for Bertita’s unique perspective. She went on the lecture circuit, speaking to clubs around the country about her experiences. The Muncie Evening Press noted in 1935 that with these lectures she took audiences on a vivid tour through Mexico and Europe, showing them “‘the small out-of-the way, pieces of art and works of beauty to be found in such travel.'” Listeners traveled down the Danube into Hungary and then Vienna, where they experienced picturesque domes and woodcarvings, before arriving at French convents. Of Germany, she remarked it “‘is too far advanced, with far too much intellect as well as sentiment, to provide the obscure forms of art . . . Their great capacity is for work.'”
By 1939, the story of the ill-fated lovers proved so popular that Warner Brothers adapted Harding’s book into a film called “Juarez,” starring Bette Davis. According to the Indianapolis News, Harding threatened to sue the studio for failing to give her screen credit, but the parties came to an agreement and Harding described “Juarez” as a “‘beautiful picture.'” Harding noted that the film’s theme had been adapted to “fit modern conditions” and that, during a time of Hitler-led German aggression, Warner Brothers was advocating for “America and the Constitution right now, so ‘Juarez’ just had to fit in.” Harding contended that “Juarez” was obviously made in the vein of anti-fascist film Confessions of a Nazi Spy.
Harding followed Phantom Crown with additional biographies about theHouse of Hapsburg, such as Golden Fleece: The Story of Franz-Joseph and Elizabeth of Austria and Imperial Twilight: The Story of Karl and Zita of Hungary. The Indianapolis Recorder, an African-American newspaper, praised Harding’s writing, noting “Stiff, regal figures become understandable, human-beings. Royal mazes are unraveled. Motives for strange actions grow lucid.” The newspaper added that “A flawless instinct for drama makes the utmost of every event without the slightest strain.”
Harding’s life and books seemed to place her on the perimeter of political and military upheaval. In October 1940, she traveled to Brazil to gather material for a forthcoming book. By this time, Nazi Germany had captured France, and the Allied Powers feared that Brazil, which had been fairly politically neutral, could be susceptible to Nazi attack. Harding interviewed Brazilian dictator President Getulio Vargas, concluding that although Vargas was a dictator, Brazilians would never permit a European dictatorship. According to the Indianapolis Star, Harding asserted “I am convinced that, for reasons both sentimental and practical, Brazilians would resist any attempt to give either Naziism or Fascism a foothold in their country.'”
By 1944, Bertita and her husband Lieutenant Colonel Jack Harding, an executive officer of public relations, were fully entrenched in the war effort. That year, the Indianapolis News reported on Jack’s work in England, noting that as an intelligence officer he briefed and interrogated combat crews and laid out the operational plan for air force public relations for the D-Day invasion. In a letter published by the Indianapolis News, the lieutenant colonel illuminated for Americans the sacrifices made by soldiers in France on D-Day.
He wrote stirringly “it is still true that aircraft, artillery, warships and other auxiliary arms all radiate from a common center, one little man with one little gun. This day belongs to the infantryman, may God protect him.” Following the pivotal invasion, Jack accompanied war correspondents on a journey through France. They witnessed the fall of Cherbourg, where “Street fighting, snipers, artillery attacks, as well as a ride through crossfire, added up to part of the night’s work.” While her husband wrote about “those kids of ours,” Bertita helped sell war bonds through a literary group.
She continued to do what she did best–write about royal exiles. Harding published Lost Waltz in 1944, centering around Austria’s Leopold Salvator and his family of ten. The Indianapolis News praised her ability to “place for us these Hapsburgs in the broad movement of our own eventful times, her unusual ability to recreate past scenes and make them live again with the verve and sparkle of fiction, though she never deviates from sober fact.” Other books written by Harding after the war include Magic Fire: Scenes around Richard Wagner and The Land Columbus Loved: The Dominican Republic.
After the death of her beloved first husband, she married Count Josef Radetsky in Vienna in 1957, an ancestor of Austrian nobility. The Indianapolis News reported that the Count’s family estates had been “reduced to poverty” when Communists seized Czechoslovakia in 1948 and that he was working as a taxi driver in Vienna when he met Harding. By 1958, Bertita had made such a name for herself that the Orlando Executives Club nominated her to speak, among other nominees such as FBI Director J. Edgar Hoover. In 1958, her life took another somber twist when a Vienna court found Radetsky guilty of trying to defraud her, sentencing him to eighteen months in an Austrian prison.
Adamant that “age cannot wither you,” Bertita began work on a book about German musician Clara Schumann, which Bobbs-Merrill published in 1961. Bertita passed away in Mexico in 1971, having fulfilled her 1935 dictum that “‘Life comes before letters . . . If life results in writing, that is good: but writing without living is worthless.”
Indianapolis author and satirist Kurt Vonnegut Jr. would have turned 95 on November 11, 2017, just five years shy of his centennial. Few people on this earth have had a birthday of such significance; a World War veteran himself, Kurt was born on the 4th anniversary of Armistice Day. The writer who was once described as “a satirist with a heart, a moralist with a whoopee cushion,” was born into an incredibly prominent Indianapolis family. His great-grandfather, Clemens Vonnegut, founded Vonnegut Hardware Store and was a major civic leader. His grandfather and father were both prominent architects, responsible for the former All Souls Unitarian Church on Alabama Street, the Athenaeum, the clock at the corner of Washington and Meridian, and many more Indianapolis landmarks. (Visit the Vonnegut Library and pick up a copy of our Vonnegut Walking Tour pamphlets).
Kurt was raised in luxury at 4401 North Illinois Street, a house designed by his father Kurt Vonnegut Sr. in 1922. According to Indianapolis Monthly, “original details like a stained-glass window with the initials ‘KV’ and Rookwood tile in the dining room” still remain. Kurt Jr. spent summer vacations at Lake Maxinkuckee, located in Culver, Marshall County. The Vonnegut family owned a cottage at the lake, where, according to the Culver-Union Township Library, Hoosier author Meredith Nicholson conceived of the idea for his The House of a Thousand Candles.
Reportedly, Kurt noted in an Architectural Digest article:
“…I made my first mental maps of the world, when I was a little child in the summertime, on the shores of Lake Maxinkuckee, which is in northern Indiana, halfway between Chicago and Indianapolis, where we lived in the wintertime. Maxinkuckee is five miles long and two and a half miles across at its widest. Its shores are a closed loop. No matter where I was on its circumference, all I had to do was keep walking in one direction to find my way home again. What a confident Marco Polo I could be when setting out for a day’s adventures!”
Kurt’s parents lost a significant amount of money during the Great Depression, resulting in Kurt leaving his private gradeschool and attending James Whitcomb Riley School, named after the Hoosier poet. He received an excellent education at Shortridge High School in Indianapolis. Here, he badly played clarinet in the jazz band, served on the school newspaper and, upon graduation, was offered a job with the Indianapolis Times. His father and brother talked him out of accepting it, saying he would never make a living as a writer.
According to the Indiana Historical Society, “Along with instilling Vonnegut with a strong sense of ideals and pacifism, his time in Indianapolis’s schools started him on the path to a writing career. . . . His duties with the newspaper, then one of the few daily high school newspapers in the country, offered Vonnegut a unique opportunity to write for a large audience – his fellow students. It was an experience he described as being ‘fun and easy.’” Kurt noted, “‘that I could write better than a lot of other people. Each person has something he can do easily and can’t imagine why everybody else has so much trouble doing it.’ In his case that something was writing.” He also admired Indianapolis’s system of free libraries, many established by business magnate Andrew Carnegie.
Kurt ended up attending five total colleges, receiving zero degrees for the majority of his life, and ending up in World War II. It’s no coincidence that he spent his life writing about the unintended consequences of good intentions! Captured at the Battle of the Bulge and taken to Dresden, he survived the bombing that killed (by modern day estimates) 25,000 people, while held in a meat locker called Slaughterhouse-Five. He survived the war, though stricken with combat trauma, and returned here to marry his school sweetheart Jane Cox. After they moved to Chicago, he would not return to Indianapolis to live, although he visited with some frequency. Suffice it to say, the Hoosier city was where he learned the arts and humanities and loved his family dearly. It was a place of tragedy as well, as his family had lost their wealth and his mother committed suicide on Mother’s Day Eve in 1944. He had to move on.
Kurt spent the next twenty-four years writing what many would call one of the most significant novels of the 20th century, Slaughterhouse-Five. The semi-autobiographical satire of his experiences during World War II was released at the height of the anti-Vietnam War movement. With this novel, Kurt became quite famous, at the age of 46. His books, short stories, essays, and artwork have provided comfort to those who have grown weary of a world of war and poverty.
Kurt’s work affected me profoundly, first reading Breakfast of Champions as an undergraduate. I continued to read Kurt Vonnegut constantly, throughout life’s trials and triumphs, always finding very coherent and succinct sentences that seemed to address exactly how I was feeling about the world at the moment. As an individual growing up in Indiana, I loved how my home state featured as a character in nearly all of his work, from the beautiful, heart wrenching final scene in the novel The Sirens of Titan, to the hilarious airplane conversation in Cat’s Cradle, to the economically downtrodden fictional town of Rosewater, Indiana in God Bless You, Mr. Rosewater, to the planet Tralfamadore from Slaughterhouse-Five (I personally think he took it from Trafalgar, Indiana. While I have no proof, his father did spent the last two years of his life living in Brown County, not very far away)!
So it was the honor of a lifetime in 2011 to join the staff of the Kurt Vonnegut Museum and Library in downtown Indianapolis. Throughout the years we have tirelessly drawn attention to issues Kurt Vonnegut cared about, the struggle against censorship, the war on poverty, the desire to live in a more peaceful and humane world, campaigning to help veterans heal from the wounds of war through the arts and humanities. These pursuits are inspired by a man who wrote about these issues for eighty-four years, until a fall outside his Manhattan brownstone “scrambled his precious egg,” as his son Mark Vonnegut described it. To me, Kurt Vonnegut is not gone, he is alive in the minds of our visitors, who themselves all have interesting stories about how they came to the work of Mr. Vonnegut, or are simply curious to learn more. Time being flexible is an idea Kurt himself seemed to espouse in his novel Slaughterhouse-Five:
The most important thing I learned on Tralfamadore was that when a person dies he only appears to die. He is still very much alive in the past, so it is very silly for people to cry at his funeral. All moments, past, present, and future, always have existed, always will exist. The Tralfamadorians can look at all the different moments just the way we can look at a stretch of the Rocky Mountains, for instance. They can see how permanent all the moments are, and they can look at any moment that interests them. It is just an illusion we have here on Earth that one moment follows another one, like beads on a string, and that once a moment is gone it is gone forever.
In 2017, the Year of Vonnegut, we focused on the issue of Common Decency. Our 2018 programming will focus on the theme Lonesome No More, which we took from Kurt’s criminally underrated 1976 novel Slapstick, in which he runs for President under that slogan, in attempt to defeat the disease of loneliness. We’re going to give it our best shot, I humbly request that you join us!
Edited and co-researched by Nicole Poletika, Research & Digital Content Editor at the Indiana Historical Bureau.
* See Part One: Statehood, Slavery, and Constitution-Drafting (1815-1825)
Indiana’s Geological Survey
One of the more daunting tasks asked of the legislature was establishing a geologic survey of the state. Its origins date to 1830, when the General Assembly passed a resolution calling for the state’s first geologic survey connected with a professorship at Indiana University. This plan failed and the issue was not readdressed until 1836, when the General Assembly passed a new resolution calling for the creation of a geologic survey, led by twenty-seven year old David Dale Owen. Starting in 1837, Owen surveyed the state’s southern half and made his way northward. His primary task involved marking the delineation of coal and mineral deposits.
Owen also perfected a method for determining the depth of coal deposits, which stipulated that once miners discovered limestone displaying specific fossils, no more coal was underneath. Owen’s reports to the General Assembly in 1837-39 gave legislators a wide range of information about the geologic properties of the state, including a topographical analysis and exact measurements of coal and mineral deposits. Due to his superb findings on the first geological survey, the General Assembly even consulted Owen on future geological projects up until his death in 1860. Owen’s dedication to science and exact methods inspired generations of geologists interested in Indiana and the Midwest.
The First State House in Indianapolis
While the current state house in Indianapolis remains a hub for visitors and legislators alike, it was not the city’s first permanent seat of state government. The first state house in Indianapolis was completed in 1835 and designed by New York architects Ithiel Town and Alexander Jackson Davis, whose designs won approval from the Indiana General Assembly in 1831. A year before, the General Assembly authorized the construction of a new state house, with funding supplied through the sale of land plots within the city. Construction began in 1832 with an original cost of $58,000 but an accelerated schedule grew costs to $60,000. The builders’ speed insured the state house’s opening in December 1835, just in time for the incoming session of the Indiana General Assembly.
Town and Davis’ derived inspiration from Greco-Roman architecture; the state houses’ design resembled a temple surrounded by Doric columns like that of the world-famous Parthenon. Above the temple stood a rotunda dome influenced by Italian Renaissance style. The state house’s visage contradicted much of the architecture in early Indianapolis. One legislator noted the building’s “striking contrast with the log huts interspersed through the almost ‘boundless contiguity of shade’ which surrounds it.” The state house ushered in a new era for Indianapolis, filled with architectural marvels and urban transformation.
The state houses’ most notable visitor, Abraham Lincoln, also had humble roots in the Hoosier state. After his childhood years in Indiana, Lincoln visited the statehouse in 1861 as President-Elect of the United States and his body returned with a funeral procession after the assassination in April 1865. The building’s poor materials, mostly of wood and stucco, brought the collapse of the roof in the summer of 1867. The building went through numerous repairs before the Indiana General Assembly approved the construction of a new state house in 1877. The original Indianapolis state house was demolished the same year.
Internal Improvements and Financial Collapse
During the early years of the American republic, the policy that united most legislators and the public was “internal improvements,” which today we might call “infrastructure.” No state caught this fever quite like Indiana. Inspired by the successful opening of Fort Wayne’s Wabash and Erie Canal in July 1835, the General Assembly passed the Massive Internal Improvements Act of 1836. The act, strengthened with over $10,000,000 through loans, proposed the creation of interconnected canals, turnpikes and railroads throughout the entire state. It was supposed to come under budget and take only ten years to finish.
The economic Panic of 1837 and the dissolution of the Second Bank of the United States left the country gripping with economic hardship. This hit the internal improvements plan in Indiana dramatically, with construction costs ballooning over $10,000,000 and leaving little to no funds for repair costs. By August, 1839, none of the railroad, canal, or turnpike projects were finished and implementation stopped when the state ran out of funds. State bonds, sold to citizens after the state’s land sales left the plan short, could not be paid back. Indiana’s state debt increased to, “$13,148,453 of which $9,464,453 was on account of the internal improvement system.” By 1846, the General Assembly passed the Butler Bill, which funded the state debt two ways: revenues from the successful Wabash and Erie Canal and raising tax revenues. These massive tax increases were hard on citizens and left many in the state with ill feeling towards unmanageable government spending. The financial failure of the internal improvement system heavily influenced the new state constitution of 1851, which required strict limits on government expenditures and enforcement of tax collection.
John Finley, the state’s first Poet-Legislator, served in the Indiana House of Representatives from 1828-1831. A newspaper editor by trade, Finley’s greatest contribution came with the publication of his poem “The Hoosier’s Nest” in 1833. Finley’s use of the term “Hoosier” in literature helped garner the term respect, rather than its traditionally pejorative meaning of “country backwoodsman.” He also owned and edited the Richmond Palladium from 1831-1834 and published a book of poems, including “The Hoosier’s Nest,” in 1860. He died in Richmond, Indiana in 1866.
Born in Cork County, Ireland in 1789, John Ewing represented Vincennes and Knox County as a State Senator from 1825-1833 and again from 1842-1845. He was also a United States Representative from 1833-1839. Ewing’s success as politician came with equal scorn. His home was set on fire multiple times due to his staunch Whig party beliefs in an era of Democratic domination. His most valiant performance as a legislator came with his very public battle against State Representative Samuel Judah. Judah’s General Assembly bill re-chartering the financial benefits of then-defunct Vincennes University pushed Ewing to come home from the U.S. Congress, regain his State Senate seat, and defeat the bill though both legislation and through the courts. While his plans failed (he lost his seat in 1845 and his reforms did not pass), Ewing’s commitment to sound financial policy earned him respect and honor as one of the longest serving State Senators from his era.
* See Part Three: A New Constitution and the Civil War (1850-1865)
 James A. Glass, “The Architects Town and Davis and the Second Indiana Statehouse,” Indiana Magazine of History 80, no. 4 (December 1984), 335-337, accessed October 9, 2014, http://www.jstor.org/stable/27790832.
 Walsh, Centennial History, 126-129. For Ewing’s government positions and elections, see Charles W. Calhoun, Alan F. January, Elizabeth Shanahan-Shoemaker and Rebecca Shepherd, A Biographical Directory of the Indiana General Assembly, Volume 1: 1816-1899 (Indianapolis, Indiana Historical Bureau, 1980), 437-446.
During the early nineteenth century, the end of the Napoleonic Wars shaped the direction of the western world. After Napoleon’s defeat in the Cossacks (Russia) in 1814, the western powers reshaped the international order. To this end, the European powers that defeated Napoleon’s imperial ambitions (Russia, Great Britain, Prussia, and Austria) met in 1814-1815 in Vienna to create a new system of alliances that would keep the peace in Europe for the next 100 years. Called the Congress of Vienna, these meetings built a new international order based on the 1713 Treaty of Utrecht, creating a “balance of power” system throughout the region. This framework of negotiations continued to meet annually until 1822, when meetings met more sporadically. The Congress of Vienna was the first attempt by nation states in the modern period to create a system of peace that would be long-lasting, internally strong (which would be problematic due to the exclusion of the Ottoman Empire), and fair.
The “Era of Good Feeling,” embodied by the Presidency of James Monroe (1817-1825), defined the decade. The Democratic-Republicans, a party solidified under President Thomas Jefferson, became the dominant party in the United States. The War of 1812, bitterly fought between the United States and Great Britain, had strained the young republic, especially for a young territory-turned-state like Indiana. As historian Logan Esarey notes, “the first results of the War of 1812 were disastrous. The inroads of the Indians broke up many settlements.” The election of 1820 saw President Monroe reelected to the Presidency with all electoral votes except one. This sweeping mandate reaffirmed the public’s trust in the Democratic-Republicans and Monroe’s vision for the United States.
Yet the era was not without controversy. The hotly debated Missouri Compromise of 1820 created a balance of power between the slave states of the south and the free states of the north. The law called for Missouri’s admittance as a slave state and Maine as a free state, and prohibited slavery from the Louisiana Territory north of the 36° 30´ latitude line. This was a compromise created out of various bills passed by both the House and the Senate who could not agree on whether to admit Missouri as a slave or free state. The law would remain in effect until the Kansas-Nebraska was passed in 1854. The debate about slavery was an instrumental part of Indiana’s own founding, with factions on every side.
State Events & Legislative Responses
Indiana officially became a state on December 11, 1816, but the push for statehood traces back to before the War of 1812. Due to battles between British-leaning Native Americans and the United States, the Indiana Territory did not have the 60,000-residents status until after the conflict. Nevertheless, on April 19, 1816, the United States Congress passed the Enabling Act, which allowed for Indiana to petition for statehood. Delegates met in Corydon in the summer of 1816, and on June 29, they signed the newly-drafted constitution. This new constitution created a General Assembly, comprised of a House of Representatives and a Senate, with members serving one and three years, respectively. The state constitution also authorized the General Assembly to create a primary and secondary public education system, which included Indiana University
During its first ten years, the General Assembly faced many challenges, but the issue that divided its legislators the most was slavery. Admitted to the union in 1816 as a free state, Indiana nonetheless was politically fragmented on the issue. Indiana’s first Governor, Jonathan Jennings, led a wing of fiercely anti-slavery Democratic-Republicans (the only party of consequence in Indiana at the time). On the other side, the James Noble faction was pro slavery and the William Hendricks faction was neutral on the conflict. To settle these divisions, the General Assembly passed a measure in 1816 that outlawed “man-stealing,” which authorized indentured servitude only if the claimant could substantiate his case in court, otherwise it was considered slavery and illegal under the Indiana Constitution. This ensured a compromise that kept all parties happy but allowed some forms of slavery in Indiana well into the 1830s.
Other pressing matters in the first ten years of Indiana’s statehood included funding, construction of infrastructure, and selecting a new state capital. An Ohio Falls Canal, along the Ohio River, was proposed with financial allotments enacted by the General Assembly in 1818. However, by 1825, the canal project collapsed; poor management of its finances and Kentucky’s finished Ohio River Canal destroyed any chances of Ohio Falls Canal’s completion. Yet, these setbacks only served as a catalyst for future internal improvements. In 1820 and 1823, the General Assembly passed roadway legislation that, “provided for twenty-five roads along definite routes through various counties, including five that were to be routed to the site of the new seat of government [Indianapolis].” Costing over $100,000, these new roadway systems began the layout of Indiana’s infrastructure.
While Corydon served the state well as its first capital, northern migration facilitated the need for a more centralized seat of government by 1820. Named “Indianapolis” by state Representative Jeremiah Sullivan, the new state capital was surveyed by Alexander Ralston and Elias P. Fordham. Ralston, a surveyor and city planner who had worked in Washington, D.C., surveyed plats for Indianapolis in a similar design to the nation’s capital. In 1822, the General Assembly approved a law authorizing plat sales to facilitate the transfer of government and the construction of a Marion County Courthouse. In the 9th session of the General Assembly in 1824, Indianapolis was made the legal capital of the State of Indiana and chose Samuel Merrill, the State Treasurer, to oversee the arduous task of moving the government. It took eleven days to trek the 125 miles to the new capital, but Merrill and the Indiana General Assembly had finally arrived at their permanent home.
Thomas Hendricks was a State Representative and State Senator from 1823-1831 and 1831-1834, respectively. He represented Decatur, Henry, Rush, and Shelby Counties. Wearing many hats, Hendricks served as a school superintendent, surveyor for Decatur County, and a Colonel of the Indiana militia in 1822. He was the first in the long and illustrious Hendricks family line to be in Indiana public service. His brother, John Hendricks, also served in the Indiana General Assembly and his nephew Thomas A. Hendricks later became the twenty-first Vice President of the United States.
Isaac Newton Blackford was the first Speaker of the Indiana House of Representatives, serving in the role from 1816-1817. Born in New Jersey and a graduate of Princeton, Blackford began his life in the Hoosier state as the Washington County Recorder. After a stint in the Indiana House of Representatives as its first Speaker, he went on to become an Indiana Supreme Court Justice, a role he filled until 1853. While never elected to higher office, he was appointed the United States Court of Claims in 1853, adjudicating cases until his death in 1859. Blackford is notable for his deep involvement in both the legislative and judicial branches of Indiana government, a role he pioneered and would have many follow in his footsteps.
* See Part Two: Surveying, the First Statehouse, and Financial Collapse (1826-1846)
Session Dates and Locations, Number of Legislators, Number of Constituents
1st General Assembly: November 4, 1816-January 3, 1817. 10 Senators and 30 Representatives. Roughly 6,390 constituents per Senator and 2130 constituents per Representative.
2nd General Assembly: December 1, 1817-January 29, 1818. 10 Senators and 29 Representatives. Roughly 6,390 constituents per Senator and 2,203 constituents per Representative.
3rd General Assembly: December 7, 1818-January 2, 1819. 10 Senators and 28 Representatives. Roughly 6,390 constituents per Senator and 2,282 constituents per Representative.
4th General Assembly: December 6, 1819-January 22, 1820. 10 Senators and 29 Representatives. Roughly 6,390 constituents per Senator and 2,203 constituents per Representative.
5th General Assembly: November 27, 1820-January 9, 1821. 10 Senators and 29 Representatives. Roughly 14,171 constituents per Senator and 5,075 constituents per Representative.
6th General Assembly: November 19, 1821-January 3, 1822. 16 Senators and 44 Representatives. Roughly 9,199 constituents per Senator and 3,345 constituents per Representative.
7th General Assembly: December 2, 1822-January 11, 1823. 16 Senators and 44 Representatives. Roughly 9,199 constituents per Senator and 3,345 constituents per Representative.
8th General Assembly: December 1, 1823-January 31, 1824. 16 Senators and 46 Representatives. Roughly 9,199 constituents per Senator and 3,200 constituents per Representative.
9th General Assembly: January 10, 1825-February 12, 1825. 17 Senators and 46 Representatives. Roughly 8658 constituents per Senator and 3,200 constituents per Representative.
The 1st-8th General Assemblies met in Corydon, IN and the 9th was the first General Assembly that met in the new capital of Indianapolis.
 Logan Esarey, History of Indiana (Bloomington: Hoosier Heritage Press, 1969), 209.
 For an overview of this period, see “American Political History: “Era of Good Feeling.” Eagleton Institute of Politics: Rutgers University, last modified 2014, accessed September 4, 2014, http://www.eagleton.rutgers.edu/research/
 Charles W. Calhoun, Alan F. January, Elizabeth Shanahan-Shoemaker and Rebecca Shepherd, A Biographical Directory of the Indiana General Assembly, Volume 1: 1816-1899 (Indianapolis, Indiana Historical Bureau, 1980), 178.
 Minde C., Richard Humphrey, and Bruce Kleinschmidt, “Biographical Sketches of Indiana Supreme Court Justices,” Indiana Law Review 30, no. 1 (1997): 333.
 This data is compiled from two major sources: Charles W. Calhoun, Alan F. January, Elizabeth Shanahan-Shoemaker and Rebecca Shepherd, A Biographical Directory of the Indiana General Assembly, Volume 1: 1816-1899 (Indianapolis, Indiana Historical Bureau, 1980), 437-446 and James H. Madison, The Indiana Way, 50, 59, 325.
Thomas A. Hendricks (1819-1885), an attorney from Shelbyville and, later, Indianapolis, became the most prominent Democrat in Indiana during the Civil War era. As such, he articulated the conservative Democratic position most forcefully and memorably. This stance can be summed up in the words, “The Constitution as it is, the Union as it was.” Hendricks was also known for his outspoken white supremacist, but antislavery, views. His frequently quoted remark, uttered on the floor of the U.S. Senate, reveals this attitude: “This is the white man’s Government, made by the white man, for the white man.”
In a storied career that included single terms as senator, governor, and election in 1884 to the vice presidency of the United States, Hendricks spent nearly four decades in public life. First elected to the Indiana House of Representatives in the late 1840s and then to Congress in 1851, he was appointed by President Franklin Pierce (and later reappointed by President James Buchanan) to lead the extremely busy General Land Office during a period of numerous and generous land grants. Increasingly out of step with Buchanan’s proslavery and anti-homestead bill policies, Hendricks resigned his Washington position in 1859.
He returned to Indiana, and almost immediately found himself at the head of the Democratic Party ticket as it attempted to retain control of the state’s reins of power. However, although 1860 was a Republican year, Hendricks fared better against his gubernatorial opponent, Henry S. Lane, than did the rest of the Democratic ticket. Then, according to a pre-arranged agreement, Governor Lane was chosen by the Republican-controlled General Assembly to become Indiana’s new United States senator. The energetic and ambitious lieutenant governor, Oliver P. Morton, then became governor and served throughout the Civil War.
It was a different story in the off-year elections of 1862, when the unpopularity of the war and many of President Abraham Lincoln’s policies—especially his emancipation plan—resulted in a Democratic sweep of state offices, including control of the Indiana General Assembly. When this body elected another new senator, the popular Hendricks was chosen. In office from 1863 to 1869, Senator Hendricks was involved with the final years of the Civil War and the first years of Reconstruction. Initially, he stoutly supported the Union’s war effort, but not the plans for the emancipation of African American slaves. After the war, he spoke out against (and voted against) the three so-called Civil War Amendments (the 13th, 14th and 15th) to the federal Constitution. In his view, the impassioned feelings of the immediate postwar era and the absence of representatives in Congress from eleven states, made the times “unpropitious” for making basic constitutional changes.
Obviously, Hendricks’s views resonated with his fellow Hoosier Democrats, and while still a senator he was nominated to run again for governor in 1868. Hendricks was narrowly defeated by the incumbent governor, Conrad Baker, who had succeeded Morton when he went to the U. S. Senate in 1867. Hendricks retained his personal popularity and ran a third time, successfully, for the governor’s seat in 1872, serving from 1873 to 1877. Still not done with electoral politics, the charismatic governor was Samuel J. Tilden’s running mate in the famous “disputed election of 1876,” in which the Democratic team received more votes than did their opponents, but a partisan Electoral Commission awarded the victory to Republicans Rutherford B. Hayes and William A. Wheeler.
Hendricks’ final campaign came in 1884 when he reluctantly, for health reasons, agreed to join Grover Cleveland at the head of the Democratic Party ticket. Successful this time, Hendricks’ service as vice president was destined to be short. Inaugurated in March 1885, the Hoosier politician died at his home in Indianapolis in November 1885.
Regarding Hendricks’ Civil War years in Indiana, there is no evidence that he was a member of any “dark lantern” society, the Knights of the Golden Circle, the Sons of Liberty, or the Order of American Knights; nor was he a Copperhead, if one defines that term as a Northerner who supported the South during the war. If, however, one defines the term more broadly to include those who opposed the Lincoln administration and, following Lincoln’s death, the Radical Republican agenda, then, of course, Hendricks certainly belongs in that category.
He was an outspoken critic of what he considered the excesses of Lincoln’s wartime policies, including emancipation, suspension of the writ of habeas corpus, high tariffs, the issuance of “greenbacks” and other banking policies that he believed aided the New England states at the expense of western states, and many more extra-military actions by both the state and national administrations. In particular, Hendricks lambasted the Lincoln administration in a major speech in Indianapolis on January 8, 1862, during the state Democratic Party convention, which in its platform condemned the Republicans for rejecting compromises that might have averted war, and for its violations of freedom of the press and the domestic institutions of sovereign states. But Hendricks consistently supported the war to save the Union, urged compliance with the draft, and deplored armed resistance to its enforcement.
In May 1863, at the time of another party gathering in Indianapolis, Hendricks was threatened by an unauthorized band of roaming soldiers when he attempted to speak. The melee that followed led up to the events known as the “Battle of Pogue’s Run.” Hendricks was also at the center of a volatile situation when he joined Governor Morton on the steps of the state house in eulogizing the assassinated president; Morton’s stern demeanor quieted the protesters, following cries of “Hang him” aimed at Hendricks, and the Democrat was able to continue his remarks. Ironically, this episode occurred near the site on the current State House grounds where a tall monument with a larger than life-size statue of Hendricks was erected in 1890 and still stands.
Gray, Ralph D. “Thomas A. Hendricks: Spokesman for the Democracy,” in Gray, ed., Gentlemen from Indiana: National Party Candidates, 1836-1940. Indianapolis: Indiana Historical Bureau, 1977.
Holcombe, John W., and Hubert M. Skinner. Life and Public Services of Thomas A. Hendricks with Selected Speeches and Writings. Indianapolis: Carlon and Hollenbeck, 1886.
Neely, Jr., Mark E., The Fate of Liberty: Abraham Lincoln and Civil Liberties. New York: Oxford University Press, 1991.
Stampp, Kenneth M. Indiana Politics during the Civil War. Indianapolis: Indiana Historical Bureau, 1949.
Tredway, G. R. Democratic Opposition to the Lincoln Administration in Indiana. Indianapolis: Indiana Historical Bureau, 1973.
Spanish Influenza hit Indiana in September of 1918. While the virus killed otherwise healthy soldiers and civilians affected by WWI in other parts of the world since the spring, most Hoosiers assumed they were safe that fall. Still, newspaper headlines made people nervous and health officials suspected that the mysterious flu was on their doorstep.
In April of 1917, the United States joined the Allied effort. Residents of Indianapolis, like most Hoosiers, largely united around the war effort and organized in its support. In addition to registering for military service, the National Guard, and the Red Cross, they organized Liberty Loan drives to raise funds and knitting circles to make clothing for their soldiers. Farmers, grain dealers, and bankers met to assure adequate production and conservation of food. They improved the roads in order to mobilize goods for the war effort, including a road from Indianapolis to nearby Fort Benjamin Harrison located just nine miles northeast of downtown Indianapolis. This penchant for organization would be extremely valuable throughout the bleak coming months.
The U.S. Army constructed Fort Benjamin Harrison over a decade earlier with the intention of stationing one infantry regiment there. However, with America’s entry into the war, Fort Ben (as it was colloquially known) became an important training site for soldiers and officers. It also served as a mobilization center for both Army and National Guard units. In August 1918, just prior to the flu outbreak, the War Department announced that the majority of the fort would be converted into General Hospital 25. The Army planned for the hospital to receive soldiers native to Indiana, Kentucky, and Illinois who would be returning from the front as wounded, disabled, or suffering from “shell shock.” By September, the newly established hospital was ready to receive a few hundred “wounded soldiers returning from France.” But the soldiers stationed there began to fall ill.
On September 26, 1918, the front page of the Indianapolis News announced unidentified cases of illness in training detachments stationed at the Indiana School for the Deaf, the Hotel Metropole, and Fort Benjamin Harrison. The detachment at the deaf school denied that men were infected with the deadly Spanish Influenza that was on the rise as soldiers returned to the U.S. from the front. The medical officers instead claimed “the ailment here is not as serious as that prevailing in the east.”
Despite this reassurance, the high number of cases was alarming. The major in command of the detachment issued a quarantine. The lieutenant from the hotel detachment also claimed that none of the illnesses there were caused by Spanish influenza. He referred to the cases as “stage fright,” as opposed to a full outbreak of the disease. At Fort Benjamin Harrison, sixty men suffered from influenza, but the Indianapolis News reported “none has been diagnosed as Spanish influenza and no case is regarded as serious.” The medical officers there reported “An epidemic is not feared.”
While the front page reassured the city’s residents that there was nothing to fear and that the military had everything under control, a small article tucked away on page twenty-two hinted at the magnitude of the coming pandemic. The body of twenty-seven-year-old Walter Hensley arrived in the city from a naval training detachment on the Great Lakes. He had died of Spanish Influenza. Only a few weeks later, Indianapolis would be infected with over 6,000 cases with Fort Benjamin Harrison caring for over 3,000 patients in a 300 bed facility before the end of the epidemic.
Indianapolis was not alone in its unpreparedness, as little was known about the strange flu. Influenza was certainly not uncommon, but most flu viruses killed the very young, sick, and elderly. The 1918 influenza, on the other hand, killed otherwise healthy young adults ages twenty to forty – precisely the ages of those crowded into military camps around the world. Furthermore, the disease could spread before symptoms appeared. Infected soldiers and other military personnel with no symptoms amassed in barracks and tents, on trains and ships, and in hospitals and trenches. As troops moved across the globe, so did the flu. It took on the name “Spanish influenza,” because unlike France and England, Spain did not censor reports of the outbreak.
While many modern historians and epidemiologists now believe the pandemic likely began in a crowded army camp in Fort Riley Kansas, Americans in 1918 feared its spread from Europe and took some unlikely precautions. On July 3, 1918, the South Bend News-Times assured its readers that a Spanish passenger liner that had arrived in an Atlantic port “was thoroughly fumigated and those on board subjected to thorough examination by federal and state health officers.” Such measures did little to stop the flu, however, and by September 14 the South Bend newspaper reported on several East Coast deaths from Spanish influenza. On the same day, the Indianapolis News printed a notice from the Surgeon-General Rupert Blue, head of the U.S. Public Health Service, offering advice for preventing infection. These public notices became routine over the following months of the pandemic. Among methods listed for preventing the spread of the disease, Blue recommended “rest in bed, fresh air, abundant food, with Dover’s powders for the relief of pain.” He also warned of the “danger of promiscuous coughing and spitting.”
Over the next few days, newspapers reported that the nation’s training camps were infected. On September 17, the Richmond Palladium and the Indianapolis News reported “approximately four thousand men are in quarantine today as the result of Spanish influenza breaking out in the aviation camp of the naval training station” on the Great Lakes in Illinois. The following day, the South Bend News-Times reported that “Spanish influenza now has become epidemic in three army camps” with 1,500 cases in Massachusetts, 1,000 in Virginia, and 350 in New York. The military scrambled to meet the needs of the infected and anxious citizens awaited a response from the government’s health services.
On September 19, 1918, Surgeon-General Blue sent a telegraph to the head health officer of each state requesting they immediately conduct a survey to determine the prevalence of influenza. In response, Dr. John Hurty, Indiana’s Secretary of the Board of Health, telephoned the local health officials in each city requesting a report. Hurty warned that the flu was “highly contagious,” but stated that “quarantine is impractical,” according to the Indianapolis News. Instead, he offered Hoosiers this advice:
Avoid crowds . . . until the danger of this thing is past. The germs lurk in crowded street cars, motion picture houses and everywhere there is a crowd. They float on dust, and therefore avoid dust. The best thing to do is to keep your body in a splendid condition and let it do its own fighting after you exercise the proper caution of exposure.
One week later, hundreds of men were sick with influenza in Indiana training camps. Again Hurty offered the best advice that he could while advising citizens to remain calm. However, he had to admit: “It has invaded several of our training camps and will doubtless become an epidemic in civil life.” He advised:
If all spitting would immediately cease, and if all coughers and sneezers would hold a cloth or paper handkerchief over their noses and mouths when coughing or sneezing, then influenza and coughs and colds would almost disappear. We also must not forget to tone up our physical health, for even a few and weak microbes may find lodgment in low toned bodies. To gain high physical tone, get plenty of sleep in a well ventilated bedroom. Don’t worry, don’t feast, don’t hurry, don’t fret. Look carefully after elimination. Eat only plain foods. Avoid riotous eating of flesh. Go slow on coffee and tea. Avoid alcohol in every form. Cut out all drugs and dopes . . . Frown on public spitters and those who cough and sneeze in public without taking all precautions.
Most notably, in this same September 26 front page article in the Indianapolis News, Hurty stated that Indiana had “only mild cases . . . and not deaths.” This would soon change.
Despite these public reassurances, Hurty and other Indianapolis civic leaders knew they needed to do more to prepare. Since little was known about how the flu spread, these men tried to keep the city safe using their intuition. A clean city seemed like a safer city, so they organized a massive clean up. On September 27, the Indianapolis News reported:
To prevent a Spanish Influenza epidemic in Indianapolis, Mayor Charles W. Jewett today directed Dr. Herman G. Morgan, secretary of the city board of health, to order all public places – hotel lobbies, theaters, railway stations and street cars – placed at once in thorough sanitary condition by fumigation and cleansing.
The article noted that in other cities local officials had been unable to prevent widespread infection and that Indianapolis should learn from their failures and “get busy now with every preventative measures that can be put in operation to make conditions sanitary so that infection will not spread.”
By the end of the month, influenza had reached the civilian population. Officials continued to discourage people from gathering in crowds and encouraged anyone with a cough or cold to stay home. The News reported that Indianapolis movie houses had begun showing films on screens in front of the buildings instead of inside the theaters.
Meanwhile, the numbers of infected men at Fort Benjamin Harrison rose. By the end of September, officers in charge of the base hospital reported that there were “about 500 cases of respiratory disease” at the camp. Although newspapers still reported that it was unclear whether these illness were indeed Spanish influenza, it was clear that the situation was growing dire. Because so many nurses believed Indiana was safe from the pandemic and volunteered to work out east to fight the virus, the fort’s hospital only had twenty trained nurses to care for the hundreds of sick men. The Indianapolis News reported that enlisted soldiers were “being employed as nurses” and that one battalion of engineers had been completely quarantined. Meanwhile, notices of soldiers dying from influenza and related pneumonia began to fill the papers of Indianapolis newspapers.
By October 1, the number of sick men at Fort Benjamin Harrison rose to 650 cases. The Indianapolis News reported, “No new troops are arriving at the engineer camp,” and “fifty engineers were lent to the base camp hospital yesterday to act as orderlies and clerks and to release medical corps for service as nurses.” The article concluded, “The hospital needs a number of trained nurses.” While the bodies of Hoosier soldiers stationed at camps around the country arrived in the city, Fort Benjamin Harrison had yet to lose one of its own. Less than a week later, that changed.
On Sunday night, October 6, 1918, ten soldiers died in the fort’s hospital bringing the total for the week to forty-one deceased soldiers. Four civilians died from influenza and six more from the ensuing pneumonia. At the fort, officials reported 172 new cases of influenza (bringing the total to 1,653 sick soldiers). Of these, the base hospital was attempting to care for 1,300 men.
In response, Dr. Morgan announced “a sweeping order prohibiting gatherings of five or more persons.” The front page of the News read, “PUBLIC MEETINGS ARE FORBIDDEN,” and noted that all churches, schools, and theaters were closed until further notice. Only gatherings related to the war effort were exempt, such as work at manufacturing plants and Liberty loan committee meetings. The prominent doctor even discouraged people from gathering at the growing numbers of funerals, encouraging only close family to attend. In October of 1918, Indianapolis must have looked like a ghost town.
The sick desperately needed nurses and nowhere more than at Fort Benjamin Harrison. Two front page Indianapolis News headlines for October 7 read, “Ft. Harrison Soldiers in Dire Need of Nurses,” and “Graduate Nurses Are Needed for Soldiers.” The News reported that at Fort Ben “soldier boys are dying for lack of trained help” and that the “few nurses in service are worn to the point of exhaustion.” Officers of the local Red Cross worked to redirect nurses who were awaiting transport overseas to the local effort against influenza, while the women of the motor corps of the Indianapolis Red Cross were busy transporting needed supplies by automobiles.
The rest of the newspaper that day was filled with reports on school closings, cancelled meetings, the numbers of sick in various counties, and funerals. The plague was peaking and Fort Benjamin Harrison suffered the most. While most residents of Indiana stayed far away from the infected camp, the brave women of Lutheran Hospital in Fort Wayne took their nursing skills into the heart of the epidemic. The Fort Wayne Sentinel reported on October 7, the same day the Red Cross called urgently for nurses, “10 Local Nurses Respond.” The paper continued:
Willing to risk their lives in the nation’s service in helping combat the ravages of Spanish influenza, ten Lutheran hospital nurses left the city . . . for Fort Benjamin Harrison, near Indianapolis, Ind., where they will enter service in the military base hospital, which is very urgently in need of qualified nurses to aid in fighting the epidemic.
The following day, the Sentinel published a picture of the brave nurses and the local paper praised their “patriotic devotion to place their training at the disposal of their government even at the risk of their lives.”
The same day, a medical officer from the fort hospital told the Indianapolis Star that several trained nurses had reported for duty “within the last few hours to relieve the situation” and that “everything that can be done for the boys is being done.” The Star reported that the officer was responding to “wild rumors” that the soldiers were not getting adequate care. However, the Indiana Red Cross and Board of Health knew that more nurses were needed. On October 11, the Fort Wayne Sentinel shared Dr. Hurty’s report that “during last night thirty soldiers had succumbed to the ravages of the epidemic at Fort Harrison, some of them expiring before their uniforms could be removed from them.” One of the men was Captain C. C. Turner of the medical reserve who had been sent to the fort from another camp only a few days before to help combat the influenza outbreak. His records had not even arrived yet and his relatives could not be contacted.
The situation at the fort prompted Dr. Morgan and several other leading doctors of the city to issue a statement. The doctors praised the efforts of the hospital staff and volunteers. They stated:
The medical staff of Camp Benjamin Harrison has succeeded in fourteen days in expanding a hospital of about 250 beds to one of 1,700 beds by occupying the well-built brick structures formerly used as barracks. These they were able to equip adequately with the assistance of the American Red Cross which . . . proved itself able to supply every demand made by the army on the same day the request was made.
The doctors reported that the hospital had treated 2,500 patients in the previous two weeks. Despite their heroic efforts, the epidemic persisted.
The city also bolstered its efforts as the number of infected rose to 1,536 civilians. On October 11, the Indianapolis News reported 441 new cases of influenza in a twenty-four hour period. In response, Dr. Morgan announced that the city board of health “enlarged the order against public gatherings of every description” and that the Indianapolis police department would enforce the order. “Dry beer saloons,” which were prohibition era gathering places, were closed. Department stores were prohibited from having sales and would be closed completely if found too crowded. Finally, the board of health directed its officers to post cards reading “Quarantine, Influenza,” on houses containing a sick person. The next twenty-four hours brought the city 250 new cases and the fort 47 new cases of Spanish flu. In that same period, twenty four young men died at Fort Benjamin Harrison. The epidemic was peaking.
A week later there was some evidence that the virus began to relax its grip on the fort, if not the city. The Indianapolis News reported that while the previous twenty-four hours had brought twenty-eight deaths to the city, the fort suffered only four. And while the city reported 252 new civilian cases, the fort reported only twelve new cases. Since the fort was struck by influenza before the city, civilians must have seen this decrease at the fort as a good sign. The plague had almost run its course.
On October 30, Dr. Hurty announced that the closing ban would be lifted in Indianapolis. Newspapers reported the lowest number of new cases since the start of the deadly month and Fort Harrison reported that not one person had died in the previous twenty-four hours. Schools could reopen Monday, November 4 and people with no cold symptoms could ride street cars and attend movie theaters. Through the end of 1918 and the beginning of 1919, there were small resurgences of the epidemic. Morgan ordered the wearing of gauze masks in public and discouraged gatherings. However, the worst had passed, and the war had ended.
As Indianapolis began to return to normal, the damage was assessed. On November 24, 1918, the Indianapolis Star tallied the state’s loss at 3,266 Hoosiers, mostly young men and women. This massive loss of citizens in their prime also left 3,020 children orphaned. The War Department also assessed the losses at Fort Benjamin Harrison. The Surgeon General reported that General Hospital 25 at the fort treated a total of 3,116 cases of influenza and 521 cases of related pneumonia. The hard work of the medical staff and brave volunteers transformed a fort designed to care for a few hundred injured men into a giant hospital caring for thousands.
The city also benefited from leadership of the committed men of Indianapolis and the State Board of Health, as well as cooperative citizens. According to the University of Michigan Center for the History of Medicine, “In the end, Indianapolis had an epidemic death rate of 290 per 100,000 people, one of the lowest in the nation.” The center attributes the city’s relative success to “how well Indianapolis as well as state officials worked together to implement community mitigation measures against influenza,” whereas in other cities “squabbling among officials and occasionally business interests hampered effective decision-making.” Indianapolis leaders presented a united front, shop and theater owners complied despite personal loss, and brave men and women volunteered their services at risk to their own lives. Somehow only one of the heroic volunteer nurses stationed at Fort Benjamin Harrison lost her life.
On May 6, 1919, the Indianapolis News replaced columns of text detailing the influenza-related losses with jubilant articles about the city’s preparations for Welcome Home Day. Trains unloaded Hoosier soldiers still carrying their regimental colors. Indianapolis decked herself out in red, white, and blue. On May 7, 1919, 20,000 men and women walked in the welcome parade that stretched for 33 blocks. Many, like the men and women of Hospital No. 32, trained and mobilized at Fort Benjamin Harrison. Many had survived the Spanish Influenza, nursed the sick, or lost a friend to the pandemic. Not a single article mentioned it. The city was ready to move towards peace and healing.
See Part VI to learn how the Hoosier Partisans moved for autonomy as the Cleveland Clique tightened its grip on the Bee Line railroad.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.”
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.
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.
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.”
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.
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.
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.
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.
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.
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.
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.
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.”
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.”
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.