Summer is upon us, and one of the staples of American summers is fast food. It’s always a blast to roll down the windows, crank up the tunes, and head on over to your favorite drive-thru. Now, we all know about the classics: McDonald’s, Burger King, Taco Bell, KFC. But there’s one fast-food giant, wildly popular from 1950s through the 70s, which almost beat them all. That was Indianapolis-based Burger Chef.
San Francisco Call and Post, October 29, 1910. Newspapers.com.
On a “fair, warmer” fall day in Philadelphia, a friendly competition on the city streets occurred. The test would determine whether a “40 horse power gasoline” car or a “runabout” electric car would perform better in the congested thoroughfares of the City of Brotherly Love. Behind the wheel of the gas-powered car sat “Tod” Middleton, described by newspapers as an “expert” driver, “thoroughly familiar with Philadelphia streets.” The electric vehicle’s driver was an “enthusiastic” booster of electric cars, who wanted to prove that they could take on tasks typically associated with gas-powered automobiles.
The rules of the competition were simple: each driver had to make twenty-five trips within Philadelphia’s shopping district, parking and shutting off their car each time they reached a destination. They would then restart their vehicle and travel to the next place on their itinerary. Some of the stops included “department stores, theaters, railroad stations” as well as “hair-dressers, and candy stores.” Whoever completed all their trips the fastest was the winner.
Curiously, this race didn’t happen last week or even last year, and the electric car wasn’t a Tesla or Rivian. It was a Studebaker, the South Bend-based company, and the year was 1908. And the driver of the electric car? Her name was Laure Duval, and she worked as a salesperson at the Studebaker Brothers Company of New York. She wanted to prove the durability, reliability, and efficiency of Studebaker’s electric vehicles. (Efficiency was especially important; since the gasoline car needed to be hand-cranked every time it was started, and the electric car didn’t, this key design component proved instrumental in the 10-minute lead the electric car achieved.) Her race with Tod Middleton received coverage by newspapers all over the country, from Kansas City to San Francisco.
Studebaker’s electric cars became a mainstay of the company during the early years of the 20th century, providing vehicles for personal use as well as transport. They were also marketed in a unique way. Studebaker focused on city businessmen, and especially society women, as the premier customers for electric cars, hence the 1908 Philadelphia car competition. While gas-powered cars became the company’s focus by 1912, Studebaker’s innovative designs and skillful presentation nevertheless made their electric cars more than a mere fad. They showed the country that electric cars could be made cost-effectively and provide customers with a reliable, affordable means of personal transportation.
By 1897, Studebaker was “building and experimenting with a ‘horseless vehicle’,” according to company minutes. The Centralia Enterprise and Tribunepublished an article in their July 10, 1897 issue on a meeting of “forty-five Studebaker service men of the New York Metropolitan area . . . for a clinical demonstration and discussion on modern techniques in automobile repairs.” Studebaker employees, from district managers to branch service representatives, actively discussed how the company would build a car for commercial sale.
The company got closer to their vision by 1901, with help from two of America’s most visionary inventors. The South Bend Tribune reported that none other than Thomas A. Edison, the man behind the lightbulb and the motion picture camera, designed the battery for one of Studebaker’s two prototype automobile designs. “Mr. Edison has promised the Studebakers that they will have one of the first batteries for vehicle purposes,” the Tribune elaborated. The other vehicle prototype was developed with the assistance of Hiram P. Maxim of Westinghouse, Edison’s bitter corporate rival (and Nikola Tesla’s financial backer) in the legendary “electric current wars” of the 1890s. In the end, Westinghouse came out the victor in the “mini” electric current war, producing a battery that would “run the [electric] wagon fifty miles with a fifteen hundred pound load and two men without charging,” according to the Fort Wayne Journal-Gazette in the fall of 1901.
Fort Wayne Journal-Gazette, November 18, 1901. Newspapers.com.
On November 16, 1901, Studebaker successfully tested its first electric automobile. The Marshall County Independent provided more detail on its specifications: “The vehicle carries under the middle of the bed an electric storage battery sufficient for a 50 mile run on good roads, and is geared for an average speed of 11 miles an hour.” The article also noted that Studebaker intended to test their electric car in the streets of Chicago, seven years before Laure Duval’s legendary test in Philadelphia.
Studebaker’s electric cars and trucks were quickly put into production and the company sold twenty by 1902. Studebaker executive Albert Russell Erskine, in his company history, wrote that “the first electric runabout was sold [on] February 12, 1902, to F. W. Blees of Macon, [Missouri].” Now part of this is true. F. W. Blees did, in fact, purchase a Studebaker electric runabout, but the date for his purchase is likely closer to October of 1902, according to a newspaper account in the Macon Times-Democrat. Colonel Blees, a onetime prospective candidate for Georgia Governor, ran a successful carriage business. He purchased the electric runabout while attending the Texas State Fair in Dallas, and according to the Houston Post, the state fair ran from September 27 to October 12, 1902. Blee’s purchase had to occur in this window of time and not in February, as Erskine recounted. Colonel Blees likely used his Studebaker electric car for at least ten years, driving it to “Studebaker Day” at the Georgia State Fair in 1912, as noted by the San Francisco Examiner.
With a Westinghouse motor, an Exide battery, and a body built by Studebaker, described by one advertisement as a “combination that speaks for itself,” the company’s electric runabouts sold for $975 in 1903 ($34,604.97 in 2024 dollars). While the price tag limited the car’s marketability to mostly middle- and upper-class Americans, Studebaker managed to sell them effectively. The company showed off its electric vehicle as a part of its 3,000 square foot exhibit at the 1904 St. Louis Fair, which the South Bend Tribune described as “one of the finest to be seen at the exposition. It is simple in construction, safe, easy to operate, and free from vibration and noise.” This exhibit proved successful, since the Washington Post reported in 1905 that, “the well-known Studebaker electric. . . is meeting with a steady sale, and there will be considerable number of them in evidence on the streets in Washington this season.”
Studebaker’s marketing went beyond public exhibits; it also developed flashy newspaper advertisements to attract customers from two urban demographics: city businessmen and society women. As a 1908 ad in the Rochester Democrat and Chronicle attested, “For the woman shopping, or for the business man [sic] to make hurried trips about town, it is the ideal and only vehicle.” As one prime example, John Mohler Studebaker, one of the original Studebaker brothers, can be seen in photographs driving the electric car. The Los Angeles Herald even printed a story about him escorting Wu Ting Fang, a government minister from China, in a Studebaker electric during the foreign leader’s trip to the United States. “Although the trip was a dizzy one,” the Herald wrote, “President Studebaker’s perfect control of the car seemed to inspire Minister Wu with confidence and enjoyed the very unusual trip.”
Urban professionals especially took to the Studebaker electric, enticed by ads displaying the ‘gentleman about town’ completing his social calls and articles attesting to its popularity with such men, as Chicago’s Inter Ocean reported. Dr. Jacob Frank, a physician who lived at 49 Pine Grove Avenue, “purchased a new Studebaker electric Victoria last week and uses it daily in calling on his patients,” the Inter Ocean wrote in 1908. Dr. Frank also provided a testimonial to the paper, saying, “I drove a gasoline car for the last two years . . . but for men of my profession it does not compare with the electric for city work. My new Victoria is no trouble whatever and I would not exchange it under any conditions for a gasoline car for around town work.” As a physician who made house calls, the easier starting process for the electric likely shortened time to get to patients and made trips from house to house a smoother experience, as it did for Laure Duval in her legendary race on the streets of Philadelphia.
Alameda Evening Times-Star and Daily Argus, September 28, 1910. Newspapers.com.
By 1907, the marketing to women, especially society women, become supercharged. The company ran ads proclaiming that “the woman whose social duties require the constant use of a carriage will appreciate that advantage of a Studebaker Electric.” That same year, a photograph in the San Francisco Chronicle showcased a Studebaker electric with none other than actress Trixie Friganza in the driver’s seat. A mainstay of stage and screen for decades, Friganza was also a suffragist and attended rallies in support of women’s rights. That Friganza was willing to be photographed driving a Studebaker electric car spoke to its popularity among successful women, something the company continually leaned into.
According to the city’s Press newspaper in 1910, “a notable number of ladies of Pittsburg’s elite have visited this [Studebaker] exhibition and their expressions of approval and delight are particularly gratifying to the company’s executives.” The Press elaborated on this theme with a society woman’s remarks. “There is an elegance of appearance in the Studebaker electric that easily distinguishes it from all other electric pleasure cars,” she said. Idahoan society women agreed. As the Boise-based Statesman noted, “Mrs. Scott Anderson set the pace with her new Studebaker electric and Mrs. O. P. Johnson has ordered a fine Studebaker electric coupe costing $2500. Mrs. Hall followed suit by ordering a Studebaker electric phaeton.” Additionally, owners could charge their cars at home and travel distances well over fifty miles away. All across the country, from Studebaker’s homebase in Indiana to the sunny coasts of California, the Studebaker electric’s brand became synonymous with simplicity, elegance, and cleanliness.
The brand cultivated a reputation for reliability and performance. Numerous newspaper articles documented many interesting experiments with Studebaker electric vehicles. For instance, traveling on rural routes was a concern with potential customers, as Studebaker often marketed its electric vehicles as city transportation. David Clem, a mail carrier in South Bend, tested a Studebaker electric on his rural mail route, with it performing quite well. As the South Bend Tribune reported on July 20, 1907, “the time generally consumed in making the round by Mr. Clem is eight hours, but the auto left the local office at seven in the morning and after completing the trip and delivering the mail, reached the office again at 10 o’clock, consuming only three hours.” Cutting five hours off a rural mail route was pretty impressive, which Mr. Clem likely appreciated. A series of tests in 1908 displayed a Model 22 Studebaker electric runabout expertly traveling from Kansas City, Missouri to Ottawa, Kansas, “in spite of the fact that the roads were very rough in places and a number of steep hills proved to be a severe test for some of the contestants,” the Philadelphia Inquirer wrote. Drivers also received a helping hand from local farmers, “who turned out in force with scrapers and spades and did their best to get the roads in good condition for the tests.”
Studebaker also manufactured electric trucks and delivery wagons, with prominent companies such as American Express and Gimbel Brothers using them consistently. The U.S. Census Bureau also purchased “a 1,500-pound Studebaker electric. . . for hauling mail, supplies, and publications,” according to a 1912 issue of San Francisco Examiner. The paper noted that “the machine has been in service practically a year and has given perfect satisfaction.” Likely the most newsworthy cargo a Studebaker electric truck ever carried was Tillie, an injured elephant from the Robinson Brothers’ circus, who was transported to a veterinarian in South Bend (the circus’s latest stop) by a truck converted into an ambulance. The Oshkosh, Wisconsin-based Northwestern published a striking photograph of Tillie, with a bandaged left front leg, standing aloft an electric truck with “Studebaker Bros. Mfg. Co.” on the side. From transporting letters and telegraphs to industrial machinery and even elephants, Studebaker electric trucks and wagons played a vital role in those early years of the twentieth century.
Furthermore, the history of automobiles indicated a significant shift towards gasoline-powered vehicles and “electric vehicles were pretty much irrelevant by the mid-1930s and would remain so for decades,” according to automotive historian Kevin A. Wilson. Significant technical challenges stalled the wider adoption of electrics, as many early vehicles were slower overall than gasoline-powered cars. “The relatively poor energy density of affordable batteries, however, kept electrics in the shade,” Wilson noted, and “advances in electric propulsion came slowly while limitations of speed and range came to look even greater in the world as it was remade by the gasoline automobile and consumers grew accustomed to long-distance highway travel at increasing velocities.”
Today, this has all changed. With the success of companies like Tesla, Rivian, and BYD, electric vehicles genuinely compete for both customers and road space, since they are just as fast, reliable, and elegant as any gas-powered vehicle. In a sense, the pioneering spirit of Studebaker and many other companies lives on in these new manifestations of electric cars.
For roughly a decade, Studebaker stood at the forefront of an electric vehicle revolution that provided affordable, durable, and reliable cars to the public. The company constantly sought to improve its vehicles through rigorous testing and innovative technological advancements, such as home charging and extended trip times. Studebaker also marketed their cars to a wide swath of consumers, from the city businessman to the society woman. And behind it all was a company based in South Bend, Indiana, that would go on to make gasoline-powered cars for decades until its dissolution in 1966.
One senses that John Mohler Studebaker, one of the original brothers who built the company from the ground up, would be pleased to see electric cars having a dramatic resurgence. Who knows? Maybe he would’ve been photographed driving a Cybertruck if he was around today. Now that would’ve been something for the newspapers.
Music: “Ambient, Adventure, Score Song” by Patrik Almkvisth, “The Descent ” by Kevin MacLeod, “Lurking” by Silent Partner, “Mean Streetz” by MK2, “Voyeur” by Jingle Punks, and “Far The Days Come” by Letter Box
It turns out that James P. Hornaday’s coverage of the Martinique and St. Vincent earthquakes was not the only big story in the Indianapolis News in the summer of 1902. A heavily-covered murder trial also graced the front pages during those months. William Fodrea, a young man with a penchant for engineering, stood accused of the murder of John Seay, an employee of the Noblesville Mining Company. Seay’s mysterious death and Fodrea’s equally mysterious alibi opened up a tale of unrequited love, obsession, and murder that captivated readers of both the News and the IndianapolisJournal. The resulting trial took many twists and turns before the jury’s surprising, unexpected decision. In the end, many walked away from the trial with more questions than answers and the details of that fateful night still remain obscured.
The murder of John Seay occurred on a cold, snowy night in 1901, just three days before Christmas. “About 1 o’clock yesterday morning,” the Indianapolis News reported, “while John E. Seay, in the employ of the Noblesville Milling Company, was resting on a stairway, a load of buckshot, fired by an assassin through a nearby window, entered his neck and head and he fell dead.” Within hours of the murder, attention turned to likely culprit William Fodrea, the twenty-five-year-old son of a former county prosecutor and aspiring engineer. Fodrea’s name rose to the top of officials’ list because he was reportedly obsessed with Seay’s girlfriend, nineteen-year-old Carrie Phillips. “Fodrea was infatuated with the girl and insanely jealous, and, it is said, made threats against Seay,” the News wrote. When Phillips rejected his advances, Fodrea increasingly fixated on her, “lingered” in her neighborhood, and was even “found hiding under the veranda” of her home. When she chose Seay instead, he was said to have lost all composure, resulting in the other suitor’s murder.
Fodrea, “perfectly calm and collected when arrested,” claimed total innocence. Even so, local authorities used a “‘sweat box’ examination,” but it “failed to compel the accused to implicate himself.” For context, a “sweat box” was an often-used torture device in US prisons that isolated the incarcerated in a small room with a tin roof. Due to a lack of ventilation, these small rooms greatly increased in temperature during the day and made prisoners “roast in the grueling heat, enough in some cases to cause death, or little better, madness.” It apparently did neither to Fodrea and he stayed locked up in the Hamilton Country jail while authorities began to sort out the crime.
From the initial investigations and throughout the trial, only circumstantial evidence linked Fodrea to the crime. Fodrea claimed to have never known Seay, and when asked to identify him in a photo, said that, “So far as that man is concerned, I never saw him before.” Despite his claims of innocence, other clues began to trickle in. The first piece of evidence found was a gun barrel, discovered by “school boys under a brush pile on the outskirts of the city.” As for testimonial evidence, Carrie Phillips and her mother both claimed that Fodrea’s obsession bubbled into a frenzy, with him finally declaring that “if he could not go with the young woman no one else could.” Phillip Karr, night manager of the Model Mill, said he saw Fodrea “loafing about the place late one night about a week before the shooting.” While these developments seemed damning on the surface, authorities noted that “these incidents will fall far short of being sufficient to convict him, if there are no new developments in the case.”
Ralph Kane, the lead prosecutor in the Fodrea murder trial. Indianapolis News, June 12 1902, Hoosier State Chronicles.
Ralph Kane, a veteran prosecutor, replaced J. Frank Beals after he withdrew from the case, citing his wife’s familial relationship to Fodrea. Judge William Neal began the process of establishing a grand jury to investigate the murder in more detail. The Hamilton County Council also convened, “acting on a petition signed by fifty business men,” to appropriate funds towards “a reward for the arrest and conviction of the assassin of John E. Seay.” One indication that the prosecution might have a case against Fodrea was that Seay did not appear to have any enemies in his former home of Richmond, Virginia. The grand jury first met on February 18, 1902. The Journal noted that, “Judge Neal, in his instructions to the jury, said no indictment could be returned against Fodrea unless there was a probability of guilt.” The case still hinged on circumstantial evidence. As such, Judge Neal further “instructed the jury to devote all of its time to the inquiry.”
The trial for the murder of John E. Seay began on June 9, 1902, at the Hamilton County Circuit Court. Billy Blodgett, a titan of turn-of-the-century investigative journalism, covered the proceedings for the Indianapolis News. The prosecution argued that William Fodrea shot Seay at close range while he was resting on a step. The alleged round from Fodrea’s shotgun “struck Seay in the neck and head, tearing a ghastly wound in his throat, and several of the grains of shot penetrating his brain.” Despite the cursory investigations indicated “no trace of the murderer,” a police officer had heard that Fodrea made threats against Seay. Fodrea, maintaining his innocence, “said he had gone downtown between 7 and 8 o’clock that evening, and visited different places, returning home about 10 o’clock. Being unable to sleep, he went back down-town an hour later, and for some time sat on the steps on the north and west sides of the court house.” He returned home around 2am. Due to the immense cold that wracked Noblesville that December night, the police were not sold on Fodrea’s story, especially his lounging on the courthouse steps. He was arrested soon thereafter.
The prosecution hung the success of their case on the testimony of Carrie Phillips. They again remarked of his odd behavior directed towards Miss Phillips—the passing her by home every day, hiding under her veranda, and his intense jealousy of Seay’s apparent courtship of Phillips. Her mother recalled that Fodrea called on the young woman shortly before the murder, asking for her whereabouts and the full name of her new suitor. Fodrea “said he would get even before long,” according to the State. These circumstantial accounts, while wholly based on the imperfect testimony of other people, painted a grim picture of the young man. The murder also highlighted a growing problem within Hamilton County. As Blodgett wrote in his first article for the News, “The killing of Seay was the third crime committed in Hamilton County within a short time, and consequently there was great indignation, not only at the murder, but because of what is termed ‘the epidemic of crime’.” The first day also focused on the selection of a jury, of which only two of twelve men would be over forty. This measure was taken to accommodate Fodrea, who was only 25 at the time and to ensure a fair trial. Leota Fodrea, William’s sister and a “prominent schoolteacher of the county,” showed “her devotion to her brother by her consistent presence by his side.”
The next day, the prosecution laid out its case in greater detail. Ralph Kane, lead prosecutor for the State, reiterated the problematic behavior of Fodrea and his supposed threats to Seay and Carrie Phillips. He argued that witnesses claimed to have seen Fodrea “lurking around the mill late at night and was seen standing at another time on the spot at the mill where the murderer stood” as well as “peering into the mill when Seay was there.” He also “caused a sensation when he declared that the State will show that the night of the murder, William Fodrea was seen within two squares of the mill with a shotgun in his hand.” These conclusions were based on the testimony of twenty-five witnesses, one of which was Frank Bond, a co-worker with Seay at the mill. He discovered the body as well as “12-gauge shotgun wads near it.” Bond then called Dr. Fred A. Tucker, another witness, who examined the body and concluded that Seay died instantly. Head miller Daniel H. McDougall also testified against Fodrea and claimed that he had applied for a job at the mill multiple times and even visited the grounds on three separate occasions.
The second day also provided the jury with details about the lives of both Fodrea and Seay. Fodrea, in his mid-twenties, called Hamilton County his home for most of his life. As the News wrote, “he has always been modest and unassuming and did not have a large circle of friends.” His life had taken for the worse after his laundry business went belly up as a result of a bad business partner, which prompted the young man to say, “It seems as if everyone that has anything to do with me beats me.” Seay, much like his accused assailant, lived a quiet life and kept to himself, likely the result of a speech impediment. He had very few close friends and lived modestly, dying with only a few hundred dollars to his name. What linked these two seemingly innocuous men was their relationship to Carrie Phillips.
Linnaeus S. Baldwin, the lead defense attorney. Indianapolis News, June 11, 1902, Hoosier State Chronicles.
Fodrea’s mother and father corroborated that their son was at home during the times he described and spoke of his good character. In particular, his mother noted that he was “very fond of machinery and wanted a job at the mill,” which paints his intentions with the mill in a different light. Additionally, the court came to a near stand-still when Fodrea’s sister took the stand. “She told of the dolls he made her,” Billy Blodgett’s wrote in the News, “the mechanical toys he constructed and the engines he built. Everyone in the room realized that the delicate sister was pleading for her brother, and it had effect at the time.” In all, the defense produced nearly 20 character witnesses for Fodrea, who all spoke positively of him and doubted the claims of the prosecution.
Even though many people testified to the goodness of Fodrea’s character, the testimonies of Carrie Phillips and Myrtle Levi described a completely different man. “Miss Phillips said she had known Fodrea for four years, and that during that time she had frequently told Fodrea that she did not want him to come to see her any more, but that he persisted in making calls at different times,” wrote the Journal. Phillips’s mother corroborated her daughter’s impressions of Fodrea and further noted that he threatened her and Seay. The defense pounced on this, arguing that “the State could not prove that Phillips went with other company, unless it also proved that Fodrea knew of it and talked about it.” The court agreed, the testimony was challenged, and Phillips was asked “not to say when she began going with Seay.” Regardless, her testimony displayed a man obsessed and incapable of thinking clearly about his relationships. Conversely, Myrtle Levi’s testimony proved more compelling, because she was the only one who directly connected Fodrea to the crime. As written in the News, “She testified that she knew Fodrea, and that on the night of the murder he and a companion came to her house and tried to enter.” He was accused of holding a shotgun, which two other witnesses claimed they saw on his person when he appeared at Levi’s residence. The defendant, asked by his lawyers not to take the stand to defend himself, calmly watched the proceedings as they developed.
On June 16, 1902, after six days of deliberation, the jury shockingly acquitted William Fodrea of all charges; a unanimous verdict was reached on the fourth ballot. The Journal described the atmosphere of the courtroom:
When the verdict, “We, the jury, find the defendant not guilty,” was read there was a sigh of relief from the crowd. Fodrea was as calm and undisturbed as any person in the room. His mother was the first to clasp his hand. Quietly he took the hand of each juror and thanked him while a smile played over his face. His relatives and friends then engaged in a love feast that lasted some time. His devoted sister Leota was not present when the verdict was returned, but after met and embraced him and escorted him to the home from which he had been absent for six months.
Some last-minute developments likely changed the direction of the jury. Thomas Levi, Myrtle Levi’s father, told the court that she did not originally identify Fodrea as one of the men who visited her home. While this important detail likely persuaded the jury, Levi’s personal life may have influenced them as well. As Hamilton County Historian David Heighway pointed out, Levi was a well-known prostitute in the community whose lifestyle might have weighed heavily on their verdict. Heighway’s evidence about her lifestyle comes from the Hamilton County Ledger.
This explanation seems incomplete, in some respects. First, the changing nature of her testimony could have had a stronger impact on the jury’s decision. Second, some of the jury may not have taken her lifestyle into consideration or may have not even known about it. Third, her profession should not have had any bearing on whether her testimony was true or not. The last of these hypotheses is sadly anachronistic; at the turn of the century, Victorian values were still in full swing and it is less than likely that the jury, if they had known about Levi, would have ignored it. Biases are an inherent part of everyone’s experiences, so the jury may have been biased against her from the start. Heighway’s explanation only answers part of this puzzle.
Alongside the knowledge of Levi’s lifestyle and changing testimony, it should be noted that Fodrea was accused of stalking, intimidation, threats, and eventually murder. It is not absurd to suggest that he could have killed Seay as a tragic conclusion to a failed courtship. Yet, as his defense pointed out, Fodrea was only connected to this crime via the woman his alleged victim was interested in. A full murder weapon was never found, eyewitnesses only described a gentleman in an overcoat at the mill, and the only witness who directly connected him to the crime had changed her story before it came to trial. There was enough doubt to acquit Fodrea, but the newspaper accounts of the trial acknowledge that Fodrea’s acquittal came from a weak prosecution, not a strong defense.
Prototype of the “Beetle Flyer,” an automobile built by the Fodrea-Malott Manufacturing Company, Hamilton East Public Library.
William Fodrea eventually picked up the pieces of his life, but in the most surprising way imaginable. Between 1908 and 1909, he co-founded the Fodrea-Malott Manufacturing Company, where he used his improved transmission design to build a better type of automobile. They developed only one vehicle during their lifetime, the “Beetle Flyer,” which was built by a staff of 8 (including Fodrea). When his partner, Charles Malott, suffered an auto accident in 1909 that destroyed much-needed supplies, the company folded. Malott moved to California and Fodrea moved to Arkansas, “to work on mechanical devices.” To this day, Fodrea-Malott remains the only known automobile company from Hamilton County. Fodrea died around 1945, according to Social Security and Census records.
The death of John Seay and the murder trial of William Fodrea captivated the citizens of Hamilton County and both of Indianapolis’s major newspapers. It displayed all the classic elements of a pulp-crime novel: unrequited love, intrigue, obsession, and murder, hence its extensive coverage by the News and the Journal. Fodrea’s acquittal put to rest, at least for the newspapers, whether or not he actually committed the horrendous deed, but his subsequent move to Arkansas suggests that it continued to haunt him. We may never know what exactly happened on that brisk, December night, but its effects left a deep influence on the community for years after.
For all of human history, natural disasters have plagued the citizens of villages, towns, and nations. One such incident, the volcanic eruptions on Martinique and St. Vincent in 1902, displayed the immense destruction left in the wake of such a tragedy. As one of the few journalists allowed back to the islands after the eruptions, James P. Hornaday, Washington correspondent for the Indianapolis News, witnessed the devastation first-hand and wrote detailed articles about his experiences. In doing so, Hornaday chronicled one of the world’s most violent natural disasters and provided future scholars with a thorough rough draft of what came after.
The islands of Martinique and St. Vincent served as colonial outposts in the Caribbean; the former belonged to the French and the latter belonged to the English. In particular, the Indianapolis News described Martinique as “one of the West Indies, belonging to the chain of the Lesser Antilles. . . . thirty-three miles south of Dominica and twenty-two north of St. Lucia.” St. Vincent, the largest of a chain of islands collectively known as the Grenadines, sits within miles of Martinique. Both islands contained valuable natural resources, agriculture, and industry, especially sugar. Being the creations of tectonic shifts and volcanic activity, Martinique and St. Vincent always faced the potential threat of violent eruptions. However, nearly no one in 1902 expected what carnage awaited them.
On May 8, 1902, after a few days of growing volcanic pressure, Mount Pelée spewed forth ash, rocks, and steam that completely covered the city of St. Pierre, Martinique’s population center. The News reported that St. Pierre was “totally destroyed by earthquakes and volcanic disturbances” and that “almost all the inhabitants—more than 25,000—are said to have been killed.” This left the thousands who survived “without food or shelter.” Across the way, St. Vincent’s Soufrière volcano also gained momentum, with “a big cloud of steam” lingering over the island and startling its inhabitants. The trouble for both of these islands was only beginning.
The eruption of Mont Pelée, Complete Story of the Martinique and St. Vincent Horrors, Internet Archive.
Within days, the news of Martinique’s destruction reached the ears of two prominent Indiana legislators, U.S. Senators Albert J. Beveridge and Charles W. Fairbanks. They started crafting legislation that would send relief supplies to the island, originally calling for an appropriation of $100,000. Upping the ante, President Theodore Roosevelt asked for $500,000 from Congress. They eventually settled on a compromise of $200,000 (over $5.6 million in 2016 dollars) after further negotiations in the appropriations committee led by Indiana Congressman James A. Hemenway. The president also offered his condolences to the French president, Emile Loubet. “I pray your excellency,” President Roosevelt wrote, “to accept the profound sympathy of the American people in the appalling calamity which has come upon the people of Martinique.” Additionally, his message to Congress stressed the importance of a swift relief effort. “I have directed the departments of the Treasury, of the War and of the Navy to take such measures for the relief of those stricken people as lies within the executive discretion,” he declared.
By May 12, the death toll on Martinique grew to 30,000 and the island was engulfed in “almost total darkness.” Among the living, some 50,000 people were without homes, ample food, and supplies. Nearby islands began taking in refugees, but that also came with difficulties. As one Guadeloupe civil servant said, “I do not believe Gaudeloupe [sic] can adequately relieve the stupendous distress.” The next day, the News reported that 1,600 people perished in the eruptions on St. Vincent. James Taylor, an officer on the Quebec shipping liner Roraima, shared his encounter with Mount Pelée:
Suddenly I heard a tremendous explosion. Ashes began to fall thicker upon the deck, and I could see a black cloud sweeping down upon us. I dived below, and, dragging with me Samuel Thomas, a gangway man and fellow-countryman, sprang into a room, shutting the door to keep out the heat that was already unbearable.
The eruption of Mount Pelée, May 8, 1902, The Volcano’s Deadly Work, Internet Archive.
He also shared, in painful detail, the aftermath of the destruction:
All about were lying the dead and the dying. Little children were moaning for water. I did what I could for them. I obtained water, but when it was held to their swollen lips they were unable to swallow, because of the ashes which clogged their throats.
The Reverend William A. Maher, an Indianapolis native who frequently visited Martinique, also expressed his thoughts on the tragedy that fell upon the island. “The horror of this destruction in Martinique is appalling to me,” Maher noted, “It may be that it comes to me more strongly for the reason that some of the persons I have known may have been among the victims.”
Bodies of victims among the wreckage on Martinique, The Volcano’s Deadly Work, Internet Archive.
As soon as the ink was dry on the appropriations, relief ships sailed for Martinique. One such ship was the Dixie, which left from New York City on May 14, 1902. It carried thousands of pounds of food, clothing, shelter materials, and medicines. The stores were desperately needed; nearly 100,000 inhabitants of Martinique were without a steady source of food and supplies. The crew included three army surgeons, thirteen army officers, and 14 civilians, among which were geologists, explorers, volcanologists, and a small handful of press. Among the select journalists included in the crew was Indianapolis’s James P. Hornaday, Washington correspondent for the News. His inclusion came after Senator Beveridge, Senator Fairbanks, and Congressman James Eli Watson sent an appeal to the ship’s captain, Robert Mallory Berry, who allowed Hornaday to join the crew.
Over the next month, Hornaday wrote about his experiences aboard the Dixie and on the islands of Martinique and St. Vincent. The News ran these stories as front page features for over a week. The first article appeared on June 5, 1902, under the title, “With the Relief Boat Dixie: First Story of Uncle Sam’s Work.” Hornaday described his time on the relief vessel, learning from the eminent scientists and military personnel as well as his first glimpses of the Mount Pelée and the island. “In a little while the clouds that surrounded and obscured the volcano on the island shifted, and the crater came into full view,” wrote the newsman, “The island, containing only five square miles, looked like a great heap of volcanic debris piled up—as it really is.”
As he went ashore, Hornaday saw some of the refugees for the first time:
Thousands of refugees, with faces almost expressionless, crowded the sea line in the town of Fort-de-France. Many of them implored the strangers to take them away. To stay, they said, meant certain death.
Two small steamboats, plying the Caribbean waters, were being loaded with such refugees as could raise money enough to get away. Families carried on their heads all their earthly possessions and dumped them into these boats
As for those who stayed on Martinique, he noted their reluctance to use electricity, which resulted in the city of Fort-de-France switching from “electric lights to candles.” “The sensibilities of the natives,” wrote Hornaday, “seemed to be so paralyzed that grief could not manifest itself.”
The front page of Les Colonies, Martinique’s newspaper before the disaster, Century Magazine, Google Books.
In his next article, Hornaday pieced together a rough outline of the events that resulted in the destruction of St. Pierre. Les Colonies, Martinique’s premier newspaper, served as a guide for some of his conclusions. One of the first indications of volcanic activity was reported on April 25, a full 12 days before the eruption. A “picnic guide” named Julian Romain saw what he described as “a boiling mass of what be called ‘bituminous stuff’” around the volcano. “In the cauldron of the crater I saw a boiling, black mixture of bituminous stuff, it rose up, popped, and allowed jets of steam to escape,” Romain said of his encounter with Mount Pelée. Showers of ashes emerged from the sky by May 1, which “did not reach St. Pierre, but guides returning to the summit reported that the ground was well covered high up on the side of the mountain.” May 5 brought on more steam, ash, and eventually boiling water that “formed a good river, and rushed down the mountain side.” The watery onslaught “engulfed several large sugar-cane mills and killed many persons—how many will never be known, for no record had been made up before the great disaster came.”
Two days later, a government commission published a report arguing that “Mont Pelée [sic] offers no more danger to the people of St. Pierre than Vesuvius offer to those of Naples.” The editor and publisher of Les Colonies sided with the government in an attempt to calm the island. “Since the day Jules Romain looked over into the boiling cauldron no one knows what has happened on Pelée,” the editor opined, “We only know we have been getting ashes. What has to-morrow in store for us?” As Hornaday solemnly noted, “the next morning the man who penned those lines was smothered by the escaping gas and buried beneath the ruins of his little printing office.”
Hornaday surveyed the ruins of St. Pierre on May 22, with his reporting appearing in the News on June 7. “In a land area ten miles wide and twelve miles long every living thing was destroyed. . . . the dead were buried by the same force that destroyed the life,” he reported. As he walked around, he would eventually see Pelée and the outline of the former city. Here are some of his details:
Pelée, rising to the northeast of the city, was cloaked in gray ashes from base to summit. Here and there up the side of the mountain could be seen jets of steam issuing forth. The whole scene was one of desolation. Not a sprig of green came within the range of sight. As we drew a little nearer the beach off St. Pierre the details of the ruins stood out before us.
As for those “details,” Hornaday wrote of city buildings ravaged like “children’s blocks tumbled over” and ashes that “buried the dead to a considerable depth.” The island’s governor was reported lost in the wreckage and no attempt was made to recover his body “which, from the general appearance of the place, was buried in ten feet of debris from the building and the ashes from the volcano.” Hornaday stared death in the eyes and he and his crew left the island “happy…to put the picture behind us.”
“Destruction of St. Pierre’s Inhabitants”, Complete Story of the Martinique and St. Vincent Horrors, Internet Archive.
From there, the coverage shifted from the destruction to the relief efforts. Hornaday’s article from June 9 outlined the efforts of relief workers and the response from the natives. “A whole dozen steamers had emptied their cargoes on the island within ten days after the disaster” when the Dixie and its crew arrived to deliver its supplies. During Pelée’s active eruption on May 8, a vast majority of citizens scrambled towards the north end of the island towards the city of St. Pierre. As Hornaday discovered, “practically every life in the north half of the island had been sacrificed.” Despite the seemingly good intentions of those offering help, the thousands who survived apparently saw the relief efforts in a different light. “The population, almost entirely colored, showed no appreciation of the donation of food and clothing by the United States,” Hornaday opined. By contrast, “the government and city officials, of course, did appreciate the act.”
“Members of the First Relief Party Who Visited St. Pierre After its Destruction,” Complete Story of the Martinique and St. Vincent Horrors, Internet Archive.
Now, it is safe to assume that a statement such as this could be seen as prejudiced, as he singled out the natives of color from the government. In that light, Hornaday’s view on the situation is rather myopic. The people who survived had just gone through the worst disaster of their lives, one the government promised just days before would not happen. Perhaps the natives did not feel like trusting the outsiders and the governments who support them as a result. The island also suffered through an additional eruption on May 20 that reached parts of Fort-de-France, although no one died. Additionally, Hornaday reported that many of the natives felt “numb” from the entire experience, so it’s reasonable to suggest that while Martinique’s government appreciated the good intentions of relief effort, the natives had good reasons to be weary of the whole thing.
The attitude of St. Vincent could not have been more different. As Hornaday pointed out in his article from June 10, “the cruiser [Dixie] was received by the governor and the officers of the British cruisers as a friend in need, and arrangements were made at once to receive the stores.” While many died on Martinique, St. Vincent had far more injured survivors and thousands “made penniless and homeless.” While St. Vincent’s government appeared just as grateful as Martinique’s, the natives also appreciated the American relief efforts. “Everywhere one heard expressions of good will toward America for having so promptly come to the relief of the stricken people,” Hornaday highlighted. Again, this is one reporter’s view of the situation, but it is worth noting that the British island (St. Vincent) received the Americans more favorably than the French Island (Martinique). As political scientist Sidney Milkis noted, the Roosevelt administration’s relations with France did not strengthen until the second term.
After four intense days of investigation, James P. Hornaday left the island of St. Vincent on May 25, 1902 aboard the Madiana, while the Dixie stayed behind and unloaded the relief supplies. The Madiana also carried “as many wealthy refugees as she can carry,” which were described by Hornaday as “well-to-do whites.” He further noted that “the opinion was expressed by the refugees brought away that within a year many of the islands would be entirely left to the negroes.” As with his many pontifications, Hornaday comes off as wildly obtuse, if not prejudiced. Regardless, this passage is telling for one clear reason. Martinique and St. Vincent were colonial outposts, which gave their respective French and British transplants easy access off the island while the natives were left to fend for themselves. It is a case study, among many others, that documents the problematic practices of colonialism and imperialism at the turn of the century. While many non-natives perished, like the US consulate and his family, they had the easiest access to food, shelter, medical treatment, and transportation. The natives were not so lucky.
In his final article, dated June 14, 1902, Hornaday makes some tentative conclusions about the entire ordeal. He praised the “promptness with which the United States came to the relief of the needy in Martinique and St. Vincent” and that the “act touched the people of the colonies and they will not soon forget it.” That is, except those who were uneasy about American aid; this is Hornaday slightly reversing his previous conclusions, unless he is talking solely about the islands’ governments. He also praised the work of the scientific community whose initial investigations concluded “that there was ample warning from both Pelée and Soufrière” and “it is nearly always possible to foretell an eruption in time to save life.” Finally, he honored those who died in the destruction, especially American service members:
If the names of the officers and the sailors of the ships who went down could be ascertained and their families sought out wherever they may be there would be undoubtedly be an opportunity to spend wisely the relief fund which the United States holds a reserve. And since the names of most of the ships are known, it ought not to be a task beyond performance.
Once all of his articles were released, the Indianapolis Newspublished Hornaday’s work in a pamphlet, known as the Martinique Letters, on June 19, 1902. It sold for 10 cents a copy and hailed as “a connected and comprehensive account for the great volcanic disasters.”
James Hornaday’s Martinique Letters, Indiana State Library Pamphlet Collection.
Sadly, Martinique suffered another volcanic upset on August 30, 1902, killing several hundred people near the towns of Carbet and Morne Rouge. One of the fatalities was Father Père Marie, who aided the scientific teams and journalists during the initial destruction on Martinique. Hornaday wrote an obituary for Mare that appeared in the News. “If the cable report be true,” he wrote, “his parishioners have perished.” Hornaday praised the priest for his kind assistance on the island during his investigations the previous May.
Martinique and St. Vincent eventually recovered from the tragedies of 1902 and the latter became an independent nation in 1979. Martinique is still a part of France but is no longer a colony; it became an “overseas department” in 1946 that grants its citizens full rights under the French government. Fort-de-France, the major city that survived the eruptions, became the capital. Their towns, villages, and economies all bounced back and both have become viable producers of sugar as well as prime tourist destinations. They have faced volcanic activity since their 1902 disasters but have always found a way to endure.
As for James Hornaday, he worked as the White House Correspondent for the Indianapolis News for another 33 years and became the Dean of White House Correspondents. He died on December 24, 1935 at his desk in Washington, writing up new stories about President Franklin Roosevelt’s New Deal programs. The president released an official statement the next day:
I share with his legion of friends the grief which the passing of James P. Hornaday has brought to all of us at this Christmas time. Dean of White House Correspondents, he had through long years faithfully chronicled national events, not less admired for his talents as a newspaperman than he was beloved because of the beauty and strength of his personal character. There was, there is, among Washington newspapermen no gentler, truer soul than Jim Hornaday. We shall long remember him, and miss him, and mourn him, and be thankful that we were permitted to know him and love him.
The obituary in the Indianapolis Star also lauded the legendary newsman. Reporter Gavin Payne wrote, “I have never known a man who, in my opinion, outranked him in the sterling qualities of manhood. . . . few men have attained a higher reputation in Washington correspondence.” The article also noted his love for Indiana, saying, “He a was a true Hoosier, and though living in Washington for much more than a quarter of a century, never lost his attachment for the folks back home.”
James P. Hornaday’s articles about Martinique and St. Vincent stand among some of the Indianapolis News’ finest reporting from the period. It was also rather unique; a veteran Hoosier reporter traveled across a continent to vividly chronicle the destruction of some of the Caribbean’s most treasured islands. He helped readers then and now understand the immense geographic, political, economic, and personal struggles these islands faced in the wake of such a disaster. While some of his conclusions about the natives are out of touch with our modern sensibilities, which should be acknowledged, he nonetheless created a portrait of the event that resonates even today. He shows us what journalists will often go through to get their story, even when the world is on fire.
The Tower of Pelée, a short lived volcanic cliff, in the fall of 1902. The Tower of Pelée, Internet Archive.
Content Note: This video reproduces a panel of art depicting the Ku Klux Klan. It appears at 10:55 in the video and continues to 11:55. Viewer discretion is advised.
Thomas Hart Benton, one of America’s premier artists during the twentieth century, painted series of murals about Indiana for the 1933 Chicago World’s Fair. A controversial collection of artworks, the Indiana Murals engaged viewers in a dialogue about Indiana’s complex history—a dialogue that continues to this day. The murals stayed in storage of the Indiana State Fairgrounds until someone believed they deserved a new home. That someone was Herman B Wells, the newly elected president of Indiana University.
Music: “Fresno Alley” by Josh Lippi & The Overtimers, “Lazy Boy Blues” by Unicorn Heads, “Progressive Moments” by Ugonna Onyekwe, “Creeping Spiders” by Nat Keefe & BeatMower, and “Plenty Step” by Freedom Trail Studio
The Reno Gang, often credited with the “first train robbery in America,” were a gang of outlaws that roamed the Indiana and Missouri countryside in the 1860s, stealing loot from banks and county treasuries.
While their crimes became legendary, the community’s response proved equally legendary. Local sheriffs, Allan Pinkerton’s men, Canadian detectives, and the Jackson County Vigilance Committee all strove to exact justice on the Renos and their accomplices.
In this video, we will uncover the trail of destruction left behind, not only by the Reno Gang, but by those who punished them.
“America’s Best Humorist,” Mark Twain. Lithograph by Joseph F. Keppler, 1885. Library of Congress.
From James Whitcomb Riley to Kurt Vonnegut, Indiana is well-known for its literary heritage. This heritage developed, in-part, through personal appearances, where authors read from their works and shared new material with audiences. Of the lecturers, one of the most successful during the Gilded Age was Mark Twain. Born in Missouri as Samuel L. Clemens, Mark Twain became one of the late-19th century’s most popular and acclaimed authors. Alongside his successful career as a novelist and cultural critic, Twain crisscrossed the country, regaling packed theaters with stories, readings from new written material, and plain-old good jokes.
Map highlighting Mark Twain’s lectures in the Midwest. Mark Twain Project.
One of his first visits to Indiana as a lecturer was January 4, 1869, when he performed a reading of “The American Vandal Abroad.” As reported by the Indianapolis Daily Sentinel:
We caution our readers not to forget the treat prepared for them this evening by the Library Association. Mark Twain, one of the real humorists of the day, will deliver his lecture entitled “The American Vandal Abroad,” and his merits entitle him to a large audience. The lecture will be delivered at Metropolitan Hall, and reserved seats may be secured without extra charge at Bonham’s Music Store.
While the exact content of his performance from that night was not reported, he had repeatedly given the lecture through 1868-69, and a compiled version was published by literature scholar Paul Fatout, in his book, Mark Twain Speaking. In this lecture, Twain referred to the “American Vandal” as someone who “goes everywhere and is always at home everywhere . . . His is proud and looks proud. His countenance is beaming. He does not fail to let the public know that he is an American.” Twain’s lecture, like his broader work, represents an American voice that spoke to the Midwest, especially places like Indiana.
In 1872, Twain returned to Indiana and gave a lecture sharing snippets from his then-upcoming work, Roughing It. According to the Indianapolis News, Mark Twain gave his lecture at the Y.M.C.A. Association hall on January 1, 1872, at a cost of 50 cents at the door, 75 cents for reserved seats (what a bargain!). As the News reported:
Mark Twain, the noted humorist and author, lectures here to-night [sic] on “Passages from Roughing It.” Mr. Twain has a national reputation and should appear before a hall of people; besides the Y. M. C. A., under whose auspices he lectures, are in absolute want through lack of means. Let Association Hall be crowded to-night [sic].
This lecture was a marked departure from “Vandal,” both in style and in subject. Twain shared with audiences his experiences out west, from camping in the outskirts of Carson City, Nevada to riding colt horses and getting in duels.
Twain’s stories were printed in newspapers during his time in Indiana in 1872 as well. For example, the Terre Haute Evening Mail published an article entitled “Mark Twain on His Travels.” Among the witty stories than were shared by the Mail, this one is golden:
When we got to Rochester I called for a bowl of bean soup. I send you the receipt for making it: “Take a lot of water, wash it well, boil it until it is brown on both sides; then very carefully pour one bean into it and let it simmer. When the bean begins to get restless sweeten with salt, then put it in air-tight cans, hitch each can to a brick, and chuck them overboard, and the soup is done.”
The above receipt originated with a man in Iowa, who gets up suppers on odd occasions for Odd Fellows. He has a receipt for oyster soup of the same kind, only using twice as much water to the oyster and leaving out the salt.
However, not everyone was taken with Twain’s sardonic lectures. The Indianapolis People wrote that “It is the decided opinion of all we heard speak of Mark Twain’s lecture that it read better than it was spoken.”
When Twain returned to Indiana in 1885, he came with a traveling lecture partner. George W. Cable, novelist of the southern-creole experience and an influence on William Faulkner, shared selections from his novels while Twain shared early pages from Huckleberry Finn as well as stories like “The Golden Arm.” Twain and Cable couldn’t have been more different. Twain was described by the Indianapolis Sentinel as “awkward and lanky” whereas Cable was more reserved. As Fatout observed, Twain often bristled as Cable’s religiosity and rigorous commitment to formality while Cable scoffed at Twain’s unorthodox and scattered disposition. To get a sense of their differences, review this blurb from the Indianapolis News: “Mr. Cable eats chocolate ice cream at midnight, after his readings, and still lives. His yoke-fellow, Mark Twain, hurls his bootjack at St. John, and uncorks a bottle or so of pale ale.”
Nevertheless, their joint appearance at Plymouth Church in Indianapolis, Indiana on January 7, 1885 was greatly lauded. The Indianapolis Sentinelreported that their performances was “the best of the season” and the Indianapolis News wrote that it was “one of the finest audiences that could be gathered.” The Greencastle Timeseven reported that efforts were underway to bring the two over to Greencastle to perform (alas, it was not to be).
That evening, Twain shared with the audience his short story, “Dick Baker’s Cat,” a short tale about a special cat who had a propensity for mining. Here’s a short snippet from the story:
‘Gentlemen, I used to have a cat here, by the name of Tom Quartz, which you’d ‘a’ took an interest in, I reckon—, most anybody would. I had him here eight year—and he was the remarkablest cat I ever see. He was a large grey one of the Tom specie, an’ he had more hard, natchral sense than any man in this camp—’n’ a power of dignity—he wouldn’t let the Gov’ner of Californy be familiar with him. He never ketched a rat in his life—’peared to be above it. He never cared for nothing but mining. He knowed more about mining, that cat did, than any man I ever, ever see. You couldn’t tell him noth’n’ ’bout placer-diggin’s—’n’ as for pocketmining, why he was just born for it.’
The rest of story involves a hilarious scenario where the mining-savvy cat gets stuck in a quartz shaft, which explodes, and he flies out of there all covered in soot and his whiskers burned off. It was exactly the kind of zany, improbable yarn that Twain was so gifted at and the audience at Plymouth Church agreed.
Twain’s and Cable’s appearance would be the last time they would appear together in Indiana and Twain’s last lecture in the state. Over the next 20 years, Twain continued to travel the county and the world, going so far as India and New Zealand, to share his lectures and stories. His last known lecture, according to the Mark Twain Project, was a reading for Mary Allen Hulbert Peck on the Island of Bermuda on March 27, 1908. Mark Twain died on April 24, 1910 at the age of 74 from heart failure, at his home near Redding, Connecticut. An obituary in the Plymouth Tribunecomplimented Twain’s success as a novelist, humorist, and lecturer. It also cited the loss of much of his family, particularly his daughter, and friends as one of the main reasons for his passing.
Reflecting on what was referred to as the “American style” of humor, Mark Twain shared his thoughts to a reporter from the Detroit Post, later reprinted in the Terre Haute Express:
“Is the American taste for humor still growing, in your opinion?”
“Yes, I think so. Humor is always popular, and especially so with Americans. It is born in every American, and he can’t help liking it.”
“Is it true that the American style of humor is becoming very popular in England?”
“Yes, the liking of American humor over there has become immense. It wakens [sic] the people to new life, and is supplanting the dry wit which formerly passes for humor. American humor wins its own way, and does not need to be cultivated. The English come to like it naturally”
In his lectures in Indiana and elsewhere, Twain exhibited the type of natural humor “born in every American” that characterizes the American cultural identity.
Detroit, Michigan, March 30, 1965. Two men meet at a small press conference before the funeral of a slain civil rights activist. Their meeting seems like an unlikely pairing for us today—one a slick haired, brash, and controversial labor leader and the other a measured, eloquent, and inspirational pastor who had galvanized the civil rights movement. The former was there to present a check for $25,000 for the latter’s work on racial equality. Their stories varied tremendously but, at this moment, they intersected, manifesting all the complicated and contradictory impulses of American life during the middle of the twentieth century. Those two men were Jimmy Hoffa and Dr. Martin Luther King, Jr.
Music: “The Things That Keep Us Here” by Monomyth, “Almost A Year Ago” by John Deley and the 41 Players, “Crate Digger” by Gunnar Olsen, “Crimson Fly” by Huma-Huma, “Dreamer” by Hazy, “Eternity” by Lahar, and “I Am OK” by Vishmak
At just 110 pounds, Sullivan, Indiana-native Will Hays was not exactly the imposing figure you’d expect to be the film industry’s regulator, but he nevertheless left a substantial mark on the movie industry during the first half of the twentieth century.
