Category: Business & Labor

Susan Elston Wallace: Forgotten Writer and Early Environmentalist

Susan Wallace, courtesy of the General Lew Wallace Study & Museum.

Along with many of her fellow 19th-Century sisters of the pen, Susan Elston Wallace and her work are little known to us today.  These female authors practiced their craft seriously and sold well, yet were never regarded as important as male writers whose subjects were presumed to be nobler, of higher value.  When fine work by women disappeared and men’s work became classics, an unknown cost fell upon our culture and our vision of ourselves as a nation.

As a writer, Susan Wallace (1830-1907) possessed certain attributes that partially set her apart her from the “female writer” stereotype.   Initially, as a young woman she had more or less lived the stereotype by publishing poetry on domestic subjects. One of those poems was anthologized and widely circulated in a children’s textbook.

Later in life, she was exempted from ordinary critique as a “female writer” because she was the wife of General Lew Wallace, author of Ben-Hur, the best-selling book of the 19th century.  (Only the Bible sold more copies).  Lew was a prolific writer and a man of great personal accomplishment, who, among other distinctions, was a Civil War general, Governor of New Mexico Territory (1878-1881), and an ambassador to Turkey.  Susan, without a doubt, was Lew’s collaborator and co-researcher.  She was fully recognized by him as an intellectual and literary equal.  Given this unusual and little-known partnership, it is no wonder that deep knowledge of the world and of its peoples mark both of their works. Surely both partners strongly influenced the other’s work.  Whether they were living in Crawfordsville, Indiana, or in the New Mexico Territory, or in the Ottoman Empire, both husband and wife engaged in writing projects.

It is the New Mexico piece of Susan’s writing career that I will use to demonstrate Elston Wallace’s talent as a non-fiction writer, whose insights track a line of prescient environmental thinking.  Her writing style is not only alive with ideas, it exhibits a freshness and wit that makes it inviting to contemporary readers.

Courtesy of the General Lew Wallace Study & Museum.

Elston Wallace’s book about her New Mexico sojourn is called The Land of the Pueblos.  It is comprised of twenty-seven essays, first published as “travel pieces” in prestigious national magazines and newspapers like the Atlantic Monthly, the Independent, and the New York Tribune.  Being published in such influential East Coast periodicals speaks of the high regard in which her writing was held at the time. In these essays, Susan did not write a word about the many social duties—the teas, the formal receptions, entertaining visiting dignitaries—she would have performed as the wife of the Governor of New Mexico Territory.  Nor does she write about her husband in his official capacity.  Rather, she applied her excellent educational background and her intellectual curiosity to learning and writing about New Mexican natural history and human history.

Elston Wallace also holds the rare honor of having saved much of New Mexico’s written colonial history, which had been forgotten in an outbuilding adjacent to the Governor’s Palace in Santa Fe.  There, Elston Wallace came upon and then personally helped salvage much of the Territory’s surviving early recorded history, a topic about which she wrote vividly.  These documents tutored her.  They spurred her curiosity and inspired many of her essays.

***

It was New Mexico, though, that made Elston Wallace aware of environmental issues.  She was an astute observer of the natural world, learning names and habits of the plants and animals; she studied landforms and how rivers ran.  Her ability to write about these things gives her work its most notable signature.  Increasingly more knowledgeable about her surroundings and thereby more fully conscious of how human life in New Mexico had been shaped, Elston Wallace soon apprehended how the Spaniards, in particular, had affected the land and its original inhabitants. In her first essay, Elston Wallace makes clear that the “greed of gold and conquest” had despoiled New Mexico.

Image from The Land of the Pueblos (1889), courtesy of Archive.org.

She also proves herself as an able thinker regarding how land and people’s fates are intertwined, such as this example:

Four hundred years ago the Pueblo Indians were freeholders of the vast unmapped domain lying between the Rio Pecos and the Gila, and their separate communities, dense and self-supporting, were dotted over the fertile valleys of Utah and Colorado, and stretch as far south as Chihuahua, Mexico.  Bounded by rigid conservatism as a wall, in all these ages they have undergone slight change by contact with the white race and are yet a peculiar people, distinct from the other aboriginal tribes of this continent as the Jew are from the other races in Christendom.  The story of these least known citizens of the United States takes us back to the days of . . . the . . . great Elizabeth.

Note how in this passage Elston Wallace identifies the “vast unmapped domain” of the Pueblos and identifies their communities as “separate,” “dense,” and “self-supporting.”  She identifies the land as fertile and the Pueblos as having a distinct culture, comparing them favorably to Jews among Christians.  She calls the Pueblos “citizens.”

Image from The Land of the Pueblos (1889), courtesy of Archive.org.

Elston Wallace’s use of the term “conservative” in this passage may be accurately rendered as “stable.”  So, the nature of the Pueblo peoples, she says, have “undergone [only] slight change by contact with the white race.”  By using this terminology, she points toward stabilizing forces that were afoot in 19th-Century America, when colonies promoting shared, stable agrarian living were being intentionally created.  The Shakers, New Harmony, and the Amanas were and are communities so notable that their names and accomplishments come down to us today.  In the previous passage, Elston Wallace describes the Pueblo communities, their governance, and their farming practices with phrases admired by her own culture and era.  New Mexico’s native peoples were freeholders; they were self-supporting; they formed communities; they were citizens.  Few other historians of the period write about the Pueblos at all, let alone view them as central to the history of the land they inhabit, and as admirable people.

It can be argued, of course, that Elston Wallace’s progressive fellow citizens of the period had a habit of idealizing Native Peoples and had a strong aversion (call it prejudice) against Catholic Spain.  That being said, Elston Wallace’s analysis and her rich empathy supported by historical knowledge and argumentation make her work stand apart.  Her brave voice stands in strong contrast to typical histories of her day and those written through the middle of the 20th century. A pertinent example is Paul Horgan’s The Centuries of Santa Fe (1956), which presents the conquest version of New Mexico’s history as thoroughly Eurocentric.  In this version, the Mexicans succeeded the Spanish and the Americans succeeded the Mexicans until the New Mexican piece of America’s Manifest Destiny fell into place in 1846.

Given this widely accepted version of conquest history that Horgan and other historians espouse, it is no wonder that he not only displaces the Pueblos, he displaces Elston Wallace as a New Mexican historian who understands and chronicles their worth and richness.  Ironically, Horgan  credits Governor Lew Wallace, not his wife, as saving “what he could of the collection of [New Mexican historical] documents already scattered, lost, or sold.”

Horgan’s “authoritative” reporting, so common among mainline historians of the 20th century, renders the Pueblo peoples, their land, and the intelligent woman who told their stories in the l880s invisible.  No matter how accurate and astute Elston Wallace’s argument was, it had no efficacy since it was not “remembered” in mainstream histories of New Mexico and the West.  Such an argument, had it been heard and then acted upon, might have reshaped our history.

John Gast/George A. Crofutt, “American Progress,” circa 1873, courtesy of the Library of Congress.

In an era of unstoppable exploration and exploitation of the West and its mineral resources, Susan Elston Wallace saw, understood, and wrote about a broader, deeper story, one which speaks of how we as people can best live on the land. She vividly chronicles what happens when natural patterns are disrupted.  In our century, we would regard Elston Wallace’s vision as a strongly environmental one, central to our 21st-Century understanding of essential sustainability.

So, while Elston Wallace certainly did entertain the intellectual readers of the East Coast and Midwest with tales of Montezuma and adventures of travel in the Wild West, in The Land of The Pueblos, she also boldly introduced her readers to what happens when “a native self-sustaining people, independent of the Government, the only aborigines among us not a curse to the soil” are abused along with their land through the claims of colonialism.

During the late 19th century, it was widely assumed that men make history. Elston Wallace challenges that point of view and deserves a place in our history as an excellent non-fiction essayist.  She also deserves a place as a dissenter to colonial history’s single, obliterating story of man as controller of nature.  Susan Wallace was an early environmentalist:  she gave voice to New Mexico’s landscape and to its original peoples.  Researchers have exciting work to undertake in the Susan Elston Wallace archives.

Stuck in the Poorhouse: The Complexity of Poverty

Steuben County Asylum
Steuben County Asylum (author’s photograph).

The Steuben County Asylum near I-69 in northeastern Indiana represents two contrasting ideals of poverty care. On the one hand, this imposing building on the rural landscape embodied the modern ideal of an end to poverty through scientific principles. In spite of the U.S. industrial economy of the later 19th century, marked by frequent panics and recessions, a new poor care system held out the hope that all indigent persons could be retrained and readied to work in the modern industrial world.  The new system would provide a safety net supporting those through the hard years and would help impoverished people develop improved habits in a healthy and orderly atmosphere. On the other hand, this building symbolized failure and loss of place in the community. To be a resident of this facility required separation from society and often induced a lifelong stigma of shame.

These institutions represented both a severe solution meant to frighten the “lazy” into working harder and a belief in a safety net to support those living on the margins. [1] This was especially important in an era when layoffs were not supplemented by benefits like workers compensation. Across rural America, there was fear associated with the various names for asylums: almshouses, county farms and infirmaries, poor farms, county homes, workhouses, and “the pogey.”

The Indianapolis Journal, October 19, 1888, accessed Newspapers.com.

Traditional poor relief (after private charities and local churches were exhausted) fell to local government. This was called “outdoor relief” because the poor or destitute were helped where they lived. To contain costs, the sheriff might “warn out” (or throw out) potential pauper residents to discourage poor people from staying there. Officials often employed this method to keep immigrants, especially the Irish, from settling in their town.

If the family could not care for an indigent resident, a landowner might take that person in on the lowest bid for room and board.  By the 1820s, this informal arrangement was rapidly supplanted by an increasingly standardized system recognizing one place as a county poorhouse. The professionalization of these institutions focused on isolating each class of patient from what social reformers thought was the cause of their ailments or bad habits.  The system was intended to instill a culture of order on the disorder of their lives.  The enforced order would help cure the issues they faced. However, most residents used the farm only for periodic stays during times of unemployment and sickness.

In line with the rest of the nation, Indiana initiated its statewide system of county poor asylums.[2] In 1821, the state legislature approved Indiana’s first poorhouse in Knox County.  Following the national standards for poorhouse improvements, promoted in prescriptive literature, many counties built what were called “model homes” by the later nineteenth century.  These were modern buildings constructed to meet the current standards of that time. These asylums even provided libraries for residents to use in preparation for a changed life outside the asylum.[3]

County Poor Farm, Huntington, Indiana, courtesy of the Huntington City-Township Public Library, accessed Indiana Memory Digital Collections.

Many rural almshouses were working farms, providing food for residents and a profit to the county government.  The Democrat newspaper of Huntington County praised its superintendent in 1871 for keeping the farm as an “almost self-sustaining . . . charitable institution.” Efficiency and thrift were valued far higher than any other management trait.[4]  These practices led to abuses of a very vulnerable group in society. To create a more orderly life for their residents, almshouses increased the level of isolation and separation in the homes.  This policy is reflected in the houses’ physical form as it changed during the 19th century.

The Democrat provided a brief glimpse into the Huntington County almshouse during February of 1871.  The paper listed 18 assorted inmates, but ten or twelve more typically resided there during the year.  Most residents were temporally admitted during sicknesses and job slowdowns.  Most poorhouses apparently hosted a few long-term residents and sometimes children were born there too.  The farm around the almshouse provided work for residents capable of manual labor.  One resident at the Huntington Almshouse was the full-time farm hand.  Others worked on the farm or in the almshouse kitchen.[5]

Between 1830 and 1900, four stages in almshouse design demonstrated a stronger commitment to scientific poor care.  The first stage involved converting a portion of a private house to accommodate paupers placed in the home owner’s care. The owners made no effort to separate the residents, and they were assigned farm work, as able, to help earn their keep.  The famous 1872 poem by Will Carleton “Over the Hill to the Poor House” was inspired by his experience at just such a home in Hillsdale, Michigan. The lack of family support, as well as old age temporarily landed elderly mothers in the poor house.[6]

In the second stage, the county purchased a farm to use for the care of the poor.  Other buildings might be constructed for dorm facilities for the majority of the residents.

The next stage was the first real attempt at building a custom facility for poor care.  The Steuben County Asylum, built in 1885, appears to match this third stage.  The strong center area indicates there was a public entrance with rooms for the County Superintendent of the Poor. There is room enough to separate men from women and to create the ordered environment that could be both helpful and oppressive.

Poorhouse in Adams County Indiana, courtesy of http://www.poorhousestory.com.

The fourth stage is the full scale, scientifically approved poor house.  As can be seen in the illustration above this facility is a massive element in the landscape.  The very obvious three-part construction is easy to recognize.  Some of you will have seen buildings like this around rural Indiana. They seem out-of-place among local farms.  They may be marked by a road name such as Asylum Road or County Farm Road.  The well-used 1911 textbook, The Almshouse Construction, and Management (written in Indiana) noted that asylums must be near the center of the region they serve, allow for complete segregation of the sexes, provide an abundance of sunlight and fresh air, and be designed for convenient access for administrators to the whole house. [7]

They are designed to house men and women in completely separate wings with public space in a center section.  Usually, the County Superintendent of the Poor lived in the upstairs of the center section.  Larger homes had infirmaries for men and for women.  This feature became more common in the early 20th century as the almshouse became more of an old age home rather than a place of refuge from destitution.

Jefferson County Poor Farm, circa 1915, courtesy of the Indiana Historical Society.

When I first started researching this theme I interviewed staff at the Steuben County Asylum, which had been completely converted to a senior rest home.  The problem was that many elderly residents refused to consider living there out of the memory of what that building had once meant.[8]  Even in the 1980s, seniors related residency in the poorhouse with a loss of freedom and personal dignity.  The company managing the care facility failed to grasp the public memory of the County Asylum on that generation.  Ironically, the current generation of seniors (Baby Boomers) might laugh at residing in a former poorhouse perhaps as a way of poking fun at their elders’ fears.

County poorhouses should remain a visual reminder of the hazards inherent in reform efforts.  Even with good intentions, abuses of vulnerable people occurred.  The poorhouse had little to regulate it except mixed national ideals and local attitudes.  Torn between purposes of punishment and rescue, poorhouses failed to cure poverty.  The complexity of poverty caused reformers and politicians endless pains.  We might gain some comfort that citizens and politicians before us found poverty as difficult to manage as we do now.

 

[1] David Wagner, The Poorhouse: America’s Forgotten Institution, (Lanham MD: Rowman & Littlefield Pub., 2005), 19.

[2] Kayla Hassett, “The County Home in Indiana: A Forgotten Response to Poverty and Disability,” (Masters Thesis, Ball State University, May 2013), 13.

[3] See report by Henry N. Sanborn, “Institution, Libraries: The Outlook in Indiana” Forty-Third Annual Meeting Conference of Charities and Correction. (Indianapolis, IN 1916), 367-371.

[4] “The County Alms-House Its General Condition-The Number and Character of its Inmates,” The Democrat, (Huntington, Indiana), February 2, 1871, accessed www.poorhousestory.com.

[5] Ibid.

[6] See Jerome A. Fallon, The Will Carleton Poorhouse: A Memorial to a Man, a Dwelling, and a Poem, (Hillsdale: Hillsdale Historical Society, 1989), 22-23.

[7] Alexander Johnson, The Almshouse Construction and Management (New York: Russell Sage Foundation, 1911), 8.

[8] Staff Steuben County Asylum interview by author, Fall 1994.

 

Further Reading

  1. Hassett, Kayla. “The County Home in Indiana: A Forgotten Response to Poverty and Disability.” Masters Thesis, Ball State University, May 2013.
  2. Katz, Michael B. In the Shadow of the Poorhouse: A Social History of Welfare in America. New York: Basic Books, Inc., 1986.
  3. Thomas D. Mackie, “Over the Hill to the Poorhouse: A Glimpse at the County Farms of Southern Michigan, 1850s-1920s.” PAST, 21 (1998).
  4. Rothman, David J. The Discovery of the Asylum: Social Order and Disorder in the New Republic. (Revised Ed) Boston: Backbay Books, 1990.
  5. Wagner, David, The Poorhouse: America’s Forgotten Institution. Lanham, MD: Rowman & Littlefield Inc.,2005.
  6. A private research web page titled Poorhouse Story provides images, primary sources, and readings for poorhouses and related agencies around the United States. They can be accessed at http://www.poorhousestory.com.

Vivian Carter: From Gary Roosevelt High School to Introducing The Beatles

Accessed via the Calumet Regional Archives.

In an era when African Americans, especially women, were often professionally sidelined, Vivian Carter forced herself onto the field. Through her ingenuity and personal popularity, the musical “matriarch” became a business owner and record producer. Her company, Vee Jay Records, recorded and popularized many successful musicians of the mid-20th century, ranging from Rhythm-and-Blues to Pop Rock, Doo-Wop, Gospel, Soul, and Jazz artists. Although music had been strictly segregated along racial lines, Vee Jay introduced both black and white artists to mixed crowds of local teenagers first, and then to a national audience between 1953 and 1966. The company released recordings of some of the nation’s most prolific musicians, including Little Richard, The Beatles, Jimi Hendrix, and The Four Seasons.

Beginnings

Born in 1921 in Tunica, Mississippi, Vivian Carter moved with her brother and parents to Gary at age 6. As a child and teenager, she was competitive, outgoing, and self-confident. These qualities helped her win a 1948 contest for the “best girl disc jockey in Chicago,” which was the beginning of Vivian’s radio career. Eventually, Vivian had a five-hour nightly radio program in Gary, called “Livin’ With Vivian,” referring to female listeners as “Powder Puffs” and male callers “Sponges.” The “hostest who brings you the mostest” played music by black artists and much of what she played was not available on commercial records. Since Vivian owned a record store in the heart of Gary, along with her future husband Jimmy Bracken, she knew that recordings of this music would sell.

Courtesy of the NWI Times.

Teenagers of all races from several Calumet Region schools would gather after school to watch Vivian through the glass store window while loudspeakers broadcast her favorite Rhythm and Blues recordings, as recalled by Jerry Locasto, a future radio executive who was one of those kids. While the records played, Vivian would come out and mingle with the kids to find out what they liked or disliked about each one. Kids could request songs, and she would play them. In 1953, Vivian and Jimmy started their own record label, called Vee Jay Records from the initials of “Vivian” and “Jimmy,” to record the music of local black artists.

Their first group was the Spaniels, a group of crooners from Gary Roosevelt High School, Vivian’s alma mater. The boys walked into the record shop after winning a talent contest at school, to ask if Vivian knew how they could get a recording made. Vivian listened to the group, then gave the impoverished boys a place to practice – her mother’s garage –and arranged to record them at Chance Records, a studio in Chicago. She later bought suits for their publicity photos and a station wagon for their travels.

Best Years of Vee Jay Records

Vivian Carter-Bracken, James Bracken, and Ewart Abner at work, 1961, courtesy of the Made-in-Chicago Museum.

The Spaniels’ first record, “Baby, It’s You” reached #10 on the Rhythm and Blues charts. Then the Spaniels hit #5 with their second record, “Goodnite, Sweetheart, Goodnite.” The record “crossed over” from the Race Records category to become a hit with white purchasers as well. But Vivian was disappointed when the McGuire Sisters, a “white girl trio,” sold more copies with their “cover” of the same song. She asked her brother, Calvin, to put more of a white-sounding background on the future records, to appeal to broader audiences. And the young company learned to print and register publishing rights to all their performers’ original songs, so they still made money when other performers covered them.

Ewart Abner, courtesy of Discogs.

In 1954, Vee Jay moved to Chicago and eventually opened on Michigan Avenue’s “Record Row.” Vivian, Calvin, and her husband Jimmy remained the heads of the company. But according to Bob Kostanczuk of the Gary Post-Tribune, Vivian was always “viewed as the company’s matriarch and driving force.” They hired the knowledgeable Ewart Abner, accountant for the former Chance Records, after Chance went out of business. Abner started as manager and eventually worked his way up to president.

In the next ten years, Vee Jay Records released successful recordings of black and white performers, including hits like The Four Seasons’s “Big Girls Don’t Cry,” The Dells “Oh, What a Night,” and The Beatles’s “Love Me Do” and “Twist and Shout.” Since radio stations wouldn’t play several records from one company label in the same time slot, Vee Jay also recorded under the labels Falcon, Conrad, Tollie, and Abner, from the middle names of the company’s principals. Vee Jay opened a Los Angeles studio, and Vivian and Jimmy soon drove around in luxury convertibles and fur coats.

The Beginning of the End

Courtesy of the Made-in-Chicago Museum.

Vee Jay’s best (and worst) luck came in 1962 when they tried to buy distribution rights for Australian singer Frank Ifield’s European hit single “I Remember You.” The Gary Post-Tribune on August 23, 1998, noted that the British agent insisted they also take a quartet named The Beatles, unknown at that time in the United States. Vee Jay released several Beatles singles and their first U. S. album, to lukewarm success until the group appeared on the nationwide Ed Sullivan Show.

Then Beatles’ sales skyrocketed. Capitol Records, who had earlier turned down the Beatles, started filing lawsuits against Vee Jay to get the group back, as reported by Mike Callahan in “The Vee Jay Story” in Goldmine (May 1981). The cost of defending the lawsuits, in addition to Ewart Abner’s poor financial management and gambling habit, wiped out Vee Jay’s money and credit, and put the company out of business.

Vee Jay president Randy Wood presenting a gold record to John Lennon, courtesy of the Made-in-Chicago Museum.

In a life story that Vivian called “rags to riches to rags,” Vivian and Jimmy lost everything, even their little record store, and divorced. Jimmy died and Vivian worked days at the county trustee’s office and hosted a late-night radio program in Gary from 1967 to 1982. According to Dr. James B. Lane’s Traces of Indiana and Midwestern History article, when her best friend from high school, Yjean Chambers, asked how Vivian felt about the spectacular rise and fall of her recording business, Vivian replied that she had “learned too late the art of looking over the shoulder of those who work for you.” Then Vivian added, “But I don’t miss a thing. That’s all behind me now.”

After several years of illness, Vivian died of complications from diabetes and hypertension in 1989. Lane says one of Vivian’s last visitors was James “Pookie” Hudson, her first recording artist, who sang Vivian to sleep with his hit song, “Goodnite, Sweetheart, Goodnite.”

Further Reading

For photos and a brief history of Vee Jay Records, see Andrew Clayman’s article for the Made-in-Chicago Museum.

Learn more with James B. Lane’s article in Traces of Indiana and Midwestern History, Winter 2011, Vol. 23, pp 48-55.

Dr. Otto King: Facing the “Gravest Crisis” in History

Dr. Otto U. King, Indiana
“Dr. Otto U. King: Small-Town Dentist, World- Wide Impact,” accessed via the Indiana Dental Association.

Shells rained down on men who had endured disease, the obliteration of their comrades, sleep deprivation, the constant shriek of ammunition, and the literal smell of death. Burrowed into dirt along the Western Front, these Allied men slugged it out in a battle of wills and weaponry until they defeated the Central Powers in 1918. Many of the American troops that helped ensure victory in World War I, as well as the surgeons waiting on hand in ambulances to treat shrapnel-torn faces, were there, in part, because of the efforts of Indiana dentist Otto King. For Dr. King, dentistry went beyond staving off cavities and engineering attractive smiles. He applied his dental skills to a greater good both abroad and at home, and encouraged the nation’s dentists to follow suit. This meant mobilizing dentists to treat war-induced maxillofacial trauma and establishing free dental clinics for poor children who missed school due to untreated oral issues.

After graduating from the Northwestern University Dental School in 1897, Dr. King practiced dentistry in his hometown of Huntington, Indiana. He assumed a national leadership role in his profession in 1913, when he was elected the general secretary of what is today known as the American Dental Association (ADA). The role of general secretary was equivalent to that of a modern executive director. Dr. King helped transform dentistry from a trade to a profession through the establishment of The Journal of the American Dental Association (JADA), published in Huntington and distributed nationally. Dentists across the country—notably those in remote areas—could learn about best practices, research findings, educational and professional opportunities, and new dental theories through articles like “The Functions of Dentistry and Medicine in Race Betterment” (1914) and “Commercialism vs. Professional Ethics” (1915).

World War I dental ambulance at Van Cortlandt Park, NY, to be sent to Hancock, GA, courtesy of Getty Images.

Editor King also used the journal to mobilize dentists for World War I service and published findings related to war-related injuries, such as Leo Eloesser’s 1917 “Gunshot Wounds and Lesions Produced by Shell and Shrapnel in the Jaws and Face.” Just days before the U.S. entered World War I by declaring war on Germany in 1917, Dr. King gave an interview printed in newspapers across the country about the Preparedness League of American Dentists, an extension of the ADA. The emergence of trench warfare during the “gravest crisis” in history created an urgent need for dentists on the frontlines and the Preparedness League worked to recruit dentists for Army and Navy service from every state, as well as Puerto Rico, the Philippine Islands, and Canada. Dr. King did his part when Colonel Kean ordered him to choose dentists to serve at base hospital No. 32, located in Indianapolis, in July 1917.

Dr. King explained that the league would respond to this need by securing “in each locality, a nucleus of the trained dental specialists, who will assist in the instructions of the members of the unit along the lines of war dental surgery, as a measure of preparedness against war and to co-operate in treatment of wounds of the jaws and face, in case of actual warfare.” He stated that “Whereas Red Cross base hospitals are being formed, we are, as fast as possible, organizing dental units in connection therewith and co-operation is established between the organizations.”

American Red Cross dental ambulance, 1918
American Red Cross dental ambulance, 1918, courtesy of the Library of Congress.

The New York Times reported that the Preparedness League outfitted dental ambulances sent to the warfront to reach patients in “out-of-the way places.” In addition to treating the wounded, these ambulances isolated men in order to prevent the spread of diseases like mumps and German measles. The Times reported that “at least 20 per cent of the men are incapacitated and kept from active service on account of illness finding its source in diseased conditions of the mouth.” These state-of-the-art ambulances included a fountain cuspidor, electric lathe, sanitation cabinet, steam sterilizer, nitrous oxide, vulcanizer, and a typewriter on which to record treatment findings. A secondary use for these ambulances involved relief work in France, where the Red Cross mobilized dentists to treat the teeth of children.

Otto King, Committee on Dentistry, General Medical Board Council of National Defense
Image from Report of the Committee on Dentistry, General Medical Board Council of National Defense, September 9, 1917.

Because of his work with the Preparedness League, Dr. King was appointed as one of twelve members on the Committee on Dentistry, General Medical Board of the Council of National Defense. He headed the Committee on Publicity, a subcommittee tasked with recruiting dentists for Army service. Dr. King utilized JADA for this purpose, including a blank application to the Dental Reserve Corps and publishing pieces like “You Can Help Win the War!—An Appeal for Prompt Individual Service by Every Member” and “How May You Assist the Medical Department of the United States Army?”

In one article, U.S. Army dentist Dr. John S. Marshall detailed the morbid gamut of dental injuries awaiting military personnel, including:

blows upon the face from the closed fist; kicks of horse or mule; the impact of some heavy missile propelled with considerable force; the extraction of teeth, tho this is rare; a fall from a horse, bicycle, or a gun-carriage; the passage of a wheel over the face; and gunshot injury in line of duty or from accident, or design, with suicidal intent or otherwise.

Wounded in Field 896, C.P.I. 4050. First Aid in the First Line Trenches, administered by the hospital corps, March 6, 1918, courtesy of the Library of Congress.

He lamented the devastation wrought by shell fragments, which “tear away the soft tissues and underlying bone, leaving a hideous and ghastly wound.” Because of these traumas, “the Oral Surgeon has during this World War come into his own.” These surgeons not only performed life-saving procedures, but also helped restore facial features in what the Chicago Tribune described in 1918 as “a new branch of the healing art—that of plastic surgery.” The Decatur, Illinois Daily Review noted that working to reverse oral disfigurement “have given the dentists a new distinction.”

In addition to injuries, success on the battlefield was impeded by defective teeth, as they hindered the ability to eat and subsequently weakened the fighting force. Dr. King thus noted the importance of the U.S. Army Dental Corps, stating “It is truly said that an army fights on its stomach and teeth . . . As monitors of the teeth, the dentists are supervisors of the stomach, hence, the army is helpless without our professional officers.”

Soldiers with dental splints at Base Hospital No. 6 in Bourdeaux, France, 1918, courtesy of the ADA Library & Archives.

But just getting troops onto the battlefield proved to be a challenge. Dr. King utilized his prominence in the profession to convince dentists to treat recruits barred from service due to dental issues—at no cost. He warned that “more than 2,000 applicants for enlistment were in danger of being refused entrance into the fighting force of the nation because of defective teeth.” In April 1917, he volunteered to personally treat rejected recruits and he convinced local dentists to prepare the mouths of two rejected recruits. Under his direction, the ADA hosted a “Help Win the War” convention in 1918, which featured a series of clinics about dental treatment and military recruitment.

Removing a tooth during World War I, courtesy of the U.S. Army Medical Department, Office of Medical History.

The Chicago Tribune reported that by the time of the conference, Preparedness League members had performed more than 500,000 free operations on recruits, enabling the men to pass the military’s physical examination. A letter printed in the JADA encouraged dental colleges, dispensaries, and hospital clinics to work with the Preparedness League to treat the mouths of recruits. The author lamented that the criteria for military acceptance included only “a mouth free from disease producing conditions and four (4) opposing molars, two on either side . . . This requirement is a joke but we can change it no doubt, if desired.”

With the conclusion of the Great War, Dr. King intensified his efforts to bring his “great humanitarian mission” to fruition. This involved educating the public about importance of dental prevention, particularly among children. He noted that most infectious diseases, such as diphtheria and small-pox, entered through the nose and mouth, making the maintenance of a healthy oral environment crucial. He observed that many children missed school due to infections and malnutrition caused by defective teeth, but their parents lacked the resources to treat the maladies. Dr. King hoped to prevent these painful and disruptive dental issues by educating children about hygiene, through demonstrations and nursery rhymes, and by offering free preventative treatment. In an address about oral hygiene, Dr. King proclaimed that “For years we have been trying to dam back or cure diseased bodies, due to neglected Oral Hygiene conditions, but overlooking the source or beginning of life as represented in childhood as the place to teach and establish preventative medicine.”

University of Rochester, school for dental hygienists, 1920s, courtesy of the Eastman Institute for Oral Health.

Dr. King helped establish free clinics on the East Coast and implored the public and lawmakers to invest in their establishment, stating in 1917 that “Disease is a social menace, an enemy of the State.” In a 1920 criticism of American dental care, he noted that “The children of our country deserve as effective physical care as the livestock.” He anticipated backlash for proposing free dental clinics, but argued that “socialized health” should be wielded as a weapon against “capitalized disease.” Dr. King’s dogged belief that dentistry could uplift humanity radiated from the trenches of Gallipoli to classrooms in New York.

Learn more about the extraordinary Dr. Otto King with IHB’s new historical marker.

Start Your Aircraft Engines!: Aviation Accomplishments in Speedway During World War II

Note: For those interested in learning more about aviation in the Speedway area during World War I, see “Speedway: An Aviation Hub During World War I.”

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.

James A. Allison, photo courtesy of Allison Transmission: History and Heritage.

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.

Liberty 12-A Inverted Engine on display at the National Museum of the United States Air Force.

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.

V-1710 engine, photo courtesy Allison Transmission: History and Heritage.

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.

Speedway: An Aviation Hub During World War I

Speedway’s aviation repair depot was bordered by Main St. on the west, 14th St. on the north, Polco St. on the east, and roughly contemporary Ford St. and 10th St. on the south. Photo courtesy of William Menkel, “‘New Plans for Old’: The Work of the Aviation Repair Depots,” Aerial Age Weekly, September 1, 1919, 1129, accessed Google Books.

May is finally here and with it racing fans from around the world will soon begin flocking to the Indianapolis Motor Speedway to attend practices and qualifying races in preparation for the Indianapolis 500. For the past century, the Speedway ─ both the track and the adjacent areas of the town ─ have become synonymous with motorsports and racing.

Fort Wayne Sentinel, March 23, 1917, sec. 2, p. 1, accessed Newspapers.com.

In addition to racing though, the area holds another important place in Indiana and U.S. history ─ as an innovative aviation hub during both world wars. During World War I, the track was used as a landing and flight test field and hangars built on site helped house aircraft. Just south of the track, the Allison Experimental Company manufactured parts for the Liberty Engine, arguably one of America’s greatest contributions to the war. And at Speedway’s aviation repair depot, workers restored 313 planes, 350 engines, and numerous aircraft parts. Their work helped keep our nation’s pilots in the air and made the Speedway area a center for military aviation during the war.

The United States lagged far behind the British, French, and Germans in military aviation when it entered World War I in April 1917. Those countries had been fighting  for three years and in that time had understood and capitalized on the value of military aircraft for combat and reconnaissance. American entry in the war spurred rapid expansion of the industry in the country. Although time constraints forced the U.S. to purchase much of its military aircraft from the British and French during this period, the country made great strides in preparing pilots for air service abroad and in the production and repair of engines and training aircraft.

Liberty 12 Model A V-12 Engine. Photo courtesy of the National Air and Space Museum.

Indianapolis’ central location made it a prime site for aviation repairs and flight testing. Nearby flying fields included Chanute Field in Rantoul, Illinois and Scott Field in Belleville, Illinois, McCook Field and Wilbur Wright Field in Dayton, Ohio, and Selfridge Field in Mt. Clemens, Michigan, among others. Additionally, the proximity of railroad lines in the city and automobile centers in Ohio, Michigan, and Illinois made it easier to access raw materials such as steel, aluminum, and lumber, as well as supplies and spare parts used in repairing wrecked aircraft. Perhaps even more importantly though was the leadership of men like Carl Fisher and James Allison, co-founders of the Speedway, who dedicated their manufacturing resources in the area and the Indianapolis Motor Speedway to the war effort.

Airplanes waiting to be placed in “roundhouse” at Speedway. “Aviation Repair Depot at Speedway City May Become Permanent When Aerial Mail Service is Extended to Midwestern Country,” Indianapolis News, August 10, 1918, accessed Newspapers.com.

The U.S. Army established the aviation repair depot in Speedway on February 4, 1918 with the arrival of the 810th Aero Squadron from Kelly Field in San Antonio, Texas. According to William Menkel, former captain in the U.S. Air Service and commanding officer of the depot, it was the first of the repair depots to get under way and begin repairs in the U.S. Other repair depots later opened in Dallas, Texas and in Montgomery, Alabama. In addition to the 810th Aero Squadron, the Speedway depot was also home to the 809th, 811th, and 821st squadrons. 150 men served in each squadron.

821st Aero Squadron. Photo courtesy of the Indianapolis Motor Speedway Collection.

In October 1918, the Speedway Dope, the newsletter of the aviation repair depot, reported that “the commissioned and enlisted personnel [at the depot] constitutes a cosmopolitan community. Mechanicians, [sic] clerks, cooks, and chauffeurs have come from all parts of the Union, and at the Speedway there is no East or West or North or South.” The majority of the civilian mechanics at the repair depot had little knowledge of aircraft before American entry in the war, but within a short time they became experts in the industry and in repair work. The U.S. Air Service established training schools for these men across the country and provided classes in engine assembly and wing and fuselage construction, while also teaching skills such as making and fastening metal parts to the aircraft, sewing fabric on wings, and applying dope varnish to the aircraft. The first wrecked aircraft arrived in April 1918.

Small Parts and Welding Department at the aviation repair depot. Photo courtesy of William Menkel, “‘New Plans for Old’: The Work of the Aviation Repair Depots,” Aerial Age Weekly, September 1, 1919, 1129, accessed Google Books.

Damaged planes were unloaded and often sent to the Dismantling Department where the engine, landing gear, tail surfaces, and other parts were removed, cleaned, and worked on separately before reassembly began. While some of the planes that arrived only needed minor repairs before being shipped back out, others were total wrecks that needed to be completely rebuilt and tested.

By July, output reached three completed planes a day. Perhaps even more impressive though were the modifications made to the aircraft to help increase pilot safety. Workers at the repair depot analyzed incoming wrecks in order to find patterns in destruction. They then used this information to make improvements in design of the aircraft. For example, in his 1919 report on repair depots, Captain Menkel noted that many damaged planes that arrived in Speedway had smashed instrument boards. The instrument board was located so close to the pilot that in the case of a crash their head was likely to hit it. Workers at the depot moved the instrument boards farther away from the pilot’s seat during their repairs. This extra space reduced the chance that the pilot would hit it in a crash, thereby improving the pilot’s safety and lowering the chance of damage to the instrument board.

Propeller Room. Photo courtesy of William Menkel, “‘New Plans for Old’: The Work of the Aviation Repair Depots,” Aerial Age Weekly, September 1, 1919, 1129, accessed Google Books.

The information learned from wrecked aircraft that arrived at the depot also resulted in other modifications, including the reinforcement of longerons and other parts of the plane to lower the chances of damage or fatal injury of the pilot and cutting out sections of the cowl frame to provide more distance between it and the pilot.

In a post report to Washington in January 1919, the Speedway Dope reported 313 airplanes repaired at the depot during 1918, representing a total value of $1,195,550.00 and 350 airplane motors valued at $638,699.00. In addition to these figures, the report noted repairs of wings, ailerons, elevators, rudders, and other miscellaneous parts valued at approximately $300,000.00. Added together, repairs at the depot well exceeded $2,000,000.00. Beyond the economic benefits and savings to the government was the fact that those working at the repair depot helped keep pilots in the air, reducing their chance of injury or death and ultimately giving the U.S. a better opportunity to win the war.

Articles in the Speedway Dope reiterated these sentiments, noting that those who trained or repaired airplanes in the Speedway area might be inclined to downplay the role they played in the war because they were not in the trenches abroad or flying in France. The repair and reconstruction of airplanes was a vital part of the war effort though.

Speedway Dope newsletter letterhead.

The third side of aviation has not only been neglected, but the public generally does not know that it even exists. The repair and reconstruction of damaged planes and motors, constitutes a bit part of the game of aviation. It is that part of the game that must be done and done right, or the other parts would fail to accomplish anything. True it does not carry any of the romance or glamour that follows the course of the pilot and his plane, and neither does it require the enormous financial outlay that goes with production . . . Yet this third side of aviation has been well taken care of and thousands of men who enlisted for service in France have remained at home repair depots and made it possible for others to enjoy foreign service and win international fame.

“The Third Side of Aviation-Rebuilding,” Speedway Dope, November 30, 1918, 1, accessed Indiana State Library Collections.

In the days immediately following the armistice on November 11, 1918, the Speedway Dope wrote that even though the war had ended, production at the depot should continue, as there was still plenty of work to do before completion of the final peace terms. Major Guy L. Gearhart, former commanding officer of the depot agreed. Maj. Gearhart recognized the important role the airplane would play in transportation after the war and believed the repair depot would become a permanent fixture in the Speedway.

A group of the Aviation Repair Depot Officers at the Flying Field, Speedway Motor Track. Left to right – Lt. A. D. McIlvaine, Sen. Instructor Frank Mills, Lt. James Wallace, Lt. William Groom, Lt. Col. A. W. Robins, Capt. Edward Laughlin, Lt. A. L. Maurer, Lt. Ralph M. Snyder, Lt. H. A. Knudson, Lt. R. J. Brandi, Lt. R. A. Ballard, Lt. Kincaid. Photo courtesy of the Speedway Dope, November 16, 1918, 1, accessed Indiana State Library.

The depot’s future remained unclear though. With the war over, immediate aviation interests in the area took a backseat to racing and motorsports. The Indianapolis 500, which had been cancelled in 1917 and 1918, recommenced in May 1919. The resumption of the annual race led to questions and concerns about the track and infield being used for aircraft. Despite initial orders calling for the closing of the depot in March 1919 though, the South Bend News-Times reported that recruitment for men for the U.S. Air Service at the Speedway aviation repair depot continued as of July. By the following year, however, the status of the aviation repair depot was again called into question. Some speculated that it would be removed from the Speedway area and relocated to Fairfield, Ohio. The government officially ordered the abandonment of the repair depot in September 1920 and publicized the sale of buildings and utilities in November of that year.

Although work in the Speedway area shifted back to racing and motorsports, aviation interests did not disappear completely. The Allison Experimental Company (Allison Engineering Company by 1921), located just west of the repair depot, continued to work to improve the Liberty aircraft engine into the 1920s. When General Motors purchased the company in 1929, it expressed a commitment to expanding its work in the aviation field. It was this commitment that made the Speedway area an aviation hub once again during World War II.

Be sure to check back in a few weeks when we examine the vital role the Speedway area played in military aviation in World War II!

Sources Used and Research Note:

William Menkel, “‘New Plans for Old’: The Work of the Aviation Repair Depots,” Aerial Age Weekly, September 1, 1919, 1129-1133, 1144, accessed Google Books.

Much of the information about the aviation repair depot came from articles in the Speedway Dope. The publication ran from September 28, 1918 until February 1, 1919. Copies of the paper can be located at the Indiana State Library.

The Indiana Historical Bureau installed a new state historical marker commemorating the aviation repair depot in Speedway on April 24, 2018. Marker sponsors included Rolls-Royce North America, Rolls-Royce Heritage Trust – Allison Branch, and the Town of Speedway. For more information on the aviation repair depot and additional sources, see: https://www.in.gov/history/markers/4406.htm

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The Indiana General Assembly (1826-1846): Surveying, the First Statehouse, and Financial Collapse

 

David Dale Owen, courtesy of Smithsonian Institution Archives, RU 7177, George P. Merrill Collection, accessed Evansville.edu.

* See Part One: Statehood, Slavery, and Constitution-Drafting (1815-1825)

Indiana’s Geological Survey

One of the more daunting tasks asked of the legislature was establishing a geologic survey of the state. Its origins date to 1830, when the General Assembly passed a resolution calling for the state’s first geologic survey connected with a professorship at Indiana University. This plan failed and the issue was not readdressed until 1836, when the General Assembly passed a new resolution calling for the creation of a geologic survey, led by twenty-seven year old David Dale Owen. Starting in 1837, Owen surveyed the state’s southern half and made his way northward. His primary task involved marking the delineation of coal and mineral deposits.[1]

Owen also perfected a method for determining the depth of coal deposits, which stipulated that once miners discovered limestone displaying specific fossils, no more coal was underneath. Owen’s reports to the General Assembly in 1837-39 gave legislators a wide range of information about the geologic properties of the state, including a topographical analysis and exact measurements of coal and mineral deposits. Due to his superb findings on the first geological survey, the General Assembly even consulted Owen on future geological projects up until his death in 1860. Owen’s dedication to science and exact methods inspired generations of geologists interested in Indiana and the Midwest.[2]

The First State House in Indianapolis

First Marion County Courthouse, sketched by artist Christian Schrader, courtesy of Historic Indianapolis.

While the current state house in Indianapolis remains a hub for visitors and legislators alike, it was not the city’s first permanent seat of state government. The first state house in Indianapolis was completed in 1835 and designed by New York architects Ithiel Town and Alexander Jackson Davis, whose designs won approval from the Indiana General Assembly in 1831. A year before, the General Assembly authorized the construction of a new state house, with funding supplied through the sale of land plots within the city.[3] Construction began in 1832 with an original cost of $58,000 but an accelerated schedule grew costs to $60,000.[4] The builders’ speed insured the state house’s opening in December 1835, just in time for the incoming session of the Indiana General Assembly.

Town and Davis’ derived inspiration from Greco-Roman architecture; the state houses’ design resembled a temple surrounded by Doric columns like that of the world-famous Parthenon. Above the temple stood a rotunda dome influenced by Italian Renaissance style.[5] The state house’s visage contradicted much of the architecture in early Indianapolis. One legislator noted the building’s “striking contrast with the log huts interspersed through the almost ‘boundless contiguity of shade’ which surrounds it.”[6] The state house ushered in a new era for Indianapolis, filled with architectural marvels and urban transformation.

Accessed Indiana Historical Bureau.

The state houses’ most notable visitor, Abraham Lincoln, also had humble roots in the Hoosier state. After his childhood years in Indiana, Lincoln visited the statehouse in 1861 as President-Elect of the United States and his body returned with a funeral procession after the assassination in April 1865.[7] The building’s poor materials, mostly of wood and stucco, brought the collapse of the roof in the summer of 1867. The building went through numerous repairs before the Indiana General Assembly approved the construction of a new state house in 1877. The original Indianapolis state house was demolished the same year.[8]

Internal Improvements and Financial Collapse

During the early years of the American republic, the policy that united most legislators and the public was “internal improvements,” which today we might call “infrastructure.” No state caught this fever quite like Indiana. Inspired by the successful opening of Fort Wayne’s Wabash and Erie Canal in July 1835, the General Assembly passed the Massive Internal Improvements Act of 1836.[9] The act, strengthened with over $10,000,000 through loans, proposed the creation of interconnected canals, turnpikes and railroads throughout the entire state. It was supposed to come under budget and take only ten years to finish.[10]

A state bond for the Wabash and Erie Canal. Bonds like this were issued to citizens and speculators for funding of the failed Internal Improvements Act of 1836, courtesy of the Indiana Historical Society.

The economic Panic of 1837 and the dissolution of the Second Bank of the United States left the country gripping with economic hardship. This hit the internal improvements plan in Indiana dramatically, with construction costs ballooning over $10,000,000 and leaving little to no funds for repair costs. By August, 1839, none of the railroad, canal, or turnpike projects were finished and implementation stopped when the state ran out of funds.[11] State bonds, sold to citizens after the state’s land sales left the plan short, could not be paid back. Indiana’s state debt increased to, “$13,148,453 of which $9,464,453 was on account of the internal improvement system.”[12] By 1846, the General Assembly passed the Butler Bill, which funded the state debt two ways: revenues from the successful Wabash and Erie Canal and raising tax revenues.[13] These massive tax increases were hard on citizens and left many in the state with ill feeling towards unmanageable government spending. The financial failure of the internal improvement system heavily influenced the new state constitution of 1851, which required strict limits on government expenditures and enforcement of tax collection.

Notable Legislators

  • John Finley
  • Courtesy of Waynet.org

    John Finley, the state’s first Poet-Legislator, served in the Indiana House of Representatives from 1828-1831. A newspaper editor by trade, Finley’s greatest contribution came with the publication of his poem “The Hoosier’s Nest” in 1833. Finley’s use of the term “Hoosier” in literature helped garner the term respect, rather than its traditionally pejorative meaning of “country backwoodsman.” He also owned and edited the Richmond Palladium from 1831-1834 and published a book of poems, including “The Hoosier’s Nest,” in 1860. He died in Richmond, Indiana in 1866.[14]

  • John Ewing
    • Born in Cork County, Ireland in 1789, John Ewing represented Vincennes and Knox County as a State Senator from 1825-1833 and again from 1842-1845. He was also a United States Representative from 1833-1839. Ewing’s success as politician came with equal scorn. His home was set on fire multiple times due to his staunch Whig party beliefs in an era of Democratic domination. His most valiant performance as a legislator came with his very public battle against State Representative Samuel Judah. Judah’s General Assembly bill re-chartering the financial benefits of then-defunct Vincennes University pushed Ewing to come home from the U.S. Congress, regain his State Senate seat, and defeat the bill though both legislation and through the courts. While his plans failed (he lost his seat in 1845 and his reforms did not pass), Ewing’s commitment to sound financial policy earned him respect and honor as one of the longest serving State Senators from his era.[15]

* See Part Three: A New Constitution and the Civil War (1850-1865)

[1] For a detailed account of David Dale Owen, see Walter B. Henderson, “David Dale Owen and Indiana’s First Geological Survey,” Indiana Magazine of History 36, no 1, 1-15, accessed October 9, http://scholarworks.iu.edu/journals/index.php/imh/article/view/7194/8101.

[2] Ibid.

[3] Justin E. Walsh, The Centennial History of the Indiana General Assembly, 1816-1978 (Indianapolis, Indiana Historical Bureau, 1987), 132.

[4] Dorothy Riker and Gayle Thornbrough, eds., Messages and Papers Relating to the Administration of Noah Noble, Governor of Indiana, 1831–1837 (Indiana Historical Collections, Vol. XXXVIII; Indianapolis, 1958), 351-352, accessed October 22, 2014, https://archive.org/stream/messagespapersre55nobl#page/350/mode/2up.

[5] James A. Glass, “The Architects Town and Davis and the Second Indiana Statehouse,” Indiana Magazine of History 80, no. 4 (December 1984), 335-337, accessed October 9, 2014, http://www.jstor.org/stable/27790832.

[6] Walsh, Centennial History, 132.

[7] For a detailed description of Lincoln’s visits to Indianapolis, see George S. Cottman, “Lincoln in Indianapolis,” Indiana Magazine of History 24 (March 1928), 1-14.

[8] Glass, “The Architects Town and Davis,” 337.

[9] Margaret Duden, “Internal Improvements in Indiana: 1818-1846,” Indiana Magazine of History 5, no. 4 (December 1909), accessed October 22, 2014, http://www.jstor.org/stable/view/27785234, 163.

[10] George S. Cottman, “The Internal Improvement System of Indiana,” Indiana Magazine of History 3, no. 3, accessed October 22, 2014, http://scholarworks.iu.edu/journals/index.php/imh/article/view/5612/4946, 119.

[11] James H. Madison, The Indiana Way: A State History (Bloomington and Indianapolis: Indiana University Press, 1986), 83.

[12] Margaret Duden, “Internal Improvements in Indiana,” 168.

[13] Ibid, 169.

[14] Walsh, Centennial History, 124. Calhoun, January, Shanahan-Shoemaker, and Shepherd, Biographical Directory, 126.

[15] Walsh, Centennial History, 126-129. For Ewing’s government positions and elections, see Charles W. Calhoun, Alan F. January, Elizabeth Shanahan-Shoemaker and Rebecca Shepherd, A Biographical Directory of the Indiana General Assembly, Volume 1: 1816-1899 (Indianapolis, Indiana Historical Bureau, 1980), 437-446.

Reeling in the Legend: A Quick Dive into the Creek Chub Bait Company

The Wiggler. The Pikie. The Darter. The Injured Minnow. These are just a few of the popular lures crafted by the Creek Chub Bait Company during the twentieth century. Established in Garrett, DeKalb County, Indiana in 1916, the Creek Chub Bait Company became one of the country’s leading manufacturers of artificial fishing lures.

Creek Chub Wiggler. Courtesy Fin & Flame Vintage Fishing Tackle.
#2009 Creek Chub Darter in Greenback. Courtesy Dr. Harold E. Smith, Collector’s Encyclopedia of Creek Chub Lures & Collectibles, 2002, page 73.

Each lure was a work of art, featuring the finest craftsmanship and attention to detail. From the company’s onset, owners Henry Dills, Carl Heinzerling, and George Schulthess placed an emphasis on quality for their products. Dills wanted the lures to be attractive to fishermen and fish alike, and worked alongside others within the company to ensure that they had a lifelike appearance and motion to help attract fish.

Creek Chub’s famous #700 Pikie, first introduced in 1920. Courtesy Dr. Harold E. Smith, Collector’s Encyclopedia of Creek Chub Lures & Collectibles, 2002, page 65.

As early as December 1915, before the company officially began producing lures, Dills filed an application to patent new improvements in fish baits by adding a metal lip, or mouthpiece, attached to the front of the lure. According to the patent, the addition would help produce ripples, throw spray, wriggle, and dive similar to the way a minnow would, thereby attracting fish. The patent (1,352,054) was approved September 7, 1920.

Dills’ 1915 patent application featuring the addition of a metal lip to fishing lures. Courtesy United States Patent Office via Google Patents.

Creek Chub’s Wiggler, introduced in 1916, was among the first to feature the metal lip. According to Dr. Harold E. Smith in his Collector’s Encyclopedia of Creek Chub Lures & Collectibles, the company’s 1922 catalog advertised the Wiggler as “‘three baits in one.’ With the lip in the standard position, it was a diving, wiggling bait. In the reversed position, it became a water-splashing surface lure. Take the lip off and it was a darting surface lure.” Dixie Carroll also described the added movement to the lure in “Fishing, Tackle and Kits” in 1919, noting: “A small metal plate in the mouth of the chub gives a fine bunch of wiggles and wobbles and by moving the plate and reversing it you have a surface splatter lure . . .”

Dills’ 1918 patent application for the addition of imitation scales to improve the appearance of artificial lures. Courtesy United States Patent Office via Google Patents.

In July 1918, Dills filed another patent application to improve the lures by adding a scale-like appearance on their surface that would imitate a natural minnow. According to the patent (Patent 1,323,458), the lures would feature “a cigar-shaped wooden body, to which various coatings of coloring material are applied.” Employees used a non-lustrous color for the background body of the lure and then proceeded to wrap a cloth netting around it and spray a lustrous coloring material through the netting to form the scale-like pattern.

The scale finish evolved over time and helped revolutionize the industry by resembling natural food for fish. Advertisements in popular publications like Outing praised the lures, noting: “Accurately represents a minnow down to the silvery scales. Wonderful lifelike movements. Convertible.” Fishermen from around the country agreed, often writing to the company to boast of the record-size fish they caught using these lures.

Image: Dr. Harold E. Smith’s Collector’s Encyclopedia of Creek Chub Lures & Collectibles, 2002, page 279. In 1932, George Perry caught the world record largemouth bass in Lake Montgomery, Georgia using Creek Chub’s Perch Scale Wigglefish. The record stood for over seventy-five years. On July 2, 2009, Manabu Kurita caught a largemouth bass in Lake Biwa (Japan) tying Perry’s record of 22 lbs. 4 oz. According to articles in the Indianapolis Star in 2014, the International Game Fish Association took six months to verify the record. It became official on January 8, 2010.
Hunter Trader Trapper, June 1922, page 123. Courtesy Google Books.
Zoomed in letter from George McWilliams submitted to Hunter Trader Trapper, June 1922, page 123.

By the time a Creek Chub lure was completed and ready to ship to a customer, it often featured as many as fourteen or fifteen coats of primer, paint, and lacquer. Even the wood used early on for the bodies – white cedar – was of the highest quality. Over time, the designs and range of colors expanded greatly. The company also made specialty colors and custom orders upon request. In 1936, the Garrett Clipper noted that the patents for the natural scale finish and the mouthpiece were among the most important patents ever issued in the tackle industry.

Employees apply a scale finish to the lure bodies by spray painting through netting. Courtesy Dr. Harold E. Smith,  Collector’s Encyclopedia of Creek Chub Lures & Collectibles, 2002, page 27.

From its earliest years, Creek Chub featured a largely female workforce. Some attributed this to the delicate nature of the lures and the work they entailed, which they believed women were better suited to perform. Dr. Harold E. Smith writes that “women were selected preferentially over men because management felt they were . . . ‘endowed with a better appreciation of color and detail.’”

Wanted ads in the Garrett Clipper frequently promoted jobs for girls and young ladies at the company, and articles often referenced the “girls” employed in the finishing departments, and sanding and dipping rooms.

Painting eyes on Creek Chub lures. Courtesy Dr. Harold E. Smith, Collector’s Encyclopedia of Creek Chub Lures & Collectibles, 2002, page 28.

By the 1920s, Creek Chub was shipping its lures all over the United States and Europe. Between January and July 1925, the Garrett Clipper published several pieces on international sales. For example, on March 19, 1925, it reported that Creek Chub had recently received orders for 180 dozen bait from Stockholm, Sweden, 178 dozen from Finland, and 31 dozen from Toronto, Canada. In April, the paper recorded orders from Waines, Hawaii (Hawaii did not become a U.S. state until 1959) and Bombay, India, and in July, it reported that the company had shipped 24 dozen lures to Reddich, England.

Creek Chub Bait Company in Garrett, Indiana. Courtesy the Garrett Historical Society.

On January 20, 1936, the Garrett Clipper provided a summary of the company and described its continued growth since its founding in 1916:

Since then sales have increased from year to year and are made not only in this country and Canada, but lures are sent to 48 foreign countries, France and Sweden receiving the largest shipments. The sales demand in Canada is so large that a Canadian branch has been established, the work being conducted by Allcock, Laight & Westwood company, Toronto, Ont. Although in its infancy, the plant has been doing a large business and the prospects for its growth are fine.

1931 Creek Chub catalog. Courtesy Old Fishing Lure.

In 1939, as war clouds gathered over Europe, business at Creek Chub Bait Co. reached a new peak. Production and sales were up and employment remained steady. Despite its success though, the company was already beginning to feel the effects of the conflict abroad. Finland and England had been Creek Chub’s top buyers prior to the war, but both markets quickly closed as each country became engaged in the conflict. The company also purchased many of its treble hooks, which it used on its lures, from Norway and England.

By August 1941, Creek Chub experienced great difficulty acquiring the necessary hooks and other supplies for its famous lures, as materials were reserved for defense industries. Supply markets from Norway were shut off and an embargo on trade between the United States and Japan stopped the shipments of hooks from that country as well. On August 21, 1941, the Clipper warned about the future of Creek Chub, writing:

. . . unless there is some early change in the world situation the business of the company will be greatly restricted, if not entirely stopped.

Creek Chub Victory Bomber lure introduced in 1942. Courtesy Fin and Flame Vintage Fishing Tackle.

The outlook for the company became bleaker throughout 1942 following orders from the War Production Board curtailing the manufacture of fishing lures. On May 8, 1942, the Angola Herald reported that Creek Chub would cease production on May 31, in accordance with government orders. In response, Creek Chub petitioned the War Production

Board to allow it to use the metal it had on hand, which it estimated at approximately six months’ supply. By early June, the War Production Board gave the company permission to continue manufacturing lures during the month, and throughout the summer it granted temporary extensions that allowed Creek Chub to continue production, albeit at a much reduced rate. On January 28, 1943, the Garrett Clipper noted that Creek Chub employed thirty people, two to three times less than it had before the war. Employment decreased again slightly the following year, but the company remained open, using the limited materials it had on hand to produce lures.

Popular Mechanics, May 1962, p. 204. Courtesy Google Books.

By January 1945, employment began to increase as more materials became available and in September 1945, Creek Chub received its first shipment of steel hooks from Norway since the beginning of the war. Business was slowly getting back on track. Wanted ads for female employees began populating the local newspaper’s pages once again as the company sought additional employees to meet production goals and fill the backlog of orders that had accumulated during the war. By late December 1946, Creek Chub announced that it had leased a hotel building in nearby Ashley, north of Garrett, and it soon established a branch factory there to expand operations. The added facilities allowed business to double from 1947 to 1948, and within the next two years the company caught up on its backlog of orders.

Courtesy Russell Lewis, Classic Fishing Lures: Identification and Price Guide, 2005, page 38, via Google Books.

Creek Chub continued to look for ways to improve and diversify its product line in the 1950s and 1960s. This included entering the plastic bait field, developing new saltwater lures, and offering new color combinations. The company’s future looked bright, but by the late 1970s declining sales and questions regarding future leadership of the company began to weigh on Creek Chub.

[Muncie] Star Press, April 6, 1979. Courtesy Newspaper.com.
On December 24, 1978, the Des Moines [Iowa] Register reported that Lazy Ike Corp. of Des Moines had purchased the Creek Chub Bait Company. Reporter Bob Barnet confirmed the sale in the [Muncie] Star Press in April 1979, writing “. . . Hoosier-owned Creek Chub Bait Co., one of the nation’s oldest and most respected manufacturers of artificial lures, has been sold.” Lazy Ike, which was also in the lure industry, would continue to manufacture and market Creek Chub lures.

[Des Moines] Register, September 16, 1979. Courtesy Newspapers.com.
Unfortunately, within just a few months of the purchase, Lazy Ike filed for Chapter 11 bankruptcy. Dura-Pak Corp. of South Sioux City, Nebraska acquired Lazy Ike Corp. and another fishing tackle manufacturer out of Vancouver, Washington in the early 1980s. Today, PRADCO owns the Creek Chub name.

Although the company closed in the late 1970s, Creek Chub lures continue to remain popular among collectors, a testament to their enduring quality.

Courtesy Traces of Indiana and Midwestern History (Summer 2002), page 20.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

David Kilgore, author’s personal collection.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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image of Forging the Bee Line Railroad book cover