Business & Labor – Page 7 – The Indiana History Blog

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

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

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

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

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

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

Midwest Railroads Map, circa 1860, showing the Madison and Indianapolis [M&I], Terre Haute and Richmond [TH&R], and component roads of the Bee Line: Cleveland, Columbus and Cincinnati [CC&C]; Bellefontaine and Indiana [B&I]; Indianapolis and Bellefontaine [I&B], courtesy of Erin Greb Cartography.

A Cleveland Clique of connected businessmen, politicians and railroad investors had already struck gold of their own. The opening of the Midwest’s first regional railroad in 1851 between Cleveland and Columbus – the Cleveland, Columbus and Cincinnati Railroad [CC&C] – had proved to be successful beyond their most optimistic expectations. They began to consider expanding their reach, not by building, but by buying or controlling the purse strings of other roads headed west . . . to Cincinnati, Indianapolis . . . and St. Louis.

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

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

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

Railroads west from Indiana, including the Terre Haute and Richmond [TH&R], Ohio and Mississippi [O&M], Mississippi and Atlantic [M&A], and St. Louis, Alton and Terre Haute [StLA&TH], courtesy of Erin Greb Cartography.

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

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

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

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

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

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

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

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

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

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

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

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

image of The Madison and Indianapolis Railroad [M&I] and involved roads: the Peru and Indianapolis Railroad [P&I], extending north from Indianapolis, and the Mississippi and Atlantic Railroad [M&A], extending west to St. Louis. Terre Haute and Richmond [TH&R] — The Madison and Indianapolis Railroad [M&I] and involved roads: the Peru and Indianapolis Railroad [P&I], extending north from Indianapolis, and the Mississippi and Atlantic Railroad [M&A], extending west to St. Louis. Terre Haute and Richmond [TH&R] also shown, courtesy of Erin Greb Cartography.

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

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

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

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

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

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

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

The Bee Line Railroad Financing Dilemma: Loss of Local Control

Indianapolis and Bellefontaine Railroad 1853 advertisement-schedule — Indianapolis & Bellefontaine RR train schedule, printed in Calvin Fletcher’s diary, courtesy of the Indiana Historical Society.

See Part I to learn about the origins of the Bee Line and the men who brought it to life.

The Bee Line Railroad almost never was. At the dawn of the Midwest railroad era Hoosiers were slow to embrace what became the technological marvel of the 19th century. Dependent on state funds or newly emerging Wall Street for cash, initial railroad financing prospects looked dim. Instead, canals were the preferred method of transportation in the mind of the public.

The State of Indiana began planning for a litany of “internal improvements” from its inception in 1816. In his 1827 message to the General Assembly, Governor James B. Ray (1825-1831) admonished the legislators, noting that railways could convey “equal burdens to any that can be transported on a Canal . . . and with double the velocity.” However, at the time, the legislature was not moved by his argument.

Indiana Governor James B Ray and Wall Street financier James F. D. Lanier — (L) Governor James B. Ray, courtesy of the Indiana Historical Society (R) James F. D. Lanier, Sketch of the Life of J. F. D. Lanier (self-published, 1877).

Finally, as interest in railroads began to percolate by 1832, legislators approved charters for eight – including the Madison, Indianapolis and Lafayette Rail-Road Company. Prominent among its board members was Madison banker James F. D. Lanier, destined to become the leading Wall Street financier of virtually all Midwest railroad era lines during the mania of the 1850s, including the Bee Line.

More than thirty Indiana railroads were chartered between 1832 and 1838. Nonetheless, attempts to lure private capital via stock subscriptions fizzled. Only a mile and a quarter of experimental track had been laid near Shelbyville by the end of the decade.

Madison and Indianapolis Rail Road 1850 Annual Report Cover — Annual Report Cover, Madison and Indianapolis Rail Road Company, 1850, courtesy of the Indiana State Library.

Indiana’s infatuation with canals was reflected in the Mammoth Internal Improvements Act of 1836, which appropriated one-sixth of the state’s wealth for the effort. Of eight state projects funded, only one was for a railroad – what became Indiana’s first: the Madison and Indianapolis Railroad [M&I].

Much of the debt to fund these efforts was taken up by the financial barons and financiers of Europe. Rolling mills and metal fabricators in the United Kingdom (UK) were then seeking new markets for their locomotive and rolled rail products. American manufacturers capable of producing such articles were only just beginning, as the Industrial Revolution reached its peak in Europe a full generation before doing so in the U.S. It became a mutually dependent relationship through the 1850s: English products for American dollars.

By the early 1840s Indiana’s failed internal improvements push had become obvious. The state called on Lanier to extricate it from near financial ruin. Before Lanier sailed to Europe in 1847 to negotiate Indiana’s financial exit plan, it had already jettisoned its canal and railroad holdings.

Beyond his success ensuring the state’s survival, Lanier returned from Europe with the confidence of the barons of Continental and English finance. Since the UK was America’s primary source for finished iron rails until the Civil War, the importance of such developed trust was pivotal. These relationships became the cornerstone of Lanier’s success as the Midwest’s preeminent member of Wall Street’s new financial sector: investment banking.

Wall Street Investment House floor circa 1865 — Wall Street Investment House, circa 1865.

As part of its privatizing move in 1842, the Indiana legislature had authorized the M&I to borrow money and issue bonds to complete the line to Indianapolis not later than 1848. In his role on the M&I’s reconstituted board, Lanier orchestrated placement of $50,000 (in 1845) and $100,000 (in 1846) of private bonds through the Wall Street firm which would soon bear his name: Winslow, Perkins & Co.

With funds in hand, the M&I finished the final fifty-six miles of track to Indianapolis by October 1847, at a cost of $628,000. Daniel Yandes, subsequently the Indianapolis and Bellefontaine Railroad’s primary stockholder, had won a bid to construct ten miles of the road. The whole task was finished nearly a year before its targeted completion date. In comparison, as a state-run company, it had taken seven years and over $1.5 million to lay the line’s first twenty-eight miles.

The M&I’s Wall Street firm of Winslow, Perkins & Co. began to weigh in on the railroad’s managerial approach after suffusing it with cash. It foretold the more active role financiers would take in operational decision-making of businesses they were funding. To that end, a new president arrived at the M&I in August 1848: John Brough of Ohio, whose life would revolve around the Bee Line railroad.

John Brough image — John Brough. Courtesy of the Ohio History Connection.

Brough had been a youthful and powerful member of Ohio’s legislature. As a freshman legislator at the age of 26, he chaired the Committee on Banks and Currency. Subsequently he was chosen the state’s auditor, a position he held until 1845. Brough had come to Madison, Indiana from Cincinnati, after a three year stint with his brother running the emerging Cincinnati Enquirer newspaper.

By the time Brough issued his first report to shareholders in January 1849, the newly christened Wall Street financial firm of Winslow, Lanier & Co. held more than $92,000 of M&I cash equivalents. Both Merssrs. Winslow and Lanier held positions on the board of directors.

Wall Street was fast becoming the financial clearinghouse for matching Eastern Seaboard and European investors with Midwest railroad securities. A new class of private bankers arose, backed by European firms, which began to serve as investment middlemen. These newly coined “investment bankers” evaluated the quality of securities, served as investment advisers to individuals with surplus capital, acted as financial agents for the railroads, and frequently took investment positions themselves. They also allocated investment capital among the many railroads seeking cash infusions.

Map of Midwest Railroads, with Madison and Indianapolis, Indianapolis and Bellefontaine, Bellefontaine and Indiana, and Cleveland, Columbus and Cincinnati railroads annotated in color — Map of Midwest Railroads, with the Madison and Indianapolis [M&I], and Bee Line component lines: Indianapolis and Bellefontaine [I&B], Bellefontaine and Indiana [B&I], and Cleveland, Columbus and Cincinnati [CC&C] annotated in color. Courtesy of Erin Greb Cartography.

Initially, Brough developed a strategy to build, invest in, or otherwise secure favorable operating agreements with a planned web of railroads radiating from Indianapolis. And invest he did. The M&I, Brough reasoned, would gather agricultural goods from the southern two-thirds of Indiana and funnel them via Indianapolis to Madison for transport on the Ohio River.

To assure its dominant position, Brough used his politically powerful board to block a railroad charter for a rail line headed from Indianapolis toward Cincinnati (Lawrenceburg). He also rejiggered timetables to prevent convenient connections over a newly chartered branch line extending toward Louisville (Jeffersonville) from Columbus, Indiana.

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

David Kilgore, director of the 1848-chartered Indianapolis and Bellefontaine Railroad [I&B] – first leg of the Bee Line extending from Indianapolis to the Ohio state line – noted Brough’s aggressive, anti-competitive tactics: “now they would put their feet upon the neck of competition . . . And why? . . . Rival interests are springing up at other points, and if they can be crippled, so much the better for this city [Indianapolis] and Madison.” It would not be long, however, before Brough would prove unable to stem the tide of competition.

Brough’s involvement planning Indianapolis’ Union Station in the early 1850s, with M&I’s investment in the Indianapolis Union Railway Company, yielded insights about the financial health and intentions of other lines terminating there. Unfortunately for him, in 1851 Indiana’s new constitution was adopted, including a mandate to craft general incorporation laws. No longer would special charters be required to form new railroads. It signaled the end of the M&I’s political agility to stifle competition.

Indianapolis Union Station image circa 1906 — Indianapolis Union Station, circa 1906, courtesy of the Indiana Historical Society.

As a result, Brough shifted strategies. He now sought to make two of the newborn and financially anemic lines dependent on the M&I. Brough would set his sights on the Indianapolis and Bellefontaine, building northeast from Indianapolis. It was already making plans to connect with roads angling to another key center of economic growth: Cleveland. And with the help of Lanier and his Wall Street firm, the lure would prove to be almost irresistible.

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

To the surprise of investors, as well as the Indianapolis and Bellefontaine’s board, costs of funding construction and operation of the new railroad had been grossly underestimated. Without access to substantial credit facilities, motive power equipment, rolling stock, iron rails and operating personnel, the I&B was going nowhere. There to “help” was Brough and Winslow, Lanier & Co.

The M&I, as orchestrated by Brough, guaranteed newly issued I&B bonds that Lanier had floated. Now, it could purchase the M&I’s surplus iron rails, and lease its motive power and rolling stock equipment. The basis of the bargain was a lucrative five-year operating agreement, which commenced in 1850. The M&I would not only supply all personnel, but also collect and distribute ticket and freight receipts, paying itself from the proceeds it handled.

Whose railroad was it anyway? By the time the I&B started partial service between Indianapolis and Pendleton in 1851, the railroad was the Indianapolis and Bellefontaine in name only. It was all as Brough had planned.

image of Henry B Payne, president of Cleveland, Columbus and Cincinnati Railroad 1851-1854 — Henry B Payne, courtesy of the Library of Congress.

There was another important aspect of the new line’s financial health. By 1853, when the I&B commenced service all the way to Union, the dominant regional player – the Cleveland, Columbus and Cincinnati Railroad [CC&C] through its president Henry B. Payne – had loaned the I&B and its sister Bellefontaine and Indiana line in Ohio a combined sum of over $100,000.

Thus, no sooner had the smaller combined Bellefontaine lines, now known collectively as the Bee Line, begun full service than they began to lose a grasp on their own destiny. Pulling the financial strings were John Brough, James F. D. Lanier, and a Cleveland Clique of businessmen and bankers headed by Henry B. Payne, then at the controls of the CC&C. The resulting tug of war between the Cleveland Clique and Hoosier Partisans for control of the Bee Line would continue throughout the 1850s.

Map of the Madison and Indianapolis, Indianapolis and Bellefontaine, Mississippi and Atlantic, Terre Haute and Richmond railroads annotated — Map of the Madison and Indianapolis [M&I] and involved lines: Indianapolis and Bellefonatine [I&B] and Mississippi and Atlantic [M&A] annotated in color, as well as the Terre Haute and Richmond [TH&R]. Courtesy of Erin Greb Cartography.

But Henry Payne and the Cleveland Clique had other aspirations as well. Controlling rail lines all the way to St. Louis would cement its dominant role among Midwest railroads. And John Brough, recognizing the need for the M&I to control other railroads heading to more viable destinations, had – with the help of James Lanier – already turned his gaze to St. Louis.

Check back for Part III to learn more about John Brough and the Cleveland Clique’s pivotal play to reach St. Louis, as well as the resulting impact on the Bee Line and its Hoosier Partisans.

Continue reading “The Bee Line Railroad Financing Dilemma: Loss of Local Control”

Norman Norell: Dean of American Fashion

Norman Norell with models wearing Traina-Norell designs from his spring/summer 1949 collection. Image courtesy of New School Archives and Special Collections Digital Archives.

During his 50 year career, Norman Norell crafted beautiful costumes, worked under war-time limitations, resisted pressure to substitute quality for quantity, and worked to bring the NYC fashion houses on Seventh Avenue on par with those of Paris. During his time in the industry, Norell managed to escape the pomp and circumstance of New York City and is remembered for leading a simple, “moral” life in the often cutthroat world of high-class fashion design.

Norman Norell was born Norman David Levinson on April 20, 1900 in Noblesville, Indiana. His father, Harry, owned and operated a men’s clothing store in the town and this is undoubtedly where he developed an eye for fashion. Harry soon opened a men’s hat store in Indianapolis, and in 1905 moved the family to the city once the business experienced success. Norman completed high school in Indianapolis then moved to New York to begin his fashion education at Parsons Institute. At 19, he began attending the Pratt Institute, where he studied drawing and fashion illustration. It was here that he combined the first syllable of his first name with the “l” sound of the beginning of his last name and adopted the name Norell.

Gloria Swanson in “Zaza.” Norman Norell designed the costumes for Swanson in this 1939 silent film. Photo courtesy of “Glorious Gloria Swanson.”

His early years in the fashion industry were spent designing costumes. He designed for a variety of projects, including silent film, burlesque, vaudeville, and nightclub acts. Norell costumed Rudolph Valentino in The Sainted Devil and Gloria Swanson in Zaza, but soon shifted his focus to women’s apparel. In 1928 he began a 12 year stint working for Hattie Carnegie. While a “fierce perfectionist . . . brilliant in her own way,” her process was considered fairly unoriginal – she bought pieces from Parisian couturiers, pulled them apart in New York, and turned them into more affordable clothes for her American clientele. Original or not, working with Carnegie gave Norell invaluable experience by visiting the Paris fashion houses and allowed him to fully understand the construction of women’s clothing. After a falling out with Carnegie over his designs for the Broadway production Lady in the Dark, Norell left and joined forces with Anthony Traina to form Traina-Norell in 1941.

Although he was a salaried employee of Traina, Norell was the designer of the company and as such was making waves in the fashion world. Bonwit Teller said of the new fashion house in the October 1941 edition of VOGUE, “The House of Traina-Norell comes on the season like an electrical storm. Its designer, young Mr. Norell, creates a collection so alive that everyone’s talking.” Just two months after that article ran, the United States’ entry into World War II changed nearly every industry in America, including fashion.

Cover of January 1942 edition of VOGUE. This, their first issue after US entry into WWII, addressed the changes fashion experienced due to the war. Image: Mason, Meghann, “The impact of World War II on women’s fashion in the United States and Britain” master’s thesis, University of Nevada, Las Vegas, 2011.

Up until this point in the 20th century, women’s clothing styles changed at a faster pace than ever before. Silhouettes changed entirely about every 10 years, much more quickly than in previous eras. Wartime restrictions stopped this fast progress in its tracks. On March 8, 1942 the War Production Board issued limitation order number 85, or L-85, which set rules for the production of women’s clothing. Manufacturers were banned from making blouses with hoods, blouses with more than one pocket, coats with epaulets, coats with sleeve circumference larger than 16 ½ inches, and reversible skirts. All of these measures reduced the use of material used for clothing production. Hems, which for the previous years had been widening from the sleek, narrow skirts of the 1920s, were reduced from 81 inches to 78 inches. These restrictions challenged American fashion designers, one which Norman Norell met.

Norman Norell design “Subway” from the 1942 Traina-Norell collection. This piece is an example of Norell’s war time work, with the simple neck and sleek, waist-less design he helped popularize. Image courtesy of Metropolitan Museum of Art.

Drawing inspiration from his favorite era of fashion, the 1920s, Norell introduced the chemise dress, or shirt dress in 1942. This design featured a simple round neckline, a departure from the “fussy” necklines of the time. The simplicity of this trend worked well within the restrictions imposed by L-85, and chemise dresses, along with a fur-trimmed trench coat, became the staple of the Traina-Norell label.

World War II cut American designers off from their long time inspirational lifeline of the Paris fashion houses. Until this point, American designers took their lead almost exclusively from Paris (recall Hattie Carnegie’s method of deconstructing Parisian pieces previously discussed). In 1942, Coty, Inc. introduced the Coty American Fashion Critic’s Awards to address this issue by promoting original American fashion design during the war. Fashion editor Bernadine Morris later wrote, “What Norman Norell had accomplished in the first collection was to give American fashion – producers and wearers alike – a freedom from dependence on foreign sources of inspiration. The American industry felt it could set its own directions, its own styles.”

Norell never compromised on quality; oftentimes, a single suit jacket would take a week to stitch. This quality came with a price tag, though. One article said, “Women purchasing a Traina-Norell garment were buying, at great cost, an American-made status symbol that would likely remain in their closets for decades.” The prices for a Traina-Norell piece ranged from $500 for a simple jersey dress to upwards of $4,000 for an evening gown.

The Traina-Norell brand continued to set trends throughout it’s nearly twenty year existence. Oftentimes, competitors would copy his designs and sell them for much less. This was so common that the year before he introduced his revolutionary wool culottes suit, he offered the pattern to any manufacturer who wanted it in order to prevent the manufacture of inferior versions of the design. One of his signature evening looks, the “mermaid dress” would not look out-of-place at a gala today. Other signature designs of Norell included the 1961 wide-flaring skirt, impeccably designed coats, the evening jumpsuit, and sweater topped dresses.

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In 1960, Anthony Traina retired, and Norell began his solo career with the Norell fashion house. Although the name of the brand had changed, the reputation for high quality, long-lasting clothing stayed the same. During his career, Norell won the Coty award three times and was inducted into the Coty Hall of Fame. When the Coty Awards were discontinued in 1985, Coty’s parent company said it was because they had achieved their goal of bringing American fashion houses to the same level of those in Paris, and there’s little doubt that Norell played a big role in that.

Former First Lady, Michelle Obama, wearing a Norman Norell dress in 2010.

Norman Norell became known as the dean of American Fashion and was active in the industry up until his death on October 25, 1972, just before a retrospective exhibit of his work was to open at The Metropolitan Museum of Art in New York City. Even today, Norell pieces are highly sought after and sell for high prices in vintage clothing shops. In December 2010, former First Lady Michelle Obama wore a vintage Norell dress at a White House Christmas party, one of the few times a first lady has worn a vintage piece at an official White House event.

View over 200 Traina-Norell and Norell pieces on the Metropolitan Museum of Art’s website.

Mary Ann Martin: A Northern Indiana Boat Master

Abandoned boat on the Wabash and Erie Canal, circa 1877, courtesy of Huntington City-Township Public Library, accessed Indiana Memory.

Mary Ann Hassett was born in Ireland’s Tipperary County on May 1, 1842, and at the age of four emigrated to Cincinnati, Ohio. Her husband to be, Patrick Henry Martin, was born in 1840 in Cincinnati and in 1858 the two were joined in marriage at Franklin, Ohio.

After the Civil War broke out Patrick Martin enlisted in the Union army as a private on May 2, 1864, serving with Ohio Company E, 146^th Infantry Regiment. He returned to Ohio, where he went canalling between Dayton, Ohio, running on the Miami & Erie Canal to its connection with the Wabash & Erie at Junction, Ohio on the Wabash & Erie. Eventually, he operated two boats, landing at ports between Toledo, Ohio, Lafayette, Indiana, and below.

Canal boat crews were usually described as a five-man team: captain, two steersmen, a driver for the horses or mules and a man or occasionally a woman to do the cooking. Captains were typically men who had to deal with rough and tumble boat hands. Nothing was motorized, including the boat towed by animals, and work on board was done by hand. It meant navigating past oncoming boats and moving through locks, where movement rules were mostly ignored in favor of a boat crew who fought with fists and clubs to determine who got first passage.

License to run a Canal Boat, issued to Mary Ann Martin, courtesy of the Miami County Historical Society.

After Patrick died in 1871, his wife Mary Ann operated the boats during the last years of the old waterway. In 1874, the courts ordered the canal closed, and by 1876 a group of investors, with rail interests in mind, purchased the route from Lafayette to the Ohio state line. However, before the canal-era ended, Mary Ann was issued a license to operate the canal boat John Jay with its sixty-two plus tonnage rating, its plain head and square stern, measuring seventy-eight feet long and thirteen feet wide on the Wabash & Erie Canal. A rather typical canal vessel, since these long narrow crafts had to be maneuvered into and out of lifting locks, which were constructed on a standard inside measurement of ninety feet long by fifteen feet wide chamber.

Other than having to deal with tough crewmen, Mrs. Martin was responsible for all manner of boat master duties, including the accounting of cargoes and passengers at toll stations in northern Indiana, located at Fort Wayne, Lagro, Logansport and Lafayette.

Wabash Erie Canal, Mary's River Aqueduct, ice damage, 1885-1890. — Wabash Erie Canal: remains of St. Mary’s River Aqueduct after ice damage. ca. 1885-1890, courtesy of Allen County Community Album, accessed Indiana Memory.

During those final years, neighbors along the canal had tired of the ditch, blaming the canal for all sorts of issues-real or imagined. Among those accusations were fever emanating from canal water, occasional inadequate water supply, decaying structures, overwhelming debt, crop-field flooding, the inconvenience of roadways interrupted by canal waters, as well as a growing public favor for ever-improving railroad technology.

Unsurprisingly, one night a disgruntled citizen cut a ditch through the canal towpath. That meant the water in the canal channel between the lift locks drained away, putting a stop to navigation. Such vandalism caused Martin to lose her two boats– one at the Carrollton lock near Delphi and another at Logansport. After a career as a canal boat master, Mary Ann Hassett Martin died in September 1914 at the age of seventy-two and was laid to rest beside her husband Patrick in the Catholic Cemetery at Logansport, Indiana.

The Bee Line Railroad: At the Dawn of the Midwest Railroad Era

Bee Line Train, Bellefontaine Railway 1864 — A Bee Line Train; Bellefontaine Railway 1864 Annual Report Cover. Courtesy of the Indiana State Library.

On May 11, 1848, as the Midwest railroad era dawned, Connersville-based former Indiana Congressman and Senator Oliver H. Smith took to the podium in Indianapolis: “The time has now come when central Indiana has to decide whether the immense travel, emigration, and business of the west should pass round or go through central Indiana…and not force them round by either Cincinnati on the east, or Chicago on the north.”

Smith, who had also sponsored a bill to extend the National Road through Indiana during his Congressional term in 1828, foresaw the potential economic synergies in linking Midwest railroads from the heartland with East Coast markets. Now, its citizens would need to make the financial investment to make it happen. And the mechanism to ignite this explosive rush was not a rutted path or canal, but a new form of transportation in the Midwest: a railroad. It would be among Indiana’s first.

By July, Smith had tallied the necessary stock purchase commitments or “subscriptions” to incorporate the railroad destined to link Indianapolis to Cleveland on one end, and to St. Louis on the other. In legal terms, it was called The Indianapolis and Bellefontaine Railroad [I&B], extending 83 miles northeast from Indianapolis to an undefined location in the wilderness along the Ohio state line.

Soon, it connected with two others Ohio railroads to reach Cleveland – one with a confusingly similar name: The Bellefontaine and Indiana Railroad [B&I]. The other was already the regional powerhouse that soon financed, controlled and finally swallowed the other two: The Cleveland, Columbus and Cincinnati Railroad [CC&C]. But to the traveling public the complete or partial string of railroads linking these economic centers became known as the Bee Line – like a bumblebee’s nearly straight-line path between these two cities.

Route of the Bee Line Railroad, circa 1860. Courtesy of Erin Greb Cartography.

The pedigree of Smith’s first board of directors read like a Who’s Who of eastern Indiana politicians and business leaders. Because the bulk of initial stock subscriptions came from county boards through which the line would pass, representatives from Marion, Hancock, Madison, Delaware and Randolph counties populated the first board. Many were closely affiliated with Oliver Smith in terms of shared political and legal careers – such as Jeremiah Smith of Randolph County and David Kilgore of Delaware County.

Indianapolis & Bellefontaine Railroad route, circa 1855 — Route of the Indianapolis & Bellefontaine Railroad, circa 1855. Reprinted from Map of Indiana. New York: J. H. Colton & Co., 1855. Courtesy of Ball State University Libraries, GIS Research and Map Collection (annotated by Erin Greb Cartography).

The two Smiths had met in the mid 1820s when both served as state and county prosecuting attorneys. Oliver appointed Jeremiah to chair the Indianapolis and Bellefontaine’s committee to locate its eastern terminus somewhere along the Ohio state line. Once determined, the Smiths moved quickly to capitalize on their insider information. They purchased the land and platted what shortly became known as Union – today’s Union City. Jeremiah in particular would profit handsomely, as Union became a key Midwest railroad junction town by the mid 1850s.

And because early railroad companies did not allow locomotives or rail cars to travel beyond their geographic/corporate boundaries, Union bustled with activity. Oliver Smith rationalized that the avoidance of potential accidents and repairs to cars sent out of state “would more than counter balance any inconvenience growing out of transfers at the State Line, from one line to another.” One can only guess the passengers’ reaction to this rationale, as they were often forced to stay overnight at Union’s Branham House hotel awaiting an onward train.

Oliver and Jeremiah Smith — (L) Oliver H. Smith. Courtesy of the Indiana Historical Society. (R) Jeremiah Smith. Courtesy of the Preservation Society of Union City.

David Kilgore, on the other hand, had been active with Oliver Smith in Indiana Whig politics. They often served as lawyers on the same case, and grew close as Smith purchased the land and platted Kilgore’s Yorktown hometown in 1837. Kilgore owned a parcel adjacent to Yorktown as well as a sizeable farm on the Indianapolis Road between Yorktown and Daleville. Conveniently, the Bee Line would slice through both parcels of Kilgore’s land – not to mention curving through Smith’s Yorktown.

As prominent editor Henry V. Poor of the nationally renowned American Railroad Journal spouted about the route of the Bee Line: “the road undoubtedly should have been constructed on a direct line between Indianapolis and Union…why did he not take this line for the Bellefontaine road? Because he owned some property at Yorktown or Muncietown and curved the road to promote his private interests.” Railroading was about more than just railroading.

Daniel Yandes. Courtesy of the Indiana Historical Society.

The opportunities for personal gain abounded in building the railroad as well. Nearly all of the directors gained lucrative contracts to supply ties for long stretches of the route, for building depots, and representing the Bee Line in right-of-way disputes. Then, as funding grew thin, Indianapolis entrepreneur Daniel Yandes and banker Alfred Harrison teamed up to finance and complete construction of the route from Chesterfield to Union – essentially taking stock and board control of Smith’s railroad even before the first train reached Union in 1853.

Oliver Smith’s eagerness to cut lucrative side business deals connected to the Bee Line ultimately proved to be his undoing. In 1853, Indianapolis led the country by constructing the nation’s first “Union Station“. Remarkably, until then, different railroads terminating in the same metropolitan center did not share a common station or depot. They would often be miles apart from each other. While good for local transportation companies, warehouses and hotels, it made little long-term business sense. Although the Indianapolis and Bellefontaine’s depot in the northeast corner of Indianapolis was the outlier among all others, Smith refused to place a machine or repair shop facility closer to Union Station.

Indianapolis Depots map, 1852 — Indianapolis Depots Map, from SD King Map of Indiana, 1852. Courtesy of the Library of Congress (annotated by Erin Greb Cartography).

Calvin Fletcher, the highly-regarded Indianapolis civic leader and banker through whose land the Bee Line passed – and who assumed a board position in mid 1852 – took note of Smith’s rationale for resistance. Recounting the board issue in his diary, Fletcher observed: “The subject of removal of the Depo [sic] now built on the North East part of the town would be adjitated [sic]. This I knew would be extremely offensive to Mr. O.H. Smith…as he was, as I supposed, connected with Billy Young in the property in its vicinity.”

Smith was still laboring under the misimpression that his authority was all but absolute. He had clearly dismissed the board power shift that occurred the year before when Daniel Yandes and Alfred Harrison struck a stock payout deal to complete building the road to Union. The emerging Hoosier Partisans power group which grew to include Calvin Fletcher – whose board election they orchestrated – and David Kilgore, however, relegated Smith to the sidelines. By the Spring of 1853 they accepted his resignation from the board of the railroad he had toiled to bring to life.

As was typical of early Midwest railroad boards, the Bee Line far underestimated the amount of capital required to bring such a massive undertaking to life. For early Midwest businessmen, financing and operating such large corporate organizations were matters of first impression. And with hard cash virtually non-existent, individuals could commit to purchase stock by pledging labor, materials or land. Such arrangements often left the railroad cash poor and unable to meet its obligations. County governments, with pushback from both its citizens and Indiana’s governor, had reached their limit as well.

Bee Line, Indianapolis, Madison, Railroad — Map of the Indiana portion of the Bee Line, and the Madison and Indianapolis Railroad circa 1860. Courtesy of Erin Greb Cartogarphy.

Fortunately for the Indianapolis and Bellefontaine and Indiana’s first railroad, the Madison and Indianapolis Railroad [M&I] (completed in 1847), their pressing mutual financial problems would be the solution for each. The M&I had a supply of unused rails, underutilized equipment, and a solid credit position – courtesy of its earlier birth as a state-run and funded railroad. But it was slowly diminishing in importance as its route to Indiana’s Ohio River port city of Madison could not rival the well establish and larger commercial cities just up and down river – Cincinnati and Louisville. And the situation became more acute when Indiana’s legislature allowed any group of individuals able to raise $50,000 to build a railroad to anywhere in the state without a special charter. Those headed toward Cincinnati and Louisville were at the top of the list.

On the other hand, the I&B possessed an enviable route pointed toward Cleveland and ultimately the East Coast. However, it needed the credit to which the M&I had access – not to mention rails to finish its construction, and equipment and operating personnel to actually run the line. It appeared to be a ‘win-win’ for both. M&I’s President, John Brough, saw this opportunity and capitalized on the situation.

By the time the Bee Line’s first segment, the I&B, opened between Indianapolis and Pendleton in 1851, Brough’s M&I would be supplying rolling stock and operating personnel as well as financial backing. It would not come without a cost. The balance of his life and career would be closely tied to the Bee Line. However, this new relationship also signaled the beginning of a love-hate affair between Brough and the Hoosier Partisans.

Check back for Part II to learn more about John Brough’s career and relationship with the Bee Line, and the financier behind the growth of Midwest railroads: Indiana’s James F. D. Lanier.

Continue reading “The Bee Line Railroad: At the Dawn of the Midwest Railroad Era”

Flocks that Darken the Heavens: The Passenger Pigeon in Indiana

Julian Pender Hume, cover Extinct Birds, accessed Errol Fuller, The Passenger Pigeon, pg. 74.

One day in rural Monroe County, Indiana during the 1870s, 10-year-old Walter Rader witnessed an astonishing natural phenomenon: passenger pigeons had gathered at his family farm “by the millions.” As the birds descended on the farm, they blocked out “almost the entire visible area of sky.” He remembered that so many pigeons roosted in the trees surrounding the farm at night “that their weight would often break large limbs from the trees.” The crash rang so loudly he could hear it clearly inside his house.

John James Audubon’s painting of the male and female passenger pigeon, accessed Wikimedia. To see a 3D view of a passenger pigeon, visit the Smithsonian’s webpage.

Children in the 1870s became the last generation to witness such unbelievable flights of passenger pigeons. When the Indianapolis Star shared Rader’s memories in 1934, the passenger pigeon had been extinct already for twenty years, though it had reigned as North America’s most abundant bird since the 16^th century. Passenger pigeons, once so numerous that they could disrupt natural landscapes, impact the nation’s economy, and shape American social life and cuisine, became a rarity by 1900. At their disappearance, some theorized that all the pigeons had drowned in the Gulf of Mexico, flew across the Pacific to Asia, or succumbed to some mysterious disease. What happened? How could a bird so populous that it darkened the sky be reduced to none in mere decades?

The passenger pigeon had a long history of striking awe in mere humans. Its large flocks astonished early European settlers and visitors. Ralphe Humor described the wild pigeons he saw in Virginia in 1615 as

beyond number or imagination, my selfe have seene three or four hours together flockes in the aire, so thicke that even they have shadowed the skie from us.

Portrait of John James Audubon by John Syme, White House Historical Association, accessed Wikimedia.

Even early ornithologists could not believe the amounts of passenger pigeons they witnessed. John James Audubon, one of the most prominent early North American naturalists, encountered such a large flight of passenger pigeons along the Ohio River in Kentucky that he was “struck with amazement.” He recalled the “air was literally filled with Pigeons; the light of noon-day was obscured as by an eclipse, the dung fell in spots, not unlike melting flakes of snow.” Despite the excrement, he decided to try to count all the pigeons that flew overhead, as any dedicated ornithologist would. He pulled out a pencil and paper and made a dot on the page for every flock that passed by. Audubon gave up after about twenty minutes, as the sky overhead was still inundated with pigeons. He counted 163 dots on the page. He later calculated that he saw well over one billion pigeons that day.

According to historian Joel Greenberg, “Nothing in the human record suggests that there was ever another bird like the passenger pigeon.” Estimations indicate three to five billion passenger pigeons inhabited North America from the 1500s through the early 1800s, constituting 25-40% of the continent’s total bird population. The passenger pigeon often traveled in huge flocks and left undeniable marks on the landscapes they inhabited. They formed roosts (resting sites) and nests for breeding in trees spread across miles. Their collective weight broke branches and sometimes toppled trees. When the pigeons finally left, it sometimes looked like tornado had swept across the land.

Passenger pigeon range, accessed birdwatchingdaily.com

The bird only lived in North America, generally east of the Rocky Mountains, between the Hudson Bay and the Gulf of Mexico. Passenger Pigeons, always on the move in their search for enough food to feed their massive flocks, generally flew north in the spring and south in the fall. Indiana falls smack dab in the middle of the passenger pigeon’s range and migration path. William Hebert wrote one of the earliest extant records of the pigeon in Indiana. In 1823, while he visited Harmony, he saw “astonishing flights of pigeons” and millions congregated in the nearby woods. Since pigeons upon pigeons inhabited each tree, no guns were even necessary to hunt them. Parties of people went into the forest at night, armed with poles, and simply knocked armloads of pigeons off the trees.

During the 18^th and 19^th century, Americans put their lives on hold when pigeons came to town. The bewildering sight of pigeons upon pigeons as far as the eye could see attracted amazed onlookers. The influx of pigeons became a free, relatively easy source of food that required little skill to capture or kill. Since pigeons often traveled and nested in such high concentrations, it was almost impossible to miss shooting a bird (or two) with a rifle or capture huge numbers with a net. Naturalist Bénédict Henry Révoil witnessed pigeon fever strike Hartford, Kentucky in 1847. He attested that for three days “the population never laid aside their weapons. All—men and children—had a double barreled gun or rifle in their hands,” waiting for the right moment to shoot through the thick cloud of pigeons flying above them. “In the evening the conversation of everybody turned upon pigeons . . . For three days nothing was eaten but boiled, or broiled, or stewed, or baked pigeons.”

Drawing of a passenger pigeon shoot in Northern Louisiana by Smith Bennett, c. 1875, accessed Wikimedia.

Indiana newspapers often updated Hoosiers on the comings and goings of passenger pigeons in the state. In 1850, an enormous pigeon roost formed near Lafayette, Indiana. According to newspaper reports, four men went to the roost to hunt and returned to town with 598 pigeons. The Indiana State Sentinel encouraged others to head to the roost because “the pigeons are unusually fat and most excellent eating.” In 1854, another roost ten miles long by five miles wide near Brookville, Indiana attracted persons “coming many miles to enjoy the sport.” An Indiana Herald journalist reported that:

the roar of their wings on arriving and departing from the roost is tremendous and the flocks, during the flight, darken the heavens. The ground is covered to the depth of several inches with their manure. Thousands [of pigeons] are killed by casualties from breaking limbs of trees.

Yet, the Indiana American assured readers to come to the roost as “There are pigeons enough for all.”

Example of pigeon updates in the Marshall County Republican [Plymouth, Indiana], September 10, 1857, pg. 3, accessed *Hoosier State Chronicles.*

Pigeon flocks that blocked the sun and toppled trees supported many Americans’ belief that their nation supplied an endless bounty of natural resources. No matter man’s actions, there would always be an inexhaustible amount of pigeons. Though the concept sounds a bit irrational today, historian Jennifer Price notes in her book Flight Maps that 18^th- and early 19^th-century Americans would probably have to stretch their own imaginations to envision our landscape as it now exists, crisscrossed with highways, dotted with skyscrapers, and cleared for agriculture. Most European settlers came from nations that had been over-hunted for centuries, so the incredible amounts of game they encountered in America seemed impossible for humans to eradicate. Additionally, Price explains that the freedom to hunt (like shooting a pigeon) became a social, political, and ecological act unique to America. In many European nations, only the upper class who controlled most of the lands where game remained could hunt. She observes “To hunt meant so much more than mere utilitarian gain. To go hunting was to tap into the continent’s bounty, to supplement the table, to exercise your skill with a shotgun, perhaps to band together with neighbors after plowing.”

This strong hunting tradition Price describes still plays out in present day Hoosier culture. For example, during the 2016 election Hoosiers voted to include an amendment that protects the right to fish and hunt, subject to state wildlife regulations, in the state constitution. Joel Schumm, a clinical law professor at Indiana University, told the Indianapolis Star this protection reflects the fact that “hunting and fishing is deeply ingrained in our culture and our state.”

During the latter half of the 19^th century, revolutionary transportation advancements put the purportedly inexhaustible pigeon population to the test. Roads, canals, and railroads connected the far corners of the country and created a national market. As the railroad expanded into rich game areas in the west, market hunters could capture or kill millions of pigeons at vast nesting sites in the North and ship them east for huge profits, instead of just selling a few at local markets.

Indiana State Sentinel [Indianapolis, Indiana], 8 May 1851, pg. 3, accessed Hoosier State Chronicles.

High class restaurants and trap shooters supplied much of the demand for all these pigeons. In the 1830s, the first fine dining establishments, as opposed to the more common tavern or eating house, appeared. Passenger pigeons became a delicacy wealthy Americans ate in rich sauces or alongside truffles, instead of baking them at home in pies. Trapshooting arrived in the United States from England in the 1830s and became a popular sport in the 1870s. Contestants shot at targets, namely live passenger pigeons, launched into the air from traps. Sportsmen’s associations across the country hosted events that required thousands of birds for contestants to shoot at.

Can you find pigeon or squab (a young pigeon) on the menu? Delmonico’s, New York City, April 18, 1899, accessed New York Public Library.

As trains began to ship thousands of pigeons across the nation daily to supply demand, Révoil predicted that the passenger pigeon was “threatened with destruction . . . if the world endure a century longer, I will wager that the amateur of ornithology will find no pigeons except in select Museums of Natural History” in 1847. The last large flocks of pigeons appeared in the 1870s. Throughout the 1880s, ornithologists and sportsmen reported smaller and smaller flocks, until they began to worry none were left.

At the turn of the 20^th century, ornithologists and naturalists called for increased wild game protection. Many sportsmen began advocating for conservation, or wise use, of natural resources and tried to overturn the widespread assumption that America’s natural resources were unlimited. Sportsmen worried that without intervention, hunting as a leisure activity would disappear because no game would be left. In 1900, Congress signed the Lacey Act into law. Championed by sportsmen and naturalists alike, the law protected the preservation of wild birds by making it a federal crime to hunt game with the intent of selling it in another state.

Martha, the last passenger pigeon, accessed Smithsonian Museum of Natural History.

However, it was too late for the passenger pigeon. During the 1910s, some ornithologists offered cash rewards to the individual that could bring them to a flock or nest of passenger pigeons, as a last ditch effort to save the species. All rewards went unfulfilled, since no passenger pigeons could be found. Historian Joel Greenberg recently found new evidence, further examined in his book A Feathered River Across the Sky, that the last verified passenger pigeon in the wild was shot here in Indiana, near Laurel on April 3, 1902. A young boy shot the bird and brought it to local taxidermist Charles K. Muchmore, who recognized it at once, and preserved it until ornithologist Amos Butler verified it was indeed a passenger pigeon. Unfortunately, a leaky roof destroyed the specimen around 1915. No more substantial evidence appeared in front of Butler, or any other ornithologist for that matter, of the passenger pigeon’s existence. Butler concluded in 1912 “The Passenger Pigeon is probably now extinct,” in the wild. The last captive passenger pigeon, Martha, died in the Cincinnati Zoo on September 1, 1914, marking the official extinction of the species.

National Association of Audubon Societies, c. 1920, accessed Errol Fuller, The Passenger Pigeon, pg. 50.

According to Iowa Representative John F. Lacey, creator of the Lacey Act, the extinction of the passenger pigeon spurred necessary support from the public, often from hunters and sportsmen, for broader wildlife protection. Though the passenger pigeon could not be saved, other animals in danger of a similar fate, like the American bison, the egret, and the trumpeter swan, survive to this day.

On April 3, 2017, 115 years after the last verified wild passenger pigeon was shot in Indiana, the Indiana Historical Bureau will unveil a state historic marker dedicated to passenger pigeon extinction. It will be located in Metamora, Indiana, five miles from where the last passenger pigeon was shot.

Check back on our Facebook page and website for more details on the marker dedication ceremony, open to the public.

Corn, Tomatoes, & POWs: Hoosier Agriculture During World War II

photo-4-italians-mowing — Lawn mowing was reportedly one of the most coveted jobs at Camp Atterbury amongst Italian POWs reportedly, which apparently weren’t used much in Italy. *Indianapolis Star, 13 June, 1943, 6, accessed* Indiana State Library, Clippings File.

In May 1943, Indiana newspapers advertised a new pool of workers who could alleviate the farm labor crisis caused by World War II. Hoosier farmers just had to provide equipment, tools, materials, and transportation. The only snag? The new laborers were Italian prisoners of war that Allied troops had recently captured in North Africa. These prisoners were currently interned at Camp Atterbury, a military training camp just outside Edinburgh, Indiana. Would the enemy soon fill Hoosier fields, picking tomatoes and detasseling corn? The Franklin Evening Star speculated

It is entirely likely that more than one farmer will apply for this Italian labor. The farmers are badly behind their work…Industry and the draft have created a serious farm labor shortage at the very time most farmers are trying to increase production…for the food needed for victory.

photo-1 — The Call-Wood Leader [Elwood, Indiana], 19 May 1943, 1, accessed newspapers.com

Farmers across the nation felt the pressure of wartime demands. In addition to soldiers, an unprecedented number of workers were needed to produce food, clothing, supplies, and munitions for troops. Balancing all these demands proved difficult. The Bureau of Agriculture reported that between April 1940 and July 1942, two million men had left their agricultural jobs for employment in the military or war industries. Reports surfaced of farmers unable to get all their work done without additional help. The Tribune in Seymour Indiana reported that a Maryland farmer, “another victim of the manpower situation,” had to plow under thirty five acres of beans after his call for pickers came up empty. Hoosier farmers hoped the situation wouldn’t repeat in Indiana.

photo-3 — OWI Poster No 58, Office of war Information, Washington, DC, 1943, photo courtesy The American Legion.

Meanwhile, the federal government emphasized farmers’ need to produce more, despite the labor shortages, to help win the war. President Roosevelt created Farm Mobilization Day on January 12, 1943. He declared “food is the life line of the forces that fight for freedom.” Soon after, the Office of War Information produced pamphlets, posters, and films filled with catchy slogans like “Food Fights for Freedom!” “Food is a Weapon-don’t waste it!” and “Raising Food is a Real Job!” The government created various labor programs, including the Women’s Land Army and the Bracero Program, to mobilize civilian women and Mexican guest workers respectively to help fill the void on the nation’s farms.

After the US entered the war in 1941, prisoner of war (POW) labor became another possible solution to the labor crisis. The first POW arrived in the country in April 1942 from the Pacific. As the war continued, up to 30,000 POWs arrived in the US each month from battlefields abroad. The War Department decided to utilize this labor force and created camps across the nation to bring POWs work sites across the nation. At the war’s end, nearly 425,000 Japanese, Italian, and German POWs were held in prisoner of war camps across 46 states.

photo-4a-pow-camps — Map of major POW camps across the nation, accessed HistoryNet.

Hoosier farmers and food processors jumped at the chance to hire the first of many POWs to arrive in Indiana, despite their enemy status. In Johnson County alone, 250 people attended a meeting on May 24, 1943 to discuss the farm labor shortage and to learn how to register for potential POW labor from Camp Atterbury. After POWs filled positions within the camp to keep it running, such as bakers and cooks, launderers, repairmen, and gardeners, the rest could be employed outside the camp at local farms and factories. To the dismay of many farmers, at first the POWs could only work within a 25 mile radius of the camp. They picked apples, beans, and tomatoes, and hoed, detasseled, and picked corn. However, since their labor became so vital, the radius was soon lifted. In the summer of 1943, some Italian POWs also worked in tomato and corn canning plants as far away as Austin and Elwood, Indiana.

photo-2 — OWI Poster No. 59, Office of War Information, Washington DC, 1943, photo courtesy The American Legion.

POW labor came with stipulations. POWs could not engage in dangerous work or labor that directly benefited the war effort. They could also only be employed in cases where civilian labor could not be found. In addition, farmers paid the US Treasury and the War Department the standard prevailing wage in the area so POWs would not usurp local, civilian labor. In turn, those departments paid the POWs 10 cents an hour, up to 80 cents per day for their labor, which was less than the prevailing wage.

POWs did not receive cash, but scrip they could spend only at their camp’s canteen. The War Department reinvested canteen profits back into the camps, often to buy “extras” to occupy the POWs in their spare time, such as musical instruments, art supplies, sports equipment, and books. In time, the POWs organized their own choral contests, soccer and volleyball leagues, and boccie ball games.

Italian POWs playing volleyball in their spare time at Camp Atterbury, Indianapolis Star, 14 Jund 1943, 17; accessed Indiana State Library, Clippings File.

Canteen profits may have been used to finance construction of a small chapel POWs built at Camp Atterbury in 1943. Most of the POWs at the camp were Catholic and wanted a place of their own to attend daily Mass. Prior to construction, prisoners held mass in their rec room and had an altar in an open field. POWs who were employed as skilled artisans before the war designed and built a new brick and stucco 11’x16’ foot chapel for worship. They also painted frescos inside on the ceiling and walls. The chapel still stands at Camp Atterbury.

photo-6-snip20160531_1071 — Italian POWs at Camp Atterbury built this chapel, photo accessed AtlasObscura.

Entertainment, rations as large as American enlisted men’s, and payment for labor sprouted media reports accusing the War Department of “coddling” the POWs. However, the War Department had logical reasons for providing proper treatment to the POWs in their care besides abiding by stipulations of the Geneva Convention, which laid out rules for proper POW care. Providing good food, leisure activities, and small payment for their work promoted internal camp security and helped sustain a more productive POW labor force. Leaders also hoped good treatment of POWs at home would encourage similar treatment of American prisoners abroad in enemy hands.

gardening — Italian POWs at Camp Atterbury clearing ground for their own garden, Indianapolis Star, 14 June 1943, 17; accessed Indiana State Library, Clippings File.

Italy’s surrender to Allied forces in the fall of 1943 threatened Hoosier food producers’ new labor supply. In February of 1944, the War Food Administration advised farmers not to count on Italian POW labor during the upcoming summer. After surrender, Italy became a “cobelligerent” nation and joined the Allied forces. The Italians at Camp Atterbury and across the nation were no longer really prisoners of war, but still were not free until the war ended. Italy’s new leader, Marshal Pietro Badoglio, encouraged all former Italian POWs to help the Allied cause and join labor battalions, called Italian Service Units. Italians were still guarded by American soldiers like other POWs, but now could perform labor that directly benefited the war effort and received other benefits, like increased wages. The War Department began to transfer Italians at Camp Atterbury in January 1944 to these units. All were gone by May 4.

Soon after, German POWs arrived and replaced the Italian POWs, just in time to help out in the fields during peak production months in the summer and fall. Several smaller, temporary camps, called “branch camps” were established at Austin, Windfall, Vincennes, Eaton, and Morristown, Indiana to bring some of the Camp Atterbury POWs closer to additional work sites across the state. By October, there were nearly 9,000 POWs in the Camp Atterbury system. Living conditions at the branch camps were less accommodating than Camp Atterbury, which contained proper barracks, a recreation room and a mess hall. Since the branch camps were temporary, POWs often lived in tents close to their work sites. At the Austin camp, prisoners lived in a fenced area behind the Morgan Packing Company where many of them worked. At Windfall, a local farm across from the town’s high school served as the branch camp’s location.

photo-9-eatonentrance1 — Entrance to prisoner of war branch camp in Eaton, Indiana. Photo courtesy of indianamilitary.org.

The arrival of POWs made an impact on everyday life in these Indiana towns and influenced Hoosiers’ perception of the war. Windfall only had a population of 835 in 1940. 750 German POWs and 100 American guards arrived in the town on August 24, 1944, doubling the town’s population. The POWs arrived by train late at night. Gretchen Cardwell, Windfall native, remembered nearly everyone in the area came to town to watch the POWs step off the train and march to the camp. As the train whistle sounded, she remembered

“The crowd of onlookers grew silent. It was almost as if everyone held his breath as we awaited the sight of our hated enemies. This group was quite different than we expected.”

Instead of proud, haughty, frightening enemy soldiers Gretchen recalls seeing missing buttons, tears and tatters in their uniforms and slumping shoulders. “It was hard to accept this new vision of the enemy.”

photo-10-ad — Stokely Foods, Inc. advertisement for labor, Tipton Daily Tribune, 5 June 1944, accessed newspapers.com.

As the POWs began working in fields and factories in communities across Indiana, native Hoosiers began to identify similarities between them and the enemy. Farmers appreciated the hard work ethic many of the POWs exhibited harvesting tomatoes and detassling corn. At Windfall, POWs worked in 40 food processing plants in the area. In Morristown, 400 POWs worked at 17 canning plants. POWs peeled and packed tomatoes, canned corn and peas. At the Morgan Packing Plant in Austin, POWs stacked cans in the warehouse, cooked tomatoes before they were canned, helped run the labeling machine, and loaded canned tomatoes for shipping. When the German POWs returned to Camp Atterbury in the fall of 1944, locals at Windfall admitted they would miss the POWs, especially “the outdoor concerts of a large chorus of voices” of the prisoners singing as they worked or rested in the evening.

By the end of the war, more than half of all the prisoners of war held in the US during World War II provided essential agricultural manpower. Farmers saw POW labor as so essential, President Truman eventually gave into pressure and kept them in the states to work in farms, canneries, and food processing plants through the fall of 1945 and into 1946 before repatriation. In all, POWs saved hundreds of acres of crops from going to waste, in Indiana and the nation.

Roberta West Nicholson: “Without a Scintilla of Prejudice”

See Part I to learn about Roberta West Nicholson’s efforts to educate the public about sexual health, her Anti-Heart Balm Bill, and the sexism she faced as the only woman legislator in the 1935-1936 Indiana General Assembly.

Unless otherwise noted, quotations are from Nicholson’s six-part interview with the Indiana State Library.

At the conclusion of Nicholson’s term in the Indiana House of Representatives, the country was still in the grip of the Great Depression. Nicholson recalled witnessing a woman standing atop the Governor Oliver P. Morton Statue at the Statehouse to rally Hoosiers from across the state to press Governor Paul McNutt for jobs. She was struck by the fact that the woman was wearing a flour sack as a dress, on which the Acme Evans label was still visible.

mort-stat — Oliver P. Morton Statue at the Statehouse, courtesy of Waymarking.com.

To see for herself if conditions were as dire as she’d heard-despite some local newspapers denying the extent of the poverty-Nicholson took a job at a canning factory. There she learned that the “economic condition was as bad or worse than I had feared.” She hoped to ease this struggle as the Marion County Director of Women’s and Professional Work for the Works Progress Administration (WPA).

newspapdsp — Image courtesy of the Indianapolis Star, January 3, 1937, accessed Newspapers.com.

As Director, she got further confirmation about the impoverished conditions of Hoosiers during a visit to a transient shelter on Capitol Avenue. She reported:

I couldn’t tell you the dimensions of it, but there were fifteen hundred men on the move that were in this one room and there wasn’t room for them to sit down, much less lie down. They stood all night. They just were in out of the weather. You see, these men were on the move because one of the things about that Depression was that there was lack of real communication, and rumors would go around for blue collar work and they’d say, “They’re hiring in St. Louis,” which proved to be incorrect.

In her role at the Indiana WPA, Nicholson managed all jobs undertaken by women and professionals, which included bookbinding and sewing. She also helped supervise the WPA’s Writer’s Project, consisting of a group of ex-teachers and writers who compiled an Indiana history and traveler’s guide. This project was led by Ross Lockridge Sr., historian and father of famous Raintree County author, Ross Lockridge Jr. Nicholson noted that Lockridge Jr.’s book “had more to do with making me fall in love with my adopted state than anything I can tell you.”

WPA project for the blind, young woman operating braille machine at the Indiana State Library, Indianapolis, courtesy of the National Archives.

One of Nicholson’s largest tasks involved instructing WPA seamstresses to turn out thousands of garments for victims of the Ohio River Flood in 1937. The workers were headquartered at the State Fair Grounds, where the flood victims were also transported by the Red Cross during the disaster. Nicholson noted that many of the women of the sewing project worked because their husbands had left the family as “hobos,” traveling across the country to look for work; in order to support their families the women made clothes for the “next lower strata of society.”

jeffersonville_station_in_flood_1937_bass_ — Jeffersonville Station submerged by the 1937 flood, image courtesy of the Indiana Historical Society, Bass Photo Collection.

flood-workers — WPA workers, “Flood Control,” Indianapolis, courtesy of the National Archives.

First Lady Eleanor Roosevelt visited their WPA Project, headquartered at the RCA building. The 1500 women continued their work as though nothing were different. Mrs. Roosevelt’s approval seemed to validate the project, especially since the women “were constantly being made fun of for boondoggling and not really doing any work and just drawing down fifty dollars a month.” Nicholson spoke with the First Lady throughout day, concluding “I’ll never forget what a natural, lovely and simple person she was, as I guess all real people are. I was pretty young and it seemed marvelous to me that the president’s wife could be just so easy and talk like anybody else.”

In the early 1940s, Governor Henry F. Schricker appointed Nicholson to a commission on Indianapolis housing conditions. The reformer, who grew up “without a scintilla of prejudice,” concluded that the real estate lobby was at the center of the disenfranchisement of African Americans. As she saw it in 1977, the lobby prevented:

[W]hat we now call ‘upward mobility’ of blacks. I don’t think we would have this school problem in Indianapolis we have now if the emerging class of blacks with education and with decent jobs had not been thwarted in their attempts to live other than in the ghetto. They were thwarted by the real estate laws.

She added that black residents were essentially prohibited to live “anyplace but in the circumscribed areas which the real estate lobby approved . . . And now we have school problems and I think it’s a crying shame that we put the burden for directing past injustices on the backs of little children.”

war-black — Image courtesy of the Indianapolis Recorder, December 12, 1942, accessed Hoosier State Chronicles.

While World War II lifted the country out of the Depression, it magnified discrimination against African Americans. After passage of the Selective Service Act, the City of Indianapolis hoped to provide recreation for servicemen, creating the Indianapolis Servicemen’s Center, on which Nicholson served. She noted that they were able to readily procure facilities for white regiments, such as at the Traction Terminal Building, but locating them for black troops proved a struggle.

Although a black regiment was stationed at Camp Atterbury near Edinburg, Indiana, Nicholson reported that:

The only place to go for any entertainment from Edinburg, Indiana is Indianapolis. Well, what were these black soldiers going to do? They couldn’t go to the hotels, they couldn’t go to any eating place. There was no question of integration at that point. It’s difficult to believe, but this is true; because the Army itself was segregated.

She recalled that her task was so difficult because “There was nowhere near the openness and generosity toward the black soldier that there was toward the white, although they were wearing the same uniform and facing the same kind of dangers.” Lynn W. Turner‘s 1956 “Indiana in World War II-A Progress Report,” reiterated this, describing:

[T]he shameful reluctance of either the USO or the nearby local communities to provide adequate recreational opportunities for Negro troops stationed at Camps Atterbury and Breckenridge and at George and Freeman Air Fields.

stuff — Image courtesy of the Indianapolis Recorder, December 12, 1942, accessed Hoosier State Chronicles.

Upon this observation, Nicholson fought for black servicemen to be able to utilize the exact same amenities as their white counterparts. One of her tasks included providing troops with a dormitory in the city because “there was no place where these young black men could sleep.” After being turned away by various building owners, Nicholson was allowed to rent a building with “money from bigoted people,” but then came the “job of furnishing it.” With wartime shortages, this proved exceptionally difficult. Nicholson approached the department store L. S. Ayres, demanding bed sheets for the black servicemen. According to Nicholson, some of the Ayres personnel did not understand why the black troops needed sheets if they had blankets. She contended “the white ones had sheets and I didn’t see why the black ones should be denied any of the amenities that the white ones were getting.” Nicholson succeeded in procuring the sheets and a recreation facility at Camp Atterbury for African American soldiers.

black-troosp — African American Army anti-aircraft regiment, Indianapolis Recorder, September 12, 1942, accessed Hoosier State Chronicles.

Never one to bend to societal, political, or ideological pressure, Nicholson encountered vicious resistance in her support of the Parent Teacher Association (PTA), a national network advocating for the education, safety, and health of children through programming and legislation. She noted that support of the organization was frowned upon in the state because:

[T]hese were the witch-hunting years, you know, and anything that came out of the federal government was bad, and in Indiana that feeling was rife. It was a matter of federal aid education and in Indiana there was a great deal of militant resentment of that federal aid education.

According to Nicholson, a coalition of institutions like the Chamber of Commerce and the Indianapolis Star, along with “some very rich, very ambitious women who wanted to get into the public eye” aligned to destroy the PTA in Indiana. Nicholson recalled that her support of the PTA on one occasion caused a woman to approach her and spit in her face. Ultimately, Nicholson’s opposition won, and defeated the PTA. Nicholson noted that as a result Indiana’s organizations were called “PTOs and they have no connection with the national.” At the time of her ISL interview, she lamented that “without that program for schools where disadvantaged children go, a lot of the schools just simply couldn’t function.”

Image courtesy of the Indianapolis Star, February 16, 1951, accessed Newspapers.com.

Nicholson also described a brush with the Red Scare of the 1950s. In a series of articles, an Indianapolis Star journalist accused the State Welfare Department of “being riddled with communism and so forth.” Knowing she was affiliated with one of the women in the department, Governor Schricker summoned Nicholson to his office about the allegations. She noted that while the accused woman was “kinda kooky,” Nicholson was able to assure from “my own knowledge that these two women were possibly off in left field, but that I thought the whole operation was just as clean as anything in the world could be.”

In 1952, desiring respite from the city, the tireless reformer and her husband bought a broken down house in Brown County to fix up for weekend visits. After suffering from ulcers, likely from over-exertion, Nicholson officially retired as the first director of the Indianapolis Social Hygiene Association on December 31, 1960 (serving since 1943). Nicholson passed away in 1987, leaving a positive and enduring imprint on the city’s marginalized population.

Regarding her career, Nicholson combated allegations that she only did what she did because she wanted to be around men. Perhaps an apt summation of her life, Nicholson noted “My way was sort of greased-had a good name and had done some things. I had a reputation for being able to get things done.”

Ben-Hur Races to the Top in Indy

hur poster — 2016 movie poster, courtesy of Imdb.com.

The release of the new Ben-Hur movie this summer reminded us of the story’s Hoosier origins. This latest production from Mark Burnett and Roma Downey is the fifth time that film producers have interpreted Crawfordsville native Lew Wallace’s best-selling novel for the screen. Many are familiar with the 11 Academy Award winning adaptation starring Charlton Heston in 1959 and most film buffs know that there were two earlier versions in 1907 and 1925. The 1907 film prompted a landmark U.S. Supreme Court decision that protected copyrighted works from unauthorized motion picture adaptation. The 1925 film arguably has a better chariot race than the 1959 movie. There was also a forgettable and regrettable Canadian mini-series reboot of Ben-Hur in 2010.

In a world of constant movie reboots, one ponders: if Lew Wallace were alive today and re-wrote Ben-Hur in a contemporary setting, would he have Ben-Hur racing in the Indianapolis 500?

What if we told you that Ben-Hur did, in fact, race at Indianapolis? Of course, the race did not take place at the Indianapolis Motor Speedway; instead it took place in 1902 at English’s Theater during the Ben–Hur stage play’s first visit to Indianapolis.

The stage race as explained and illustrated in pages of Scientific American. Image from General Lew Wallace Study and Museum website.

On November 13, 1902, the Indianapolis News reported “J.J. Brady is here in advance of ‘Ben-Hur,’” and “brings with him a corps of stage carpenters and mechanics, who have practically to reconstruct the stage . . . so that the play may be given properly.” Although English’s stage was new, crews needed to rebuild it in order to accommodate the chariot race. Producing that scene called for eight live horses running at full gallop on treadmills, cycloramic scenery and, other apparatus. All this equipment and animals imposed an estimated weight of over 50 tons on the stage, which required pouring a special cement foundation. The public was anxious to see the spectacle, even if it meant staking out a place in line many hours in advance. The Indianapolis News reporter observed:

“A few individuals sat and shivered all night in the lobby of English’s waiting in patience and with an unwonted supply of cash in their pockets for the box office to open. They were men who had been hired to buy seats for some of the performances of ‘Ben-Hur.’”

Ticket prices ranged from fifty cents to two dollars. Even at that rate, a day after the tickets went on sale, the English Theater reported “over $10,000 was taken in at the box office window” and representatives for the producers of the play (Marc Klaw and Abraham Erlanger) announced that the sales “beat all records for the play in advance sales.” The Supreme Tribe of Ben-Hur, a national benevolent society headquartered in Wallace’s hometown of Crawfordsville, nearly bought out one performance by itself. The Tribe planned to run an excursion via train for its members from Crawfordsville to see the play.

Basill Gill as Messala (Left) and William Farnum as Ben-Hur (Right) in the 1902 Indianapolis production. Courtesy of Hoosier State Chronicles. — Ben-Hur and Messala face off in a promotional picture for the production. Courtesy of Hoosier State Chronicles.

However, a few members of the Hoosier public were dubious about purchasing tickets. In particular, one woman was of the opinion that the play was to take two weeks to complete. When the box office manager informed her that the entire play was presented every night, she remained quite suspicious that anyone “could put all that book into a one-night drama.”

Production managers sought to cast extras from Indianapolis’s denizens, advertising a salary of $4.25/week. That was enough to encourage a crowd of men, women, and children to stand outside in a late Indiana autumn for an hour and a half waiting for their opportunity at show business. An assistant stage director eventually made an appearance and sorted through the crowd. One “gray beard” was turned away because the assistant director believed him not to be “nimble afoot.” The rejected man futilely protested to the assistant director and argued “he could get around faster than two-thirds of the younger fellows that had been accepted.”

With the extras cast, the production opened on Monday, November 25, 1902. After witnessing opening night, an Indianapolis reporter wrote, “There [will] be critics who see nothing good in the American stage or in the works of American dramatist: if the American stage had done absolutely nothing worthy in its long career but this, had its fame to rest solely on this production of ‘Ben-Hur’ it has justified its existence.”

Mabel Bert in costume for theatrical production of Ben-Hur. Courtesy of the Digital Public Library of America. — Mabel Bert in costume as the mother of Ben-Hur. Courtesy of the New York Public Library.

The cast, as it appeared in Indianapolis, included William Farnum as Ben-Hur and Basil Gill as Messala. Farnum’s performance was described as realizing the part to the fullest degree. Among the other actors and actresses in the production, Mabel Bert’s portrayal as the mother of Hur is worth noting because she was the only cast member with a major role to be with the company continuously since the production opened on November 29, 1899 in New York City. Mrs. Bert told a reporter,

“I have always been the mother of Ben-Hur – various Ben-Hurs, however, for Mr. Farnum is the third I have mothered on the stage…It does make me a trifle lonely sometimes to lose my stage children and stage friends that way. But then, too, it affords a certain amount of variety that is interesting and keeps my work from becoming at all monotonous.”

Ellen Mortimer as Esther (Left) and William Farnum as Ben-Hur (Right) in the 1902 production. Courtesy of Hoosier State Chronicles. — Esther and Ben-Hur in a promotional photo for the production. Courtesy of Hoosier State Chronicles.

The public certainly found nothing monotonous about the play. In fact, the production was originally slated to run for two weeks in Indianapolis, but four days after opening night the Indianapolis News reported that the high demand for tickets had prompted producers to extend the play for another week. Box office receipts for the first two weeks alone were estimated in excess of $35,000. That figure broke all box office records for Indianapolis and was the highest figure for all productions of Ben-Hur to that date.

The cover of the Souvenir Album of the 1902 Indianapolis production of Ben-Hur. Courtesy of Indiana Historical Society.

The Indianapolis News attempted to describe the sales phenomenon in Indianapolis:

“‘Ben-Hur’ occupies a unique position on the native stage, since it appeals alike to habitual theater patrons and those who seldom find enjoyment in offerings of the stage. While the elaborate scenic equipment and realistic chariot race command the admiration of the spectators, the rare beauty and force of ‘Ben-Hur’ as a drama give a lasting distinction to this most uplifting, inspiring and soul-stirring play.”

This description of the popularity of Ben-Hur, while no doubt true, neglects that a major reason for the large turnouts was because the author of Ben-Hur was a native Hoosier son. Some Indiana cities, such as Covington, Franklin, and Noblesville, brought large numbers of their population and sold out individual performances. In fact, Covington could not secure as many tickets as they had citizens who wanted to attend; the Indianapolis Sentinel reported that a small riot broke out as a result.

While various Indiana cities were hoping to witness the performance, Crawfordsville was no exception, as it was Ben-Hur’s birthplace. A contingent of Athenians and Montgomery county residents had the theater to themselves for a performance on December 2. Among those in attendance at that performance was James Buchanan Elmore, aka the Bard of Alamo. After witnessing the arrest of the Hur family, Buchanan leaned over to a newspaper reporter and said, “Seems to me if I was bossing that show I would make the actors speak softer and not so rough, it don’t seem like Scripture voices.”

An example of the final scene from the theatrical version of Ben-Hur, which opened at the Grand Opera House, Seattle, on Oct. 9, 1905. Courtesy of the University of Washington.

Although the December 2 performance hosted one Montgomery County literary celebrity, another one was conspicuously absent, that being General Lew Wallace, the author of Ben-Hur. Wallace was recovering from an illness during the Crawfordsville excursion. However, he was sufficiently recovered to attend a matinee with his son, daughter-in-law, and his two grandsons on December 12. Wallace watched most of the play from a private box and tried to remain as inconspicuous as possible, lest he be called upon to deliver a speech. Wallace and his party were invited behind the stage so that they could witness how some of the scenes were produced, especially the chariot race. Wallace took special interest in watching the race and all of the mechanization that was involved. While backstage, Wallace met the starring members of the cast and reportedly chatted for several minutes with the actor incarnating his literary creation. Before returning to his box Wallace remarked to a stage manager that the production had reached a state of perfection. Ben-Hur ended its stay in Indianapolis the day after Wallace’s visit, before moving to Milwaukee for a two-week engagement.

Eleven years later, when Ben-Hur was making another visit to Indianapolis, Hector Fuller aptly noted in the Indianapolis Sunday Star,

“If Indiana had contributed nothing else, save this one play to the American stage it might be counted that the Hoosier state had done its part. For ‘Ben-Hur’ is the dramatic marvel of the age. It has held the stage now for fourteen years, and in that time over 10,000,000 people have seen it.”

Learn more about Lew Wallace, his father David Wallace, his stepmother Zerelda Wallace, and his mother Esther Test Wallace with other IHB historical resources.

exhibit 1

Stop by our exhibit in the Indiana State Library to see memorabilia from productions of Ben-Hur.

William Hayden English: A Man Apart

William Hayden English. Courtesy of Indiana Historical Society.

When I started researching him, William Hayden English seemed like a pretty typical figure for the 19th century: Congressman, businessman, Vice-Presidential candidate. However, I soon realized how complicated his life and his politics really were.

English played a key role in the unrest in Kansas during the antebellum period, yet supported the Union during the Civil War (but was still antagonistic towards Lincoln’s presidency). A deal broker, English often chose the middle of the road. He was a conciliator, a compromiser, and a tactical politician who was a Pro-Union Democrat who held misgivings about both slave-sympathizers in the South and radical Republicans in the North. In more ways than one, he was truly a man apart.

William Hayden English was born on August 27, 1822. Early in his life, English received some formal education. According to a letter by E. D. McMaster from 1839, English received education in the “Preparatory and Scientific departments” of Hanover College. Additionally, he received accreditation to teach multiple subjects at common schools by examiners Samuel Rankin and John Addison. He would eventually leave school and pursue law, where he passed the bar in 1840.

The English family home in Englishton Park, Lexington, Scott County, Indiana, circa 1900. English lived here for many years with his family until his time in the Indiana House brought him to Indianapolis. An IHB marker for English is at this location. Courtesy of Indiana Historical Society.

His major break in politics came with his selection as the principal Secretary of the Indiana Constitutional Convention of 1850. During his time as Secretary, he earned the reputation as being a thoughtful and balanced tactician, someone who was willing to work with others and make things happen.

The first page of the manuscript version of the 1851 Indiana State Constitution. English honed his political skills during his time as principal secretary for the Constitutional Convention. Courtesy of Indiana Historical Society.

Using this newly-earned reputation, English was first elected to the Indiana House of Representatives from Scott County in August of 1851. On March 8, 1852, after the resignation of Speaker John Wesley Davis, English was elected Speaker of the House with an overwhelming majority of the vote. He was only 29 years old, making him the one of the youngest Speakers in Indiana History.

In his election speech, he stated his praise for the new Constitution and called for a full new legal code to be established. He additionally called for a “spirit of concession and compromise” and for his colleagues to “zealously apply himself to the completion of the great work intrusted [sic] to us by a generous constituency.” In effect, the Indiana House of Representatives under Speaker English had consolidated state government and extended its purview to neglected regions of the state.

William English's officialt Congressional Portrait, 1859. Courtesy of the Library of Congress. — William English’s official Congressional Portrait, 1859. Courtesy of the Library of Congress.

After his time in state government, English was called for national service. He won his first election to the United States House of Representatives in 1852, and was reelected in 1854, 1856, and 1858. During his tenure in Congress, English would be remembered for his “wise and patriotic course in Congress,” notably his important role in crafting a controversial bill that gave Kansas the choice of whether to come into the Union as a free or slave state.

English’s time in Congress, much like the rest of his political career, can be seen as pragmatic. While he morally abhorred slavery, he condemned abolitionists and believed in the notion of “popular sovereignty,” which argued that the people of a state or territory should choose for themselves whether to have slavery. He stated his view in a speech in 1854:

Sir, I am a native of a free State [sic], and have no love for the institution of slavery. Aside from the moral question involved, I regard it as an injury to the State where it exists….But sir, I never can forget that we are a confederacy of States, possessing equal rights, under our glorious Constitution. That if the people of Kentucky believe the institution of slavery would be conducive to their happiness, they have the same right to establish and maintain that we of Indiana have to reject it; and this doctrine is just as applicable to States hereafter to be admitted as to those already in the Union.

During this session, Congress was debating a bill named the Kansas-Nebraska Act, which would repeal the Missouri Compromise (also known as the Compromise of 1820) and allow for states and their citizens to decide whether they wanted to be admitted as a slave state or free state. English voted for the bill and it was later signed into law by President Franklin Pierce on May 30, 1854. Almost immediately, violence erupted between pro-slavery and anti-slavery advocates in the state, who could not agree on the direction of the state constitution.

Alexander Stephens, circa 1860s. A congressman from Georgia, Stephens helped English craft the "English Bill" that would later ensure that Kansas as a free state. Today, he is best remembered for being the Vice-President of the Confederacy during the Civil War. Courtesy of the Library of Congress. — Alexander Stephens, circa 1860s. A congressman from Georgia, Stephens helped English craft the “English Bill” that hoped to quell unrest in the territory of Kansas. Ironically, he is best remembered for being Vice-President of the Confederacy during the Civil War. Courtesy of the Library of Congress.

After his reelection in 1856, English, along with congressional colleague Alexander Stephens, went to work on a compromise bill that would potentially quell the violence and political unrest. This compromise, known as the English Bill, allowed the citizens of Kansas to either accept or reject the pro-slavery Lecompton Constitution. However, if the citizens of Kansas chose to be a slave state by referendum, they had to additionally let go of federal land grants within the territory.

The bill passed and the voters of Kansas did not reject the land grants, thus rejecting the Lecompton Constitution. Upon the Bill’s passage, English declared that, “The measure just passed ought to secure peace, and restore harmony among the different sections of the confederacy.” The Kansas issue would be not resolved until its admission to the Union as a free state in 1861. As he did in the Indiana House, English struck a compromise that hoped to quell the violence, using federal land grants as a way to take heat off the slavery issue.

While the English Bill attempted to stave off conflict within Kansas, the harmony among the nation was short lived. The growing tensions among pro-slavery and anti-slavery factions of the country were mounting, and English lamented this development in one of his final speeches to Congress. He chastised both the abolitionists and radical Republicans, who he believed had appealed to the “passions and prejudices of the northern people, for the sake of getting into office and accomplishing mere party ends.” To English, the cause of all this strife was the agitation of the slavery question and the solution would be to elect a Democrat President and ensure that the national discussion be reverted back to other issues of state. This did not happen; in the fall of 1860, voters chose Republican Abraham Lincoln and the first seven southern states seceded from the union.

By 1861, right as English was leaving Congress, the United States became engulfed in Civil War. While many within the national Democratic Party either defected to the Confederacy or took a tenuous position of support in the north, English was unequivocally for the Union. In an August 16, 1864 article in the Indiana Daily State Sentinel, the Committee of the Second Congressional District, under the chairmanship of English, wrote a platform that supported the Union and decried the act of secession. However, it did reserve criticism for President Lincoln, particularly with regards to supposed violations of freedom of speech. English’s pragmatic, even-handed political gesture fell in line with many of his past political actions.

Campaign poster for candidacy of Winfield Scott Hancock and William Hayden English, 1880. Image courtesy of the Library of Congress.

After his time in Congress, he was the President of the First National Bank of Indianapolis for 14 years. He established the bank in 1863, taking advantage of the reestablished national banking system during the Civil War. According to historian Emma Lou Thornbrough, the First National Bank of Indianapolis became “the largest bank of Indianapolis, and one of the largest in the Middle West.” He is also listed as a “banker” in the 1870 Census and as a “capitalist” in the 1880 Census. By the time of his death in 1896, English had become one of the wealthiest men in Indiana.

Even though his time in national politics was years removed, he was nonetheless nominated by the Democratic Party in 1880 for Vice President, with Winfield Scott Hancock as President. Articles in the Indianapolis News and the Atlantic noted that his chances for the Vice-Presidential nomination were quite good, especially if the candidate was presumed front-runner Samuel J. Tilden of New York. Within days of the News piece, when asked if he was interested in the VP nomination, English said, “None whatever, for that or any other office.

A campaign poster for Hanock and English, with a patriotic flair, 1880. Image courtesy of the Library of Congress.

Despite his protestations, English was nominated for the Vice-Presidency by the Democratic Party on June 24, 1880, after Tilden redrew his consideration for the Presidential nomination and General Winfield Scott Hancock was elected in his stead. In his acceptance letter, English wrote that he was “profoundly grateful for the honor conferred” and that his election with Hancock would be a triumph over the dominance of the Republican Party in the presidency. Their chances to win the White House were dashed when they lost to Republicans James Garfield and Chester Arthur in the General Election.

English's Hotel and Opera House, circa 1948. Completed in 1880, it became a mainstay on Monument Circle before its demolition in 1948. Courtesy of Indiana Historical Society. — English’s Hotel and Opera House, circa 1948. Completed in 1880, it became a mainstay on Monument Circle before its demolition in 1948. Courtesy of Indiana Historical Society.

William Eastin English, circa 1880s. The son of William H. English, William E. managed the English Hotel and Opera House. Like his father, he became a successful businessman and U.S. Congressman. Courtesy of Indiana Historical Society.

Actor Lawrence Barrett, circa 1880. When English's Hotel and Opera House opened on September 27, 1880, Barrett played the lead role in its production of Hamlet. Courtesy of Indiana Historical Society. — Actor Lawrence Barrett, circa 1880. When English’s Hotel and Opera House opened on September 27, 1880, Barrett played the lead role in its production of Hamlet. Courtesy of Indiana Historical Society.

While he was running for Vice-President, English’s business empire was also expanding, with his financing and construction of the English Hotel and Opera House. Historians James Fisher and Clifton Phillips noted that English purchased land on the city circle in the 1840s, as a residence for himself and his family. In early 1880, during renovations on the circle, English announced that he would invest in the construction of a new Hotel and Opera House. His son, William E. English, became the proprietor and manager. It officially opened on September 27, 1880, and the first performance was Lawrence Barrett as Hamlet. It would be in continual use until its closure and demolition in 1948.

English served as the President of the Indiana Historical Society, from 1886 until in his death ten years later. During his tenure, English wrote a two-volume history of the Northwest Territory and the life of George Rogers Clark. It was published in 1896, shortly after his death. An 1889 article in the Indianapolis Journal noted his compiling of sources and his emerging methodology; a two-volume general history that would be divided at the 1851 revised State Constitution. By 1895, the project materialized into the history mentioned above, with English using documents from leaders involved, such as Thomas Jefferson and Clark himself. He also conducted interviews with other key figures of the revised Indiana Constitution. English’s historical research became the standard account of the Northwest Territory for those within the Historical Society and the general public for many years.

The English family home on Circle Street, Indianapolis, 1870s. English lived in Indianapolis for most of his adult life, occasionally visiting his home in Scott County. Courtesy of Indiana Historical Society.

William English died on February 7, 1896, as reported by the Indianapolis Journal. On February 9, thousands came to see his body displayed in the Indiana State Capitol before he was buried in Crown Hill Cemetery.

His legacy in Indiana is lesser known, but he does have some monuments. A sculpture in the Indiana Statehouse commemorates his place in history. The town of English, Indiana is also named after the late politician. According to historian H. H. Pleasant and the Crawford County Democrat, the unincorporated town was originally named Hartford. It was changed to English in 1886 after the town was officially incorporated, in honor of election to Congress from the area. He also has an IHB marker at his former home in Lexington, Scott County, Indiana.

The William English Bust in the Indiana State House. Located on the fourth floor, the bust only lists his time as Indiana House Speaker as an accomplishment. Courtesy in.gov.

To many who enter the Statehouse and see his statue on the fourth floor, he might be just another leader of Indiana’s past. However, English’s political career attempted to stave off Civil War (at least temporarily) and reinforced Indiana’s political tradition of measured, temperate leaders who sought a middle ground on most issues. In that regard, English might be one of Indiana’s most emblematic statesmen.

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