This weekend, some 300,000 fans are expected to descend upon the Town of Speedway to watch the 102nd running of the Indianapolis 500. The Speedway area has been home to the “Greatest Spectacle in Racing” since 1911. The race attracted drivers and fans from all over the world. It has only been cancelled on two occasions: during World War I (1917-1918) and World War II (1942-1945). While there was no roar of race cars, the area was by no means quiet. Instead, the Speedway area became a hub for wartime production, with aircraft engines taking center stage.
Entrepreneur and Indianapolis Motor Speedway co-founder James Allison quite literally shifted gears when he devoted his precision machine shop’s resources on Main Street, just south of the track, to the war effort in 1917. Allison originally built the shop to redesign and rebuild foreign and domestic racecars. By mid-1918, the War Department awarded government contracts to Allison Experimental Company to build parts for the Liberty aircraft engine. According to the National Museum of the United States Air Force, the Liberty represented “America’s major technological contribution to World War I.” The United States’ auto industry produced over 20,000 of these engines during the war and Allison’s Speedway company played its part in this endeavor. The Speedway area also saw the development of an aviation repair depot where workers helped repair, modify, and test hundreds of airplanes and aircraft engines.
Allison Engineering Company Main Street Building and Employees, 1921, photo courtesy of Indiana Memory.
Just one month after the war’s end, in December 1918, the owners of the Indianapolis Motor Speedway announced that the Indianapolis 500 would resume in May 1919. The focus in the Speedway area quickly shifted back to automobiles and racing, but interest in aviation there had just begun. During the 1920s, Allison Experimental Company (Allison Engineering Company by 1921) worked on rebuilding and inverting Liberty engines.
Following James Allison’s death in 1928, General Motors Corp. filed an appropriation request to buy the company the following year. According to the request, General Motors planned to continue Allison’s work in the aviation industry. The Indianapolis Chamber of Commerce promoted the acquisition, stating that with General Motors’ purchase of the company:
Development of this city as a center for the nation’s aviation industry seems assured.
General Motors Corporation Appropriation Request to Purchase Allison Engineering Company. Courtesy of Rolls Royce Heritage Trust – Allison Branch Archival Collection.
The Chamber of Commerce was not far off the mark. During the 1930s, Allison Engineering Co. focused its efforts on developing a 1,000 horsepower liquid-cooled aircraft engine in the Speedway area. Known as the V-1710, it would become the primary engine that powered Allied fighter aircraft during World War II. Norman Gilman, chief engineer and general manager for the company, reasoned that a liquid-cooled engine could be placed inside the fuselage, where a radial type engine could not and therefore developed high wind resistance or drag, particularly at higher speeds. Despite initial hesitation from both the U.S. Navy and U.S. Army, the Navy placed an order with Allison Engineering Co. for a liquid-cooled airplane engine of 750 horsepower in June 1930. The company designed, built, and delivered this engine to the Navy in March 1932. After completing a 50-hour development test, the Navy accepted the engine in September of that year. The Army Air Corps followed suit and soon after placed an order for the engine with the company.
Throughout the mid-1930s, Allison Engineering Co. worked to improve the engine, with the goal of making it 1,000 horsepower. After several tests and improvements to the design, the company delivered the engine to the Army Air Corps at Wright Field in Dayton, Ohio in March 1937. One month later, the V-1710 passed the 150-hour acceptance test.
AllisoNews, March 31, 1942, vol. 1, no. 18, photo courtesy IUPUI Digital Collections, Allison Transmission.
By 1939, as war clouds gathered over Europe, Allison Engineering (renamed Allison Division of General Motors in January 1941) committed itself to mass production of the V-1710 aircraft engine in Speedway. At the time, Allison employed 600 people, but this number grew exponentially as orders for the V-1710 came pouring in. In April 1939, newspapers reported that the company would soon triple its facilities with construction of a new plant that would span 200,000 sq. ft. By the end of the year, employment figures had almost doubled to 1,200. Allison Division constructed additional plants in Speedway and the Indianapolis area throughout the war years and with these plants came thousands of additional employees.
Demand for the V-1710 engine made Allison Division one of the three principal manufacturers of aircraft engines in the country during the war, alongside Pratt & Whitney and Wright Aeronautical. In January 1941, Life magazine ran a feature on the engine, highlighting it as the “plane motor on which the Army puts its biggest bet.” By July 1941, the War Department awarded Allison a new contract for the engines. With this contract, total orders for Allison engines since the beginning of the defense emergency program totaled approximately $242,000,000.
America has bet heavily on the Allison engine in its aircraft defense plans, just as the war industries board in 1917 bet everything on the Liberty engine . . . the Allison engine has been delivering regularly for the R.A.F. [Royal Air Force]. Allison is now producing 400 aviation engines a month, where a year ago it was delivering only 150, and expects to approach 1,000 engines a month by the end of 1941. – “More Air Power,” Mason City [Iowa] Globe Gazette, August 13, 1941, 4.
Curtiss P-40, photo courtesy AllisoNews, July 18, 1941, 4.,
Orders and output for the V-1710 engine continued to grow, particularly after the Japanese attack on Pearl Harbor in December 1941. By this point, employment at Allison Division surpassed 12,000. It swelled to 23,019 in October 1943. The company’s growth impacted the Town of Speedway as well. As early as 1940, Indianapolis newspapers commented on Speedway’s growing pains, reporting that officials from the town were seeking state aid to address problems that had come about from the influx of workers to the plants. These problems included the need to improve streets, sanitary conditions, and the need for a better water system. The Indianapolis Times noted that with more employees at the Allison plants came “more money, more home buying, more eating, etc.” School enrollment in the area doubled, church attendance rose greatly, and many new homes were built.
Bell Airacobra P-39, photo courtesy AllisoNews, August 1, 1941, 6.
Meanwhile, Allison Division continued to impress. By March 1944, it built and delivered its 50,000th liquid-cooled engine. By the war’s end, the total figure reached 70,000. These engines powered many of the United States’ fighter planes during the war, including the P-38 Lightning, the P-39 Airacobra, and the P-40 Warhawk. The engine was also used in several fighter planes flown by the Royal Air Force of the United Kingdom.
Lockheed P-38, photo courtesy AllisoNews, August 15, 1941, 4.Program for the Presentation of the Army-Navy Production Award to Allison Division, General Motors Corporation, November 5, 1942.
Allison Division received high praise for the fine precision, workmanship, and durability of the V-1710. It won the Army-Navy “E” Award for excellence in production four times during the war: in October 1942, March 1944, October 1944, and June 1945. By the spring of 1945, Allison Division reduced production schedules of the V-1710 to focus more of its time on building jet engines, which could power planes at much higher speeds. The U.S Army Air Forces had awarded Allison a contract for the production of jet propulsion units in the fall of 1944. The Navy followed the Army’s lead and placed their own order with Allison in the summer of 1945, citing Allison’s “well established reputation for delivering the goods on time.” This reputation would continue through the end of the war in August 1945 and through the post-war years.
As had happened following the conclusion of World War I, racing returned to the Speedway area in 1946 to much fanfare. Left abandoned for nearly five years, the Indianapolis Motor Speedway had fallen into disrepair during World War II. Tony Hulman purchased the track in November 1945 and worked to restore it in preparation for the May 1946 500-mile race. Fans came in droves to witness the 30th running of the Indianapolis 500 that year, as racing returned to center stage in the Speedway area.
AllisoNews, March 1944, 1, accessed IUPUI Digital Collections, Allison Transmission.
Allison’s work in Speedway and its commitment to technological advancements did not end with World War II, but rather continues through today. In addition to continuing its investment and development in the aviation industry following the war, Allison also organized a new department for the design and development of transmissions. The transmissions were manufactured for commercial and military use, with many powering tanks during the Korean War. Their production ushered in a new chapter in the company’s history. Today, James Allison’s experimental company in Speedway , now known around the globe as Allison Transmission, is one of the world’s largest manufacturers of fully automatic transmissions.
The National Memorial for Peace and Justice, image accessed NPR.org.
After investigating over 4,000 incidents of “racial terrorism” that took place in the United States between 1877 and 1950 in the form of lynchings, the Equal Justice Initiative realized the trauma left in their wake had never been properly confronted by the nation. The EJI sought to remedy this and opened the Memorial for Peace and Justice in Montgomery, Alabama on April 26, 2018. Memorial visitors first encounter sculptures of chained slaves before experiencing memorial square, an exhibition of 800 6-foot monuments that represent lynchings in each of the counties where they took place. The memorial concludes with a bronze sculpture that examines “contemporary issues of police violence and racially biased criminal justice.”
Woven into the fabric of racially-motivated violence in America is a summer night in Marion, Indiana in 1930. On August 7, black teenagers Tom Shipp, Abe Smith, and James Cameron were held in the Marion jail for the murder of Claude Deeter and rape of Mary Ball. Before they could stand trial, a mob comprised of white residents tore the young men from their cells and brutally beat them, mutilating and hanging Shipp and Smith from a tree on the courthouse lawn. They intended to send a message to other African American residents, one which Marion NAACP leader Katherine “Flossie” Bailey scrambled to prevent.
Local photographer Lawrence Beitler took a photograph of the swinging bodies, capturing a white crowd that looked on in a mixture of satisfaction, hostility, amusement, and bewilderment. This photo was reproduced on postcards and circulated by the thousands. NPR noted that in the late 1930s white poet, activist, and Bronx school teacher Abel Meeropol remained haunted by the image of “strange fruit hanging from the poplar trees” and penned a poem about the lynching, published by the teacher’s union. Inspired by Meeropol’s words, artists like Billie Holiday, Diana Ross, Sting, Kanye West, and Nina Simone have performed their own versions of “Strange Fruit.”
Historian Dr. James Madison contends that the Marion lynching continues to command attention because it took place outside of the Deep South and occurred after the Ku Klux Klan-prompted lynchings of the 1920s. The East Tennessee News noted weeks after the lynching that the “deplorable affair” confirmed the notion that “mob law” can break “forth in all its furry [sic] in North as readily as in the south.” The paper added that only the enactment of a federal law would “serve to discourage the tendency of irresponsible hoodlums who are inclined to take the law into their own hands.” Prior to August 7, 1930, it is believed that the last lynching in Indiana took place in 1902 in Sullivan County and the resurgence sent shockwaves through Indiana and around the nation.
As white residents gathered on the afternoon of the 7th, formidable NAACP state president Flossie Bailey mobilized. Born in Kokomo, Bailey was described as a “hotrod,” “born leader,” and “superb organizer” for her tireless work with the NAACP. She established the Marion branch in 1918 and built it up, despite encountering apathy created by Great Depression conditions. She became head of the Indiana NAACP and offered her house as headquarters when Marion’s Spencer Hotel refused to accommodate black guests.
As the restless crowd hoisted Claude Deeter’s blood-stained shirt from the window of the Marion City building, Bailey called Sheriff Jacob Campbell to alert him to the mob’s plan to lynch the prisoners. According to NAACP acting secretary Walter White, upon Bailey’s phone call, Sherriff Campbell checked the jail’s garage and found that gasoline had been removed from the cars and the tires flattened, preventing transportation of the endangered prisoners. He made no attempt to procure working cars, despite three hours passing until the lynching. Bailey also called on Governor Harry G. Leslie’s secretary, operating in his absence, to dispatch troops to the restless city. He abruptly hung up on her.
Mary Ball, courtesy of the Wisconsin State Journal, August 11, 1930, accessed Newspapers.com.
As Bailey tried to intervene, Mary Ball’s father, Hoot Ball, entered the jail to speak with Sheriff Campbell and, upon failing, the crowd broke into violence and stormed the jail. The Muncie Evening Press estimated that of the thousands gathered around the jail “only about 75 men actually took part in the rioting,” encouraged by the shouts of onlookers. The mob penetrated the front and side of the jail using crowbars and hammers. Officials inside tried to stop rioters with tear bombs, one of which was lobbed back into the jail and exploded among nearly fifty prisoners.
Walter White declared the lynching of Shipp and Smith to be the “most horrible and brutal in the whole history of lynching.” He stated that Smith was taken first and lynched from the jail bars and “When first pulled up he held on to the rope, preventing strangulation.” Shipp “fought furiously for his life, burying his teeth in the arm of one of the lynchers. In order to make him loosen his teeth his skull was crushed in with a crow-bar and a knife plunged into his heart.”
The rancorous mass took Smith’s life by dragging him to the courthouse square and hung him from a tree before a crowd that included children, an act witnessed and recounted by Muncie podiatrist Dr. E. Frank Turner. He saw the “ghastly spectacle” around 8 p.m. and, hearing that water would be used to disperse the crowd, “felt that everything would be alright, and went away.” When he returned around 10 o’clock, he saw the mob drag Shipp and Smith to the courthouse lawn. Lynchers utilized shadows created by tree branches to obscure their identities. Dr. Turner recalled that:
The body went up, dangling on the rope, and a demoniacal yell surged from the crowd. It was hideous! That mob sounded like wild wolves, the yells were more like vicious snarls. Some even clapped their hands.
Not all observers cheered, he recalled. Some wept and others condemned the crowd.
Grant County jail where white residents mobbed Shipp and Smith, courtesy of the Wisconsin State Journal, August 11, 1930. The Journal noted that the arrow indicated the “window from which one body was suspended.”
Cameron, the youngest of the three accused men, was ripped from his cell and nearly hanged before someone in the crowd shouted that he was not involved in the crime. Muncie policeman Earl Doolittle noted that when Indianapolis officers finally arrived in their “big touring car” they were “greeted with boos and catcalls” from the crowd, lingering to prevent the coroner from removing the bodies. This was the same crowd that had left the jail “ravaged,” with “gaping holes in the walls” and the “twisted remains of broken locks.” Reportedly by midnight, an “indignation meeting” formed in Johnstown, the Marion neighborhood where African Americans lived. Hundreds of black residents listened to speeches about the sheriff’s unwillingness to order officers to shoot at the mob. Officers broke up the meeting, which prevented further violence. An Illinois newspaper reported that about 200 black residents fled Marion for Weaver, a historic black community in Grant County, out of fear of escalating violence.
At the time of the lynching, the state militia was training in Kentucky and, therefore, the “lawless element” controlled the scene of the lynching for over half a day. After Sheriff Campbell removed the bodies the following day, the crowd used penknives to cut buttons and shreds of fabric from the victims’ clothes as “souvenirs.” Shipp’s and Smith’s bodies were then taken to Shaffer Chapel African Methodist Episcopal Church in Muncie because Marion lacked a black mortician.
Echoing editor George Dale‘s 1920s skewering of the Ku Klux Klan via the Muncie Post-Democrat, the Muncie Evening Press condemned the act, stating “Not alone Marion but the state of Indiana stands today disgraced in the eyes of the world as a result of the lynching of two Negroes in that city last night. As for Marion herself she will be regarded abroad as a city of barbarians.” The paper believed that Marion could be partially redeemed only by indicting rioters on murder charges. The article noted “This ought not to be difficult.”
Flossie Bailey knew otherwise. According to James Madison, after the crime Bailey convinced Walter White to investigate the lynching. Fearing her phone calls were being monitored, she traveled back to Kokomo to communicate with NAACP leaders in Indianapolis and Marion. She received threatening phone calls, Madison noted, and drivers “deliberately backfired their cars as they cruised past her house.” Despite these threats, Bailey worked diligently to hold the perpetrators accountable. She joined a delegation of ten African American citizens from Marion and Indianapolis that met with Governor Leslie, including prominent pastors and Walker Manufacturing Company attorney Robert L. Brokenburr. In a formal resolution presented by Bailey, the group demanded that Governor Leslie ask for Sheriff Campbell’s resignation and promise protection for those who would testify about the identity of the lynchers. According to The Kokomo Tribune, Governor Leslie responded by claiming that “rumors had come to him that negroes in Marion were equipped with dynamite and were threatening to blow up the county jail.”
Bailey countered this rumor directly in a letter-to-the-editor for the Pittsburgh Courier, one of the leading African American newspapers in the country. The Courier previously printed a story about plans for retaliation by Marion’s black residents. Bailey noted that this was a “LIE,” one absolutely not perpetuated by the city’s black pastors, as the Courier had claimed. She stated that because of the rumors she and her husband “are daily receiving anonymous letters of a threatening nature” and alleged that “The Negroes who start rumors of this sort are the ones who will not help in anything constructive.” She concluded her letter “A few of us refused to be intimidated and do all we can in the name of the Association [NAACP] to bring law and justice again to Marion.”
The county grand jury began its investigation into the lynching in September. Bailey testified that she warned Sheriff Campbell of the formation of the mob just before 5 p.m., countering Campbell’s statement that it was made after 7 p.m. When questioned about his lack of action, he stated he feared hitting a woman or child with a stray bullet. Ultimately, the jury decided that Sheriff Campbell handled the mob in a “prudent manner” and exonerated him of any responsibility for the deaths of Shipp and Smith.
Flossie Baily and husband Dr. Walter Thomas Bailey, courtesy of Find-A-Grave.
Unable to extricate Campbell from office, Bailey and her husband focused their efforts on prosecuting the lynchers. Historian Emma Lou Thornbrough noted that they led the effort to gather names from witnesses at “considerable personal risk.” White sent a list of twenty-seven alleged participants, along with evidence of their involvement, to Governor Leslie and Indiana Attorney General James M. Ogden. According to Thornbrough, only seven men were arrested, two tried, and both acquitted. She noted that at the trial of the second man, antagonism “against the blacks who attended it was described by a representative of the national NAACP as ‘appalling.’ Most of the whites who packed the courtroom were jubilant when the accused man was acquitted.” The New York Age noted of Bailey that “A high tribute is paid her courage and energy in working to restore order in Marion and to bring the lynchers to justice.” The NAACP awarded Bailey with the Madam C.J. Walker Medal for her refusal to be intimidated in her quest to bring the perpetrators to justice.
While Bailey’s efforts were ultimately unfruitful, she used the Marion lynchings as a springboard to enact anti-lynching legislation in Indiana. House Democrats introduced a bill in February 1931, for which Bailey organized statewide meetings, and convinced African Americans to contact their legislators. Her legwork paid off. Governor Leslie signed the bill into law in March, which allowed for the dismissal of sheriffs whose prisoners were lynched. The law also permitted the families of lynching victims to sue for damages. The Indianapolis Recorder, one of state’s preeminent African American newspapers, praised the law. The paper stated, “Indiana has automatically retrieved its high status as a safe place to live.” It added that without the law, Indiana “would be a hellish state of insecurity to our group, which is on record as the most susceptible victims of mob violence.” Although the newspaper praised Governor Leslie, it credited a “small group which stood by until the bill became a law.”
Using this momentum, Bailey and her NAACP colleagues worked to pass a similar bill on a federal level. Madison noted that she tried to change national lynching laws by publishing editorials, wiring President Franklin D. Roosevelt, and distributing educational materials to Kiwanis clubs. Although these efforts were unsuccessful, Bailey fought for the rights and safety of African American citizens until her death in 1952, challenging discrimination at IU’s Robert W. Long Hospital, speaking against school segregation, and suing a Marion theater for denying Bailey and her husband admittance based on their race.
The Memorial for Peace and Justice has made tangible the tragic events of August 7, 1930. Perhaps one day the American landscape will represent Flossie Bailey and other individuals who tried to prevent racial terrorism at considerable personal risk. Learn how to apply for a state historical markervia the Indiana Historical Bureau.
SOURCES USED:
“Marion and Indiana Are Disgraced,” “Negro Killers Hanged in Courthouse Yard After Big Mob Storms Jail; Trio Accused of Attacking White Girl,” “Muncie Man is Lynching Witness,” and “Police Tell of Scenes at Marion,” Muncie Evening Press, August 8, 1930, accessed Newspapers.com.
“Gross Failure of Officials Is Exposed by Investigators” and “Lynching, North and South,” Indianapolis Recorder, August 30, 1930, accessed Hoosier State Chronicles.
Mrs. F.R. Bailey, Letter to the Editor, The Pittsburgh Courier, August 30, 1930, accessed Newspapers.com.
“Marion, Indianapolis Negroes Call upon Governor for Action,” The Kokomo Tribune, August 21, 1930, accessed Newspapers.com.
“Five Heard in Lynching Quiz,” Muncie Evening Press, September 3, 1930, accessed Newspapers.com.
“Sheriff Was Negligent,” The New York Age, September 6, 1930, accessed Newspapers.com.
“The Anti-Lynching Law” and “Cruising Around,” Indianapolis Recorder, March 14, 1931, accessed Hoosier State Chronicles.
James H. Madison, “A Lynching in the Heartland: Marion, Indiana, August 7, 1930,” Journal of American History (June 2011), accessed Organization of American Historians.
James H. Madison, “Flossie Bailey,” Traces of Indiana and Midwestern History (Winter 2000): 22-27.
Emma Lou Thornbrough, Indiana Blacks in the Twentieth Century (Bloomington: Indiana University Press, 2002), 67-69.
With a staff of over 155 and over 170 volunteers, today’s Fort Wayne Visiting Nurse is a far cry from its humble beginnings. In 1888, a group of Fort Wayne women organized the Ladies Relief Union with a mission to “help the sick poor of Ft Wayne.” Calling themselves the Visiting Nurse Committee, they soon discovered a link between poverty and disease. Dr. Jessie Calvin, a Fort Wayne sanitation and indoor plumbing pioneer, encouraged women’s church groups to raise money for a qualified nurse that could meet community needs.
Prior to the 1860s, nursing was “typically considered a domestic responsibility provided in the home by family members.” Nursing as a profession evolved after the Civil War, when women gained experience caring for wounded soldiers. Historian Clifton J. Philips noted that in the post-war period, women’s religious orders were “especially active in establishing hospitals in an attempt to extend to the general public, and the poor in particular, some of the services formerly rendered to sick and wounded soldiers.” As hospitals materialized, so too did nursing groups and training programs. By 1897, The Fort Wayne Journal-Gazette noted that “modern nurses” wished to “be given her proper position as a skilled assistant in serious illness.”
Nurse with a Ford Model T purchased in the 1920s, so that nurses could more efficiently reach patients, image courtesy of Visiting Nurse Archives.
The paper added that:
The daily or visiting nurse is a recent development of modern nursing and meets the needs of many people who find it inconvenient to have a nurse stopping in the house and requiring more or less attention from servants perhaps already overtaxed. The visiting nurse comes in for an hour or so every day to perform those services for which her skill is needed.
On March 1, 1900, an organizational meeting was held in Fort Wayne and the Visiting Nurse League became a reality. At a salary of $10.00 a week, Josephine Shatzer was hired as the League’s first nurse. During harsh weather she took a trolley, but normally she could be seen making her rounds on her bicycle. Regardless of transportation, it was clear that she wasted no time. On her first day she saw six patients. Next she established a baby milk station at First Presbyterian Church, instructing new moms how to prepare formula.
Fort Wayne Daily News, September 29, 1900, 5, accessed Newspapers.com.
She also volunteered at free immunization clinics, bathed patients, delivered meals, changed bedding, dressed wounds, cared for the elderly and ill in their homes and endeared herself to all she served. At the end of her first year she had made hundreds of calls, utilizing supplies donated by local churches, relief societies, and drug stores. For those patients who could pay, the charge of a one-hour visit was fifteen cents.
The Fort Wayne Daily News praised the program in 1900, noting that the league “found favor with all classes of people” and that visits to the “sick poor” conveyed not only “help and benefit, but hope and good cheer to every member of the family.” In 1913, the Public Health Nursing Association appointed a visiting nurse to serve African American patients at the Flanner Guild. Dr. Calvin continued to guide the League, through the years of World War I and the 1918 flu epidemic, which took the lives of 3,266 Hoosiers.
By 1919, a nurse named Dixon had reached a salary of $100.00 a month. League expenditures in 1920 stood at $1,300 annually and in 1922 the Community Chest offered its support. Insurance companies began to hire nurses from local visiting nurse groups to assess policyholders who were ill, and paid the League seventy-five cents a visit. By 1923, the League reorganized and served in an advisory, instructional health teaching capacity. The Great Depression wrought poor health conditions: eight nurses made over 29,000 visits to 4,477 patients. One made 3,255 orthopedic visits to 104 crippled children, many of whom were victims of polio. Sisters of Saint Joseph Hospital provided free hospitalization in the pediatric ward for those who could not pay. In the 1940s, World War II increased demands for nursing schools to produce eligible Nurse Corps candidates.
In 1954, the agency changed its name to Visiting Nurse Service, Inc. By 1956, it undertook a program that cared for stroke victims in their homes, which served to collect data on medication, exercise, loss of function and the need for expanded therapy service. By 1962, the agency’s director Eva Rosser introduced a State Board of Health-funded program that focused on treating the chronically ill in their homes, instead of a hospital or nursing home. Later the group provided care as home health aides and the agency became certified for Medicare on July 1966.
Nurse visiting a patient, likely just after World War II, image courtesy of Visiting Nurse Archives.
With certification came additional paper work. According to History of Visiting Nurse, by 1983, “a record number of visits for a single month occurred (2,200), due to earlier hospital releases and greater technology used in the home.” During this period, the glucometer was used for the first time, registered nurses were trained to perform phlebotomy services, and around-the-clock care was made available for all patients. In 1984, Medicare Hospice Benefit became available and Visiting Nurse Service merged with Hospice of Fort Wayne, Parkview, and Lutheran Hospices. The agency introduced computerized billing and, by the end of the decade, services for the frail and disabled. By 1990, Hospice service visits totaled 38,177, a forty percent increase over previous months.
History of Visiting Nurse noted that in 1990 the agency moved to the “Moellering Unit of the nearly vacant former Lutheran Hospital.” In 1995, the 1984 merger dissolved and Visiting Nurse Service and Hospice became a free standing agency. By February 2001, a new Hospice Home facility opened and in 2006 a building expansion added patient rooms. In 2011, nurse practitioners joined the staff and the “Watchful Passage” program began, in which trained volunteers remained at patient’s bedside during the last few days of life. In 2018, Visiting Nurse staff and volunteers can proudly stand tall celebrating 130 years of community service.
“Mother of Exiles: Hope for Those Seeking Freedom” . . . This headline ran in a Midwestern newspaper along with a picture of the Statue of Liberty and these relevant words:
Des Moines Register, July 13, 1939, 6, Newspapers.com
At a time when isolation has become a fetish for many, it is fitting to recall some of the evidences of America’s pride as a place of refuge . . . One such landmark, symbolizing the hope of peoples who migrate from their homeland to this foreign shore, is the Statue of Liberty . . . There is a sonnet on the wall at the base of the statue that is worth re-reading today, when so many are again fleeing from the hand of oppression.
And while it seems that this article could run in today’s newspaper, the year was 1939.
The sonnet includes the well-known words:
Give me your tired, your poor,
Your huddled masses yearning to breathe free
The Poems of Emma Lazurus, Vol. I, (Boston and New York: Houghton Mifflin and Company, 1889), 8, accessed Archive.org.
These words have come to symbolize America as a shining beacon of democracy and a safe harbor for those seeking a better life. However, not everyone knows that these words were written by a Jewish American poet named Emma Lazurus or that the poem was inspired by the plight of Jewish refugees fleeing the pogroms of Eastern Europe in the nineteenth century. In the full poem the statue is named “Mother of Exiles” and she tells the reader:
Send these, the homeless, tempest-tost to me,
I lift my lamp beside the golden door!”
In June 1939, the United States had the opportunity to open that golden door to save the lives of over 900 Jewish refugees. However, the country whose ideals were embodied by powerful words inscribed upon the Statue of Liberty — words specifically written for persecuted Jews in need of America’s asylum — would fail them. Lady Liberty’s golden door was shut by indifference, xenophobia, and antisemitism.
History Unfolded and Alternative Viewpoints
The story of the St. Louis is well-known to many. Recently, however, several historians have attempted to revise the interpretation of the events, absolving the United States and the FDR administration of any responsibility towards these asylum seekers. [1] Thus, it remains valuable to go back to contemporary newspaper sources and decide for ourselves what really happened. And as Hoosiers, it is worth finding out what the average Indiana newspaper reader knew about the events and meditating on the uncomfortable question: Could we have done anything different?
Simply put, the U.S. did not act when the mainly Jewish refugees aboard the German liner St. Louispleaded for asylum in June of 1939. Most of these refugees had purchased visas that they believed would allow them to live in Cuba while waiting for their turn to immigrate to the U.S. when there was room within the quota. Instead, they were returned to Europe. While they were safe for a time in various host countries, after the Nazi occupation spread through Europe, many of these refugees were killed in ghettos and concentration camps. [2]
In this post, we will look at the incident through articles available in Indiana newspapers to ascertain what the average Hoosier, and by extension, the average American knew about this tragedy. We will place the newspapers in context using secondary source information from the United States Holocaust Memorial Museum. The newspaper articles for this post have been submitted to the USHMM’s History Unfolded initiative which is attempting to find out what Americans knew about the Holocaust through their newspapers. You can join the effort here: https://newspapers.ushmm.org/
Refugees at Sea
By spring of 1939, newspapers were full of reports of the misery faced by Jewish refugees at sea and the refusal of country after country to give them shelter. For example, the Jewish Post, published in Indianapolis, reported on a Greek steamer seized off the Palestinian coast whose refugee passengers were denied entry by the British authorities there:
The sunny Mediterranean has been turned into a watery hell in which thousands of condemned souls – men, women and children – are floating in indescribable misery and physical agony . . . Uncounted Jewish refugees from Nazi persecution are drifting in a state equal to the worst horrors of the Dark Ages . . . they have been wandering for weeks and months on nightmare voyages, despairing of reaching any port except the bottom of the waters…
The Post reported on hundreds more turned away from Indian ports, as well as from Manila and Hong Kong. The Indianapolis News reported on another 104 Jewish refugees denied permission to land in Vera Cruz, Mexico. And reports from Bucharest described twenty hopeless Jewish refugees who jumped into the Black Sea rather than remain homeless.
The Passengers of the St. Louis
The hundreds of disparate people who boarded the German transatlantic liner St. Louis in May of 1939 all had one thing in common. They felt that the only choice left to them was to abandon their homes and loved ones for an uncertain life in a faraway land. Most were German Jews who had been forced from their jobs and sometimes their homes and subjected to increasing persecution by the Nazi regime. Some had even come out of hiding just for this journey. Some used the last of their savings to buy an expensive ticket, pay the “contingency fee” for an unplanned return voyage, and purchase pricey, inflated visas. Some of these individuals had been sent by the collective effort of their families, who pooled all of their money to save just one of their kin. Most were on a list awaiting U.S. visas which were limited by quotas. They hoped to pass time in Cuba until they could start anew in the U.S. [3]
Among the 937 passengers aboard the St. Louis were several German Jewish families who we can follow through the historical record thanks to the work of the USHMM assembled into the online exhibition “Voyage of the St. Louis.” Their stories were surprisingly similar at first and tragically different at the close of the war. We will follow four families through this story (introducing the patriarch first only for consistency and ease in following the records). [4]
Heinz and Else Blumenstein, 1940, photograph accessed USHMM.
Franz Blumenstein was a successful businessman living in Vienna with his wife Else, their son Heinz, and his mother Regina. During Kristalnacht, he was arrested and taken to Dachau concentration camp. Else was able to bribe officials for his release under the condition that he leave Germany immediately. He fled to Venezuela and then immigrated to Cuba where he made arrangements for his family to join him. He purchased landing certificates for Else, Regina, and Heinz who then booked passage on the St. Louis.
“Safe Conduct” Pass for Siegred Seligmann, 1941, USHMM.
Siegfried Seligmann, a cattle dealer from Ronnenberg, Germany, was also arrested during Kristalnacht. He was taken to the Buchenwald concentration camp for a time but was somehow, likely through bribery, able to secure his release under the condition that he flee. Siegfried was able to purchase tickets on the St. Louis for himself, as well as his wife Alma, and their daughters Else and Ursula.
The Hermanns Family, 1938, USHMM.
Julius Hermanns, a textile merchant from Monchen-Gladbach, Germany, was also arrested, sent to Dachau, transferred to Buchenwald, and released on the condition of immediate emigration. Like Franz Blumenstein, Julius had to leave his family behind. His brother-in-law in New York purchased him a Cuban landing certificate. Julius said goodbye to his wife Grete and his daughter Hilde and boarded the St. Louis.
“Leopold, Johanna, and Martin Dingfelder in front of the meat shop,” USHMM.
Leopold Dingfelder owned a kosher meat shop in Plauen, Germany, where he lived with his wife Johanna and their son Rudi. An older son, Martin, had emigrated to America earlier. After persecution of German Jews intensified, the Dingfelders hoped to join Martin in the United States. They booked passage on the St. Louis to await U.S. visas in Cuba.
Regardless of how they began this journey, they must have boarded with some trepidation. For while the ship was owned by a private German company, it was still flying the swastika flag.
The St. Louis left on May 13, 1939, at 8:00 p.m. Even before they set sail, their landing certificates had been invalidated by the Cuban government. Antisemitism, xenophobia, fear of competition for limited jobs, and Nazi propaganda had turned the Cuban people against further Jewish immigration. Only a few days before the St. Louis departed, 40,000 Cubans attended an antisemitic rally. Responding to this turn in public sentiment and backlash from widespread sale of illegal landing certificates, the Cuban government demanded additional paperwork and money from any potential immigrants.
“Jewish refugees aboard the refugee ship St. Louis,” USHMM.
The passengers were unaware that the tide had turned against them. As they sailed away from the Nazi empire, they likely relaxed a bit. The food was good, the crew showed movies, and children made new friends. The two-week journey was relatively uneventful except for two incidents of which most of the passengers were probably unaware. A man in poor health worsened, died, and was laid to rest at sea. A troubled crew member took his own life by jumping overboard late one night. [5]
The St. Louis entered the Havana harbor on May 27. According to the USHMM, of the 935 passengers, the Cuban government admitted twenty-eight: twenty-two Jewish passengers with valid U.S. visas, four Spanish citizens, two Cubans, and another man who had attempted suicide and needed hospital care.
908 people, including the Blumensteins, Seligmanns, Hermanns, and Dinfelders, were denied entry. The story soon captured the attention of the media around the world. Perhaps, it seemed, sympathetic news stories would lead to their rescue.
What Hoosiers Knew about the St. Louis
The Jewish Post ran a report by the Jewish Telegraphic Agency (JTA) from Havana reporting that the St. Louis was “barred from landing under the presidential decree,” referring to Decree 937, which invalidated landing permits. Entry would now require written permission from the Cuban Secretaries of Labor and State and a $500 bond posted to ensure the refugees would not become dependent on the state. The passengers did not have this sum.
The Post article also reported on “intervention with the government by Jewish communal and refugee organizations.” The main negotiating force was American attorney Lawrence Berenson who represented the Jewish Joint Distribution Committee (JJDC). Berenson had previously worked as the president of the Cuban-American Chamber of Commerce and thus had important contacts in both the U.S. and Cuba. However, the Postreported on June 2, the negotiations proved “fruitless.” Cuban President Frederico Laredo Bru ordered the St. Louis to leave Cuban waters if the refugees could not pay the bonds totaling $453,500.
Indianapolis Star, June 12, 1939, 12, Newspapers.com
Meanwhile, the Jewish Post reported, two other ships, one French and one British, arrived with refugees, complicating the situation and increasing the antipathy of the Cuban people. They were also denied entry. The Post reported that the St. Louis passengers were growing “desperate” with some “seeking to commit suicide by throwing themselves overboard.” The Tipton Daily Tribune reported: “Twenty-five police were sent aboard the liner to guard others from any attempted self-destruction after Max Lowe, one of the refugees, slashed his wrists and jumped overboard.” The Indianapolis Star also relayed reports from ship guards who “reported the situation among the refugees as desperate,” that “women and children cried continuously,” and that “calls for meals for the most part went unanswered.”
It became increasingly clear to the passengers that they would not leave the boat. According to the JTA, an editorial in the Cuban newspaper Diaro de la Marino “predicted pogroms against the Jews” if they disembarked. And the JewishPost reported that “anti-Semitic activities have been increasing.”
Perhaps the most frustrating thing of all for the people on board was just how close they were to safety. Little boats began to encircle the St. Louis, some of them rented by family and friends of the refugees who had previously immigrated. They were close enough to wave and shout to each other, but not to be reunited.
Hammond Times, June 7, 1939, 30, Newspapers.com.
Negotiations continued. The JJDC made an offer to President Bru to pay part of the requested $453,500. He refused to compromise and ordered the ship to leave or the Cuban navy would force it asea. The Indianapolis Star reported that Cuban marines stood at the ready. Buying time for further negotiations, the captain of the liner “aimlessly cruised the Caribbean,” travelling “around the West Indies for a time in hope some country would answer… appeals and offer the refugee[s] a home.” Over the following week, many United Press (UP) and Associated Press (AP) articles ran in Indiana newspapers. The Kokomo Tribune and the Indianapolis News ran the same UP article June 3 with two different but powerful headlines: “Jewish Refugees Adrift in Caribbean Appeal to Many Nations for New Homes” and “Refugee Vessel Appeals for Help.” The articles reported that the St Louis was “appealing by radio to nations of the new world to relieve her of her terrified passengers before there was a wave of suicides.”
Kokomo Tribune, June 3, 1939, 1, Newspapers.com.
One of those countries to which the refugees appealed for asylum was the United States. On June 5, the St. Louis “moved slowly southward into Caribbean waters along the Florida coast.” As the ship moved first north and then turned around and headed south, the passengers could see the lights of Miami. Indiana newspapers widely printed wire articles reported from Miami that the U.S. Coast Guard kept the St. Louis from landing. The Tipton Daily Tribune reported: “A coast guard patrol boat had trailed the ship as it passed near here watching its movements, guarding lest some of its desperate passengers jump overboard and attempt to swim ashore.” One headline from the (Lafayette) Journal and Courier perhaps summed up the situation most succinctly: “Refugee Ship Cruising Off Florida Coast: American Authorities Are Keeping Close Watch on Vessel that Has 907 Unwanted Jews Aboard.”
Columbus Republic, June 5, 1939, 1, Newspapers.com
The article also reported: “For two hours the ship rode at anchor off the Miami channel light, easily visible from shore.” The Lafayette paper’s Miami report also noted, “Two coast guard planes were dispatched from Miami to keep the anchored craft under surveillance” and a “patrol boat hovered nearby.” The ship continued towards the Florida Keys “while negotiators sought to arrange for the refugees’ entry into Cuba, from where many hope to join relatives in the United States.”
Jewish organizations, led by the JJDC, finally raised and offered the entire bond requested by the Cuban president. Cuba, however, was no longer willing to welcome Jewish refugees and the president refused the offer. As the St. Louis turned around to head towards Europe on June 6, the United States was their last hope.
The Kokomo Tribune ran an AP article which reported: “Their hope crushed by the Cuban government’s refusal for the second time to give them asylum, victims of one of the strangest sagas of the sea renewed an appeal to President [Franklin] Roosevelt for last-minute intervention.” The Tribune closed the article by reporting: “Captain [Gustav] Schroeder decided to steer for Germany.” While, the ship ultimately did not land in Germany, for several days, the media reported that the Fatherland was the intended destination. The front page of the Indianapolis Star read: “Refugees Start Back to Germany” and the Kokomo Tribune headline read: “Jewish Refugees Reported Enroute to Germany After Cuba Refuses Landing.” According to the AP service, “The German liner St. Louis informed Tropical Radio at 11:40 o’clock tonight [June 6] that she had set her course for Europe, bearing back to Germany the 907 Jewish refugees who fled that country for Cuba . . . until they could get in the United States quota.”
The “St. Louis,” carrying Jewish refugees from Nazi Germany, arrives in the port of Antwerp after Cuba and the United States denied it landing. Belgium, June 17, 1939, Bibliotheque Historique de la Ville de Paris, Caption and Photo accessed USHMM.
Context and Contention
Most scholars agree that the United States, and more specifically President Roosevelt, did not do enough to help these refugees. Recently however, a vocal minority have argued that the blame lies only with Cuba and that FDR could legally have done nothing to help. Without wading into this academic and political mire, we can assert with confidence that the U.S. did little. According to the USHMM, “President Roosevelt could have issued an executive order to admit the St. Louis refugees.” FDR chose not to act because of “general hostility toward immigrants, the gains of isolationist Republicans in the Congressional elections of 1938, and [his] consideration of running for an unprecedented third term as president.” In short, while newspapers printed sympathetic stories and editorials, the cause was not popular enough or politically beneficial enough to justify intervention. [6]
Land and Loss
Fortunately, Jewish organizations, again led by the JJDC, were able to negotiate with four European countries for the placement of the refugees. Great Britain admitted 288; the Netherlands admitted 181, Belgium admitted 214, and France admitted 224 Jewish refugees. [6] The St. Louis unloaded her passengers to these countries between June 16 and June 20. Only those who arrived on British soil would find safety. [7]
Franz Blumenstein, who preceded his family and arranged their passage on the St. Louis, would have watched the ship carrying his wife Else, his three-year-old son Heinz, and his mother Regina turn around and sail back to Europe. They disembarked in the Netherlands and over the following years arranged for visas that would let them join Franz in an agricultural colony in the Dominican Republic. However, by 1940, the Nazis occupied the Netherlands and they could not procure the paperwork necessary to leave the country. Else missed Franz desperately and in 1941 wrote him:
It won’t be long and then we will, with G-d’s help, be re-united; that would be in any event the most beautiful present we could receive. There is some hope that the transport will depart and I am counting on it with all my heart. For two years, I have lived for the day when I will rejoin you, because you alone are my life. I have not lived in the time we have been separated; only our dear child helps me to survive.
Heinz and Else Blumenstein in Heijplaat Quarantine Center in Rotterdam, summer 1939, photograph accessed USHMM,
After deportations of Jews from the Netherlands began in 1942, Regina was arrested by police. She somehow managed to hide Heinz during the arrest. Else and Heinz fled and went into hiding for a time in northern Holland. Despite the efforts of Dutch resistance, Else was arrested and on September 24, 1943. She was transported to Auschwitz. Heinz remained hidden throughout the war and was able to eventually join his father in the United States. Else and Regina died in Auschwitz.
The Dingfelder family of Leopold, Johanna and their 15-year-old son Rudi (their other son previously emigrated to New York) also disembarked in the Netherlands. Like the Blumensteins, the Dingfelders were arrested and deported in 1942. Leopold and Johanna were sent to Auschwitz, while Rudi was sent to Westerbork transit camp. He was forced to labor in an aircraft factory in Holland for a time before he was sent to the Vught concentration camp. After being sent back to Westerbork, he was taken to Auschwitz where he labored in the Siemens-Schuckert factory.
When the Soviets advanced in 1945, the Nazis evacuated Auschwitz. Rudi marched for two-weeks to Buchenwald and sent to another factory outside Berlin. As the Soviets closed in, the SS forced him to join a “death march.” He and four others attempted an escape near Schwerin. Most were shot. Rudi was soon rescued by Allied troops and eventually emigrated to the United States. Leopold and Johanna died at Auschwitz.
Siegfried Seligmann, his wife Alma, and their daughters Else and Ursala disembarked in Belgium and settled in Brussells. When the Nazis invaded in May 1940, Belgian police arrested Siegfried. He was sent to France and imprisoned at Les Milles, a factory converted to an internment camp. Alma and Ursala traveled to France, hoping to find him. They were arrested in Paris and taken to a different internment camp. Somehow, separately, the entire family managed to obtain the visas necessary to leave France. They settled in the United States.
Julius Hermanns, who had to leave his family behind when he boarded the St. Louis to flee Dachau, disembarked in France. He contacted his wife Grete and his teenage daughter Hilde to join him. After France declared war on Germany, Julius was arrested and taken to Saint-Cyprien, an internment camp on the French-Spanish border. Here he joined 50 other passengers of the St. Louis. Julius wrote to organizations and relatives begging for help:
We have written hundreds of letters to all possible places . . . In any event, war wins in every court against defenseless refugees. Everything else is lost irrecoverably.
Hilde Hermann (left), 1930, USHMM.
Grete, Hilde, and several of their relatives were deported to the Riga ghetto December 11, 1941. After several transfers, Julius was sent to Auschwitz in August 1942.
Julius died at Auschwitz while Grete and Hilde likely died at Riga.
Mother of Exiles
Of the 620 St. Louis passengers returned to the European continent, “532 were trapped when Germany conquered Western Europe,” according to the USHMM. Of these Jewish refugees who were in sight of the palm trees of Havana and the lights of Miami, and who repeatedly radioed the United States for asylum, 254 died in the Holocaust.
As we continue to debate who is and who is not allowed through the Mother of Exile’s golden door, we should consider whether we can improve on her legacy.
[1]Recently, scholars Richard Breitman and Allan Lichtman have argued in their book FDR and the Jews that there was nothing that could be done for these refugees and that President Roosevelt, and the larger United States, do not deserve the condemnation that this incident drew. This position has been hotly contested and thoroughly dissected by Rafael Madoff in “Politicizing America’s Response to the Holocaust,” David S. Wyman Institute for Holocaust Studies, accessed http://new.wymaninstitute.org/2013/08/politicizing-americas-response-to-the-holocaust/
[2] The main source for secondary and contextual information for this post is “Voyage of the St. Louis,” United States Holocaust Memorial Museum, https://www.ushmm.org/wlc/en/article.php?ModuleId=10005267
[3] Gordon Thomas and Max Morgan Witts, Voyage of the Damned (New York, 1974); “U.S. Policy During the Holocaust: The Tragedy of S.S. St. Louis,” Jewish Virtual Library, http://www.jewishvirtuallibrary.org/the-tragedy-of-s-s-st-louis
[4] Information on the families of St. Louis Passengers accessed “The Voyage of the St. Louis,” Online Exhibition, United States Holocaust Memorial Museum, https://www.ushmm.org/exhibition/st-louis/story/
[5] Gordon Thomas and Max Morgan Witts, Voyage of the Damned (New York, 1974); “U.S. Policy During the Holocaust: The Tragedy of S.S. St. Louis,” Jewish Virtual Library, http://www.jewishvirtuallibrary.org/the-tragedy-of-s-s-st-louis
[6] Breiman and Lichtman argue that there was no way FDR’s administration could have admitted the passengers because the quota was full. Rafael Medoff, director of the David S. Wyman Institute for Holocaust Studies argues that the refugees could have been easily admitted to the U.S. Virgin Islands where the governor and legislature offered asylum. Medoff argues, “The administration was too quick to find technical reasons to keep Jews out; and Breitmann and Lichtman are too quick to find excuses for what they did. See Medoff’s book FDR and the Holocaust: A Breach of Faith. Breiman and Lichtman argue that the fact that these refugees founds temporary safety, frees the United States of any blame for their eventual fate. The USHMM study Refuge Denied shows that passengers were desperately seeking menial jobs in Chile to get out of being sent to these “safe” countries.
[7] One St. Louis passenger who arrived in Great Britain died in an air raid. The rest survived the war.
