The Holocaust did not start with gas chambers. It started with stereotyping and hateful words, escalated to stigmatization and discrimination, and culminated in genocide, according to the United States Holocaust Memorial Museum (USHMM). Thus the September 1941 order forcing Jews in Germany and occupied territories to wear a yellow star sewn onto their clothes, marked an important shift in the state-sponsored persecution of Jews. The bright yellow star with mock Hebrew lettering clearly identified Jews, marking them for discrimination, violence, and eventually, deportation to concentration camps.
In 1939, even before the general order, German authorities in occupied Poland required Jews to wear a blue Star of David sewn on a white armband. By the summer of 1941, Nazis required Jews to wear a yellow star badge in areas of the German-invaded Soviet Union. Indiana newspapers reported widely on the imposition of the badge and the worsening of conditions for Jews in occupied territories.* In July 1941, newspapers published in Munster, Valparaiso, Kokomo, and South Bend, Indiana, ran a lengthy United Press (UP) article by Jack Fleischer, a war correspondent based in Germany, who would later be interred by the Nazis for six months.
USHMM caption: White armband with a Star of David embroidered in blue thread, worn by Dina Offman from 1939 until 1941 while in the ghetto in Stopnica, Poland.
Fleischer reported from Krakow, Poland (which he spelled Cracow). He described taking a tour for foreign correspondents given by General Karl Frank, a high-ranking SS officer who would be executed after the war for his leadership in several massacres in Czechoslovakia. Frank showed off his “beautiful 14th century castle headquarters” and boasted of the improvements in the area since the Nazi occupation. According to Frank, “German experts” were “teaching Polish farmers modern agricultural methods” and had conscripted Polish laborers who were at work “repairing streets and public buildings,” as well as dredging a river and building parks.
Photograph of Jack Fleischer by Jean Graffic for NEA News Service reproduced in the Coshocton (Ohio) Tribune, June 14, 1942, 6, accessed Newspapers.com. When this photo was taken secretly, Fleischer was being held at Bad Nauheim by German Authorities.
Fleischer also reported that he “drove through Cracow’s ghetto several times.” Fleischer wrote that Jews could leave the ghetto during the day to work, but were required to return at night. He continued: “They are required to wear white arm bands bearing the star of David.” He learned that the Jewish population of Krakow “which was 70,000 before the occupation, now is 11,000.” Most were transferred to the Warsaw Ghetto. A year later, German police and SS would begin deportations from Warsaw to the Treblinka killing center. The star badge played an important role in such deportations. According to the USHMM:
When Nazi officials implemented the Jewish badge between 1939 and 1945, they did so in an intensified, systematic manner, as a prelude to deporting Jews to ghettos and killing centers in German-occupied eastern Europe.
By September 1941, the badge had been implemented systematically throughout the Greater German Reich. Many Indiana newspapers reported the story. The Kokomo Tribune ran a UP report on September 6 under the headline “Oppression”:
Reinhard Heydrich, head of the Berlin secret police, today ordered all Jews over six years of age to wear the star of David in yellow on their coats together with the inscription “Jew” in black.
The following day, the (Richmond) Palladium-Item ran an International News Service report (INS) and the Indianapolis Star ran an Associate Press (AP) report, both from Berlin, providing more information. These wire services noted that the badge was required to be large, “the size of the palm of their hand,” and worn on the left side. The paper reported that, starting September 19, Jews would not be allowed to leave their districts without police permission. The report concluded by noting that this decree was ordered just days before Rosh Hashanah, a time of introspection for Jews, but also a celebration of the year completed. At any other time, most Jews in Berlin would have been preparing prayers and baking challah.
USHMM caption: “Elsa Eisner Wearing the Compulsory Jewish Badge in Prague,” Elsa Eisner, marked with a Jewish badge, walks down a street in Prague. She, her mother, twin sister and other members of the family were deported to Auschwitz in July 1942. Prague, Czechoslovakia, ca. 1941. Accessed Holocaust Encyclopedia, USHMM.
Also on September 7, the South Bend Tribune ran a more extensive UP article, reiterating most of the information given by the other newspapers and adding more alarming details. This article reported that German authorities had already “banned exit permission from Germany.” The UP reported that the decree was accompanied by severe penalties, large fines and imprisonment, for failure to wear the badge. The writer concluded that the order was “the sharpest official measure against Jews since those introduced following the anti-Semitic outbreaks of November 9, 1938,” referring to Kistallnacht.
The (Indianapolis) Jewish Post ran an editorial by Rabbi Saul E. White on September 19, which attempted to comfort American Jews by explaining to them why the antisemitism that had manifested in Europe could never take root in the United States. He argued that (1) the U.S. lacked respected antisemitic writers or historians that could influence the nation’s thinking; (2) no political party espoused antisemitism as part of their platform; (3) there was no repressed minority seeking a scapegoat for problems because the Roosevelt administration had rescued the economy; (4) no churches were sympathetic to antisemitism; and (5) the U. S. was built on religious freedom and racial tolerance.
Meanwhile, newspapers and radio broadcasts carried the vitriolic antisemitic messages of Father Charles Coughlin who defended Nazi violence against Jews and gave a platform to Charles Lindbergh who blamed Jews for conspiring to bring the U.S. into the war. Many members of the U.S. State Department and several congressman worked to block Jewish refugees from seeking safety in the United States. Respected organizations such as the American Legion actively worked to keep Jewish refugees out, even children. African Americans struggled for basic civil rights, while the U.S. government would soon begin imprisoning its own citizens of Japanese descent in concentration camps.
Rabbi White encouraged his readers not to worry and even chided Jewish activists who combatted antisemitism with education, as well as those who shared reports of the tragedies occurring in Europe with increasing regularity. Rabbi White sarcastically rebuked those Jewish activists who “have turned amateur detectives and go about with an air of knowing it all and occasionally hint at a threatening calamity.” Rabbi White would later become an important force in fighting antisemitism and an active participant in the civil rights movement. However, it is clear from his 1941 column that despite the extensive coverage in newspapers, many American Jewish newspaper readers had no idea that the “threatening calamity” had already arrived.
(Indianapolis) Jewish Post, October 31, 1941, 2, accessed Hoosier State Chronicles. [Mogen-Davids translates to Shield of David.]On September 21, the South Bend Tribune ran a UP story showing that a glimmer of humanity remained in Berlin. The UP reported that a silent protest had broke out in response to “the new rigid anti-Jewish laws” requiring Jews to wear the star badge. According to the article, non-Jewish Germans “were seen on the streets of Berlin today approaching Jewish acquaintances and ostentatiously shaking hands with them.” This expression of solidarity was “an obvious gesture of sympathy.”
This response was widespread enough that the Ministry of Propaganda and Enlightenment felt compelled to issue pamphlets instructing Germans on how they should respond when encountering neighbors wearing the yellow star.
The Nazi propaganda machine also responded to criticism of the new restrictions with false reports blaming the United States for the new law. These manufactured stories were especially well-covered in Indiana newspapers through AP and UP reports and dispatches received directly from war correspondents. On September 26, the Indianapolis News, Kokomo Tribune, (Richmond) Palladium-Item, South Bend Tribune, and the (Columbus) Republic all reported on the propaganda reports, sometimes on their front pages. The AP relayed reports from Americans in Berlin of “a story going the rounds of the German capital that every German national in the United States has been compelled to wear the swastika, leading to orders that Jews in Germany must wear a yellow Star of David on their left breasts.” American newspaper offices reported that they were receiving “frequent inquiries as to whether the rumor is based on fact” and Americans in Berlin were trying to dispel the rumor as nonsense. Of course, it wasn’t nonsense, it was propaganda. However, the AP reported, “Official [Reich] press officers said the government had nothing to do with the story and insisted they knew nothing about it.” Nonetheless, it was working. According to an AP story published by the Richmond Palladium, the average Berliner believed the rumor. The AP reported, “Whoever launched this whispering campaign a few days ago did a good job of it. It is all over Berlin and people are repeating it everywhere.”
USHMM caption: German Jewish adults and children wearing compulsory Jewish badges are lined up against a building. Weser, Germany, 1941–43. Accessed Holocaust Encyclopedia, USHMM.
By October, the (Indianapolis) Jewish Postpublished a report from the Jewish Telegraphic Agency (JTA) that German authorities were increasing their antisemitic propaganda output. The JTA wrote that “the Nazi press throughout the Reich is conducting violent anti-Jewish propaganda to back up Hitler’s manifesto to his army that ‘the Jews and only Jews’ are to be blamed for the German soldiers killed on the Eastern front.” However, the JTA also reported that the enforcement of the star badge was having as unintended effect. The article stated:
The change of mood among the German people towards the Jews is reported to be the result of the introduction of the yellow Mogen David [Shield of David] for the Jews in the Reich. This anti-Jewish measure has, according to the report, had an opposite effect than that desired. It has provoked sympathy for the Jews instead of hatred.
According to the report, Christian ministers were especially given pause, pondering publicly: “Who knows? We Christians might soon find ourselves wearing the cross where Jews now wear the yellow star.” This reflection resembles the famous quotation by Martin Niemöller which is part of the USHMM’s permanent exhibition:
First they came for the socialists, and I did not speak out—because I was not a socialist. Then they came for the trade unionists, and I did not speak out— because I was not a trade unionist. Then they came for the Jews, and I did not speak out—because I was not a Jew. Then they came for me—and there was no one left to speak for me.
On October 3, 1941, the (Indianapolis) Jewish Postshared a report from Amsterdam via Stockholm, that “Nazi authorities in Holland have issued an order compelling all Jews there to wear a yellow Star of David over their heart” and that the accompanying restrictions imposed on Jews in Germany prohibiting travel and instilling a curfew would also apply in Holland.
The Nazi propaganda machine was at work in Holland as well. German occupying authorities ordered the showing of the 1940 film The Eternal Jew, a horribly antisemitic piece of Nazi propaganda and a pet project of Joseph Goebbels. But also at work was a quiet resistance. The (Indianapolis) Jewish Postreported:
Demonstrating their contempt for the anti-Jewish propaganda which the Nazis are conducting in the Netherlands, crowds of Hollanders flock to the theaters where the Nazi anti-Jewish film “The Eternal Jew” is being shown under orders from Berlin, and sit through the entire performance with their backs to the screen.
USHMM caption: Jews from the Lodz ghetto are loaded onto freight trains for deportation to the Chelmno killing center. Lodz, Poland, 1942–44. Accessed Holocaust Encyclopedia, USHMM.
According to the USHMM, the badge was systematically enforced throughout Belgium and the Netherlands by the spring of 1942 and in occupied France by June. In each place the badge was introduced, deportations to ghettos and then killing centers soon followed. The badge was only a piece of cloth. But the intent was to mark Jews as different, less than human, and designate them for deportation and murder. The Nazi imposition of the star badge serves as a reminder that we must confront antisemitism and other forms of hate on contact. According to the USHMM:
More than 70 years after the Holocaust, the horrors of Rwanda, Srebrenica, and Darfur are sobering reminders that preventing future genocides and mass atrocities remains an enormous challenge. Yet genocide is not the inevitable result of ancient hatreds or irrational leaders. As we learn more about the risk factors, warning signs, and triggering events that have led to it in the past, we are also learning ways to prevent it in the future.
*Note: Researchers for the History Unfolded project found no Indiana newspaper coverage on the imposition of the star badge in the Hancock Democrat or in the Greenfield Daily Reporter.
**Note: For more on the U.S. and Hoosier response to Jewish refugees seeking asylum, see past posts:
This post is the second part of a two-part article. Read Part One for background information on labor shortage claims by larger agricultural companies and the work of Secretary of Agriculture Claude Wickard.
Dorothea Lange, “First Braceros,” photograph, 1942, Oakland Museum of California, Online Archive of California, accessed http://www.oac.cdlib.org/ark:/13030/ft3x0nb000/?order=1
The U. S. government began importing Mexican laborers to work on American farms almost immediately after Secretary of Agriculture (and Carroll County native) Claude Wickard successfully negotiated with the Mexican government to begin what became known as the Bracero Program. The first workers arrived in the fall of 1942 and by February 1943, approximately 4,000 Mexicans were at work on farms in the American Southwest. Thousands more were employed by the railroad industry in the name of war preparedness. East Coast growers and processors soon demanded access to foreign workers and the federal government again complied. By April 1943, the program included Jamaican and Bahamian workers as well. By early 1944 bracero were at work laying railroad tracks and picking and canning produce in the Hoosier state.*
Thus far, histories of the Bracero Program have focused on the West and Southwest, touching on East Coast dairy workers, and neglecting the Midwest altogether. This is not only a gap in historiography, its a bizarre one, considering the Midwest’s role as the corn belt or breadbasket. It’s the region that has long fed much of the United States, and during WWII, the world. As economists, policy advisers, and policymakers look to historians’ studies of the Bracero Program as the root of current immigration and agricultural policies, it’s especially important to include the important agricultural region of the Midwest. Examining the stories available in Indiana newspapers is a good first step toward creating a more complete picture of the issue.
Alternative Labor in the Cornbelt
Tipton Daily Tribune, August 7, 1942, 1, Newspapers.com
Even before the arrival of the braceros, Indiana newspapers reported on Wickard’s agreement with Mexico and anticipated the effect of the workers’ arrival. The Tipton Daily Tribune focused on the assertion that braceros would be imported “only when domestic workers are not available to meet the demand” and would “not replace other workers.” The article also detailed the guarantees negotiated by the Mexican government intended to protect the braceros: their wages would match prevailing local rates with a minimum wage of 30 cents an hour; they were guaranteed employment for at least three-fourths of their stay in any area; and the U. S. government was responsible for their transportation back to Mexico at the end of their employment.
The Bremen Enquirer added information on living conditions, noting that employers must guarantee “adequate housing, health and sanitary facilities.” This meant only three workers or a four-person family could live in a twelve by fourteen foot space with “facilities for cooking, sleeping, laundry, bathing, and adequate sanitary toilets and means of waste disposal.” Most newspapers reiterated statements on the shortage of workers caused by the war effort [see Part One] and patriotically supported the importation of workers from Mexico to help feed the troops. When the workers actually arrived in their hometown, however, the Hoosier response was mixed.
Mexican farm workers first arrived to work on Indiana farms managed by large companies with profitable government contracts. In May 1944, the Argos Reflector reported that the H. J. Heinz Co. had leased a three hundred acre farm north of Argos in Marshall County, “as part of their program to insure delivery of war time food commitments.” According to the Reflector, this was the Heinz Co.’s “largest venture in the country.” The article reported that 114 acres of the farm was planted with cucumbers, “one of the largest items of the company’s list of 57 processed foods.” The Argos reported that the company produced “about half” of the cucumbers provided to the U. S. navy where “pickles are an everyday part of the sailor’s menu.”
“Heinz Building Postcard,” n.d., Private Collection of Joe Coomer, Wabash Valley Visions and Voices, Indiana State University, accessed Indiana Memory.
The Reflector reported that the company was constructing forty “bunk houses” for “an estimated 200 Mexican field laborers.” The article stated that the workers would harvest the cucumber crop and then would be offered jobs “in the tomato fields.” This Marshall County newspaper described the laborers both as “Mexicans” and “migrant workers” and so it is unclear if they were imported Mexican workers or migratory Mexican-American workers.* However, the fact that the company was building housing, implies that they were fulfilling the contract requirements for government-placed bracero workers. It’s possible that Heinz was using both migratory labor and braceros. It’s also possible that the Argos Reflector did not or could not distinguish between workers from Mexico and migrant workers of Mexican heritage.
While I have yet to uncover WWII-era interviews from Indiana based workers that might tell us about their experience, we can get a feel for how they were living from newspaper coverage. Newspapers reported that the braceros preferred outdoor farm work as opposed to work inside the canneries. The Reflector attributed this to their supposed preference for working outside, as if that were a trait of all Mexican people. Putting such a stereotype to one side, reading between the lines, and placing this information in context, however, we can draw some conclusions about their labor conditions. Peeling tomatoes, canning, and running label machines would have been monotonous and the large boilers likely made the work extremely hot and uncomfortable. Newspapers reported that the “200 field laborers” employed by Heinz were “selected for industrious and good conduct.” It’s highly likely that part of “good conduct” was not complaining about conditions.
“Karl Kae Knecht Cartoon,” August 12, 1943, University of Evansville Libraries, Evansville Vanderburgh Public Library Digital Archive, accessed Indiana Memory. Note the “Help Wanted” exclamations at the top of the cartoon.
In August 1944, the Indianapolis Star reflected the national claim that there were “critical shortages of farm labor” and stated that emergency workers were needed in several Indiana counties. The paper reported that sixty “Mexican workers” arrived in Starke County the previous week “to assist with the pickle crop.” The State Supervisor of Emergency Labor stated that 100 more Mexican workers would be assigned to farms in that county. The Star reported that twenty-five Mexican laborers would soon be at work in Wells County, also in picking cucumbers to be processed into pickles.
The Star made it clear that these were bracero workers and differentiated “Mexican workers” and “migrant workers.” After reporting the statistics for the “Mexican workers,” the paper noted that “further assistance is expected from an estimated 500 migrant families from Tennessee, Arkansas and Missouri.” We know even less about the experiences of these Mexican workers. The only thing we know for sure from this Star article is that they made $3.10 to $3.50 per day. However, the official bracero agreement did not put restrictions on hours.
Also in August 1944, an article in the Alexandria Times-Tribune reported that “several truck loaders [sic] of Mexican workers” were arriving in Grant County “to assist with the harvest there.” The Times-Tribune reported a local labor shortage in the “tomato growing belt” and the need for emergency workers. Again, we know little about the workers’ experience. However, the Reflector, the Star, and the Times-Tribune all mentioned the seasonal opening of the canneries in concert with the arrival of Mexican workers. While it is not always clear if the workers were migrant or bracero, it is clear that the Indiana canneries were benefiting from their inexpensive, non-unionized labor.* In fact, in September 1945, the Elwood Call-Leader reported that “some 20 Mexican workers face deportation in Crown Point.” The men, who had been “employed in and around Kokomo,” were charged with “having failed to comply with regulations under which they were imported as workers.” This failure to “comply” could have been legitimate, but it could also refer to worker complaints about working or living conditions, mistreatment, or unfair pay.
(Elwood) Call-Leader, September 14, 1945, 6, accessed Newspapers.com.“Alice of Old Vincennes Tomatoes,” Private Collection of William D. Walker, Wabash Valley Visions & Voices Digital Memory Project, accessed Indiana Memory.
An August 29, 1945, an article in the (Seymour) Tribune raises some flags about worker mistreatment. The newspaper reported: “The Vincennes Packing Company here has twelve Mexican farm workers which they secured, and have housed in the building adjoining their plant.” This plant, which also canned tomato products, told the paper that “while these men were secured . . . for the use and convenience of their own growers, these men can be used at other farm work when they are not otherwise busy.” Again, in the same article, the manager of the company stated that while the Mexican workers were employed “to get tomatoes picked, and other canning crops taken care of . . . they can be used at other farm work when not needed for tomato picking.” It was mainly large companies that could afford to transport, house, and pay the guest workers, not small farmers. However, the large company farms and processors of Indiana were surrounded by small family farms. This Tribune article seems like a thinly-veiled advertisement to local farmers announcing that the packing company was willing to hire out their workers. The question begging to be asked is: who made money off this arrangement, the company or the workers? Nothing can be definitively concluded from this article, but the repeated declaration of the workers’ availability does seem suspect.
(Seymour) Tribune, August 29, 1945, 1, accessed Newspapers.com.
“Open Your Hearts”: Railroad Braceros and Hoosier Response
Mexican railroad workers were also essential to the war effort as increased transportation was necessary to ship supplies from the heartland to the front lines. The response to the arrival of Mexican railroad workers by Indiana communities ranged from attempts to run them out of the neighborhood and pin local crimes on them to wholehearted welcome and support.
In Irvington, just east of Indianapolis, a small but vocal group of prominent citizens made it clear that they did not want Mexican laborers living in their neighborhood and especially not in the historic home of an important nineteenth century politician. Ironically, the politician whose home the residents suddenly wanted to save after years of neglect belonged to George Washington Julian, an important abolitionist who advocated for the civil rights of all people regardless of race or gender. In an 1855 speech on immigration Julian stated:
“Let them come . . . let them have a welcome on these shores. Their motive is a very natural and at the same time honorable one, — that of bettering their lot. . . To proscribe him on account of his birthplace is mean and cowardly as to proscribe him for his religious faith or color of his skin. It is the rankest injustice, the most downright inhumanity.”
Oakland Museum caption: Bracero railroad workers. c. 1944. Unknown photographer. Gelatin silver print. Collection of the Oakland Museum of California. Gift of Jose Cruz.
Irvington residents, however, didn’t internalize the lessons of the man they claimed to revere. The Indianapolis News reported in January 5, 1944 that “Historic Irvington was up in arms” over plans to house Mexican workers of the Pennsylvania Railroad in the Julian home. W. O. Teufil, local superintendent of the railroad, stated that the company had acquired the property and began renovating it to house twenty workers. He stated, “We certainly will make the property more presentable than it has been. Its historic value will not be destroyed. We simply plan to return it to the livable condition to which it once was.”
Indianapolis News, January 5, 1944, 1, accessed Newspapers.com
An Irvington city councilman, however, claimed that turning it into a boarding house would create a zoning violation, and the president of the Irvington Union of Clubs stated that the organization would “begin an immediate inquiry to learn the details of the plan in the hope that it could be stopped.” Teufil expressed his surprise to the opposition and stated: “These are not to be outlaw workers or anything of that sort.”
Indianapolis News, January 8, 1944,1, accessed Newspapers.com
On January 8, the Indianapolis News reported that the city “began preparing legal action to oust from twenty to thirty Mexican workers for the Pennsylvania railroad from the historic George W. Julian home.” Despite the fact that the railroad had gotten over a thousand dollars worth of permits, the city building commissioner notified the railroad that they had not obtained proper permits for renovation and that they needed to evacuate the workers.
In strong contrast to his neighbors, an Irvington resident named M. B. McLaughlin wrote a statement for the News condemning the behavior of those working to remove the Mexican workers from the Julian home through the false pretenses of zoning ordinances. He wrote:
Whether or not you realize it, you are selling short your sons, brothers, husbands on far fighting fronts by your proposed action in closing the Julian home . . . These strangers have come to do a vital job which, ultimately, may mean life, not death, for your dear ones . . . How proud your service men would be . . . if you would open your hearts and hearths to strangers among you.
(Muncie) Star Press, March 1, 1944, 1, accessed Newspapers.com
Meanwhile, the city prepared legal action, and on February 23, the Indianapolis Star reported that the Pennsylvania railroad was working to repair a local gymnasium to house the workers. More Irvington residents spoke out in support of the workers aiding the Allied cause. A local resident named C. S. Brook wrote the mayor, condemning the actions of his xenophobic neighbors. He wrote: “We would state that these few do not speak for Irvington.” Fortunately for the war effort, those working to keep the Mexican workers in the Julian home won out in the end. The Indianapolis Star reported on March 23:
It was learned a ‘Good Neighbor’ policy promulgated between city officials, the Pennsylvania Railroad and Irvington residents would permit the Pennsylvania to continue housing 29 Mexican track workers in the old George W. Julian home…
Vidette-Messenger of Porter County, April 14, 1944, 3, accessed Newspapers.com
In a drastically different scene, Mexican workers employed by the Pennsylvania Railroad were heartily welcomed and thanked for their labor by the World War I veterans at an American Legion post in Valparaiso. Charles Pratt Post No. 94 invited thirty-five braceros to a “Pan American Day” celebration on April 14, 1944. The (Valparaiso) Vidette-Messenger of Porter County described the event in detail and extensively quoted its host, Post Commander Franklin Burrus. The celebration began with “the advancement of the colors of both countries while legionnaires and guests stood at attention. The Hoosier attendees broke into the U. S. national anthem and when they were finished, their Mexican guests “responded with their national anthem.” Commander Burrus then welcomed them in a touching speech. He thanked the Mexican workers for their contribution to the war effort and expressed his hope that through their alliance, Mexico and the United States would grow closer in times of peace as well. Burrus continued:
We of the Legion, having served in World War 1, and some in World War 2, probably have a deeper appreciation of the need for inter-American co-operation than many other persons. We realize that you men from Mexico are certainly making an important contribution to the prosecution of this war by your present work in the great industry of railway transportation. We realize that you are away from home, in another country, separated from intimate friends and loved ones and we know what that means. Nevertheless, we hope that your experiences here will all be pleasing to you and that your country and American will both benefit by your having been here.
(Valparaiso) Vidette Messenger, April 15, 1944, 1, accessed Newspapers.com
Luckily, we know a bit more about the workers in this story. They were in the United States for six months as a part of the bracero program’s railroad initiative. From quoted statements by their supervisor, Charles Weiss, we can glean that he greatly respected their work. Weiss told the Vidette-Messenger, “They are really making a great contribution to the war effort.” Weiss also seemed to care about the workers having a positive experience. He stated, “These men like it here and when they return to Mexico they will go as ambassadors of good will.”
“Bittersweet Harvest: The Bracero Program 1942-1964,” The National Museum of American History, Smithsonian, accessed http://americanhistory.si.edu/bracero/introduction (Note: The museum does not list s credit for the poster).
Of course, these are the interpretations of an American supervisor, not a Mexican laborer. While we can’t understand the full experience of the workers from the newspapers, we can get a taste of this one festive evening. Four Mexicans “favored” the audience “with songs of their native country.” They must have performed for some time, as the newspaper reported the singing of “solos, duets and ensembles.” Fortunately, the newspaper gave the Mexican musicians’ names, several likely misspelled. These are the only names of Mexican workers that I came across in my research. They are:
Cesario Marquise
Francisco Martinis
Angelo Lopez
J. C. Custro
After the music concluded, the group watched the movie War on the High Seas about the attack on Pearl Harbor. The Vidette-Messenger reported that the evening concluded with “the serving of refreshments, following which Angelo Lopez, formerly a Mexican soldier, put on a demonstration of the manual of arms and playing the drum.”
While this is the lengthiest description of a warm Hoosier welcome for Mexican railroad workers, it is not the only such story. In January 1944, the (Cambridge City) National Road Traveler praised the work of fifty Mexicans residing just east of Cambridge City who were making “the dirt fly,” laying railroad line. The paper also reported enthusiastically on their patronage of local businesses: “The Mexican workmen have been keeping local stores busy caring for their needs while here.” So while they didn’t roll out the red carpet like Valparaiso, Cambridge City was at least accepting and grateful for the economic boost. In June 1944, the (Richmond) Palladium-Item gave an update on the “fifty Mexican young men” living “in a 12-car camp unit near Cambridge City while working on the Pennsylvania railroad line between Indianapolis and Richmond.” The newspaper reported, “Although the boys have only been here two weeks of the six months they contracted to work, most of them already have decided they want to make Indiana their home.” This would not have been true for those Mexican railroad workers stationed in Elkart, however.
In September 1945, a fifteen-year-old white girl named Sally Joan Young was raped and murdered in Elkhart. In the ensuing weeks, the Indianapolis Recorderreported that the Elkhart police and newspapers “fanned” false reports that “the crime had been committed by a Negro.” An African American man picked up on another incident was held in a nearby jail as “practically” guilty. He was “frequently and intensively questioned about the school girl slaying.” According to the Recorder:
Several Mexican railroad workers had also been arrested and grilled, by local police and the FBI, during the six-weeks attempt to pin the crime on a person of a dark-skinned racial group.
Eventually, a white man who was seen in bloodstained clothes by several witnesses, confessed to the crime. The Elkhart Truth reported:
Incidentally, it will be recalled that, when the crime was committed, there was a quick flareup of suspicion toward members of two dark-skinned races resident in Elkhart. As it turns out, the murderer was neither a Negro nor a Mexican.
In researching this topic, I found only one mention of an interpreter employed for the workers. Thus we can imagine the fear that the young men experienced as they likely received the same frequent and intensive questioning as the African American suspect by the police and the FBI.
More research is needed to examine complaints of the workers concerning injustices. Again, newspapers give us hints. In 1946, the Indianapolis Recorderreported that the Mexican government would no longer send workers to Indiana. The Mexican Minister of Labor Francisco Trujillo “cited low wages, illegal withholding of wages, poor living conditions and lack of medical care.”
In April 1943, Congress passed Public Law 45 allowing the importation of workers from the Caribbean. Approximately seventy thousand Jamaicans, Barbadians, and Bahamians arrived to work on U.S. farms between the passage of the law and the end of the Farm Worker Program in 1947.
In July 1943, the Greencastle Daily Bannerreported that twenty Jamaican workers were “relieving the farm labor shortage in Gibson County.” They were at work “detasseling and hoeing hybrid corn on the 9,800 acre Princeton Farms, [the] largest agricultural unit in Indiana.” The paper reported that the workers lived in a new bunk house with separate building for the kitchen and mess hall where a Jamaican cook provided their meals. In August, the Banner followed up on the July report, stating that the Jamaicans would work for Gibson County orchard growers and then return to Princeton Farms for the corn harvest.
Jamaican Workers in Michigan, photograph, 1943, Detroit News Photograph Collection, Walter P. Reuther Library, Archives of Labor and Urban Affairs, Wayne State University, accessed Virtual Motor City.
Again, there are few reports of their experiences in the workers own words, but we can glean some information about their lives from these newspaper reports. For example, the Banner writer interviewed Hoosiers who worked with the Jamaicans. The farm manager described them as “happy-go-lucky” but also seriously “religious.” He said they complained little as the worked. They disliked only the cold Indiana mornings and the lack of Jamaican rum. These statements reek of stereotyping, but again show us that workers were motivated to not complain because they could be repatriated without pay.
Like they did for Mexican workers, Indiana newspapers generally painted a positive picture of the Hoosier reception of Jamaican workers, relaying that they arrived to help with or even save the harvest, and ease the labor shortage. For example, the Indianapolis Star reported August 8, 1944, that thirty-two Jamaicans would soon arrive in LaPorte County to pick peaches and in nearby counties others were “at work in connection with the canning industry.”
The Alexandria Times-Tribune reported a few weeks later that a large number of Jamaicans arrived in Madison County as “emergency pickers” for the tomato fields. The article also noted that the canneries would soon begin operations, reinforcing the connection noted in Part One between the demand for inexpensive foreign labor and the Indiana tomato canneries. The Daily Clintonian, likewise, reported from Vincennes that “eighty Jamaican and Mexican agricultural workers will arrive in Knox county around May 15 to aid in production and harvesting of the 1945 tomato crop.”
In Martinsville, however, Jamaican workers had a close call with a riotous mob. The Martinsville Reportertold of “a display of mob spirit by a group of trouble makers and agitators . . . directed against the twenty or more Jamaican workers that had been sent into the county to relieve the current labor shortage.” There was apparently enough “loud talk” that the local National Guard unit armed themselves with “tear gas equipment” and sent for the state police. In the face of the show of force, “the loud mouth leaders of the agitators began to have business elsewhere.” And while the situation was diffused, the Reporter noted that “a spark at the right time might have caused grave trouble.”
Response of African American Newspapers
While many Indiana newspapers described these guest workers as saviors of harvests and important contributors to the war effort, African American newspapers saw their arrival through a different lens – the lens of available black workers who have been repeatedly denied similar jobs for a fair wage (as discussed in Part One).
The Indianapolis Recorderreported that there were plenty of agricultural commodities being produced and that the supposed labor shortage was not affecting production goals. The problem was distribution, not production or labor. The Evansville Argus took issue specifically with the guest worker program. In an editorial for the Argus, journalist Elmer Carter criticized the recent importation of workers from the Bahamas to Florida. Carter wrote,
Indiana Memory caption: Sixteen-year-old Russel Deyo (above), of Sparta, raises sweet potatoes and tobacco on a large farm he cultivates with his father. Russel B. Deyo, Sparta, Va. Jan 19 1947, New Farmers of American Records, University Library Special Collections and Archives, IUPUI, accessed Indiana Memory.
There are a hundred thousand unemployed disinherited black and white share croppers in the South anxious to work in Florida or anywhere else.
He stated that the Southern Tenant Farmers Union offered to send 20,000 share croppers to the area in need, but the Florida growers did not want them. The union workers would have been an integrated labor force of black and white workers, so the growers would have to pay black and white laborers the same wage. Carter says the workers were rejected because the growers did not want to pay black workers the same wage as white. Instead, they wanted Bahamians because they could exploit their labor. Carter called on Secretary Wickard to “examine the motives which have prompted the Florida growers to spurn the offer of unemployed and available American workers.”
As it was correct in assessing the labor shortage myth, the Argus was again correct about the exploitation of workers. Importing foreign workers weakened the bargaining position of domestic workers in their struggle to increase their wages. However, this was not because foreign workers cost less. Employers had to pay a minimum wage and transportation as well as provide housing. The incentive was that foreign workers could not bargain or complain. If they did, they were repatriated. According to historian Cindy Hahamovitch:
The importation program was certainly more palatable to growers than the effort to relocate domestic farmworkers from areas of surplus to areas of scarcity, but it undermined farmworkers’ efforts to lift themselves out of poverty. Farmworkers who struggled to bargain up their wages after 20 years of agricultural depression found themselves thrown into competition with farmworkers from abroad who could be deported for making the very same demands.
USCIS History Library, U.S. Citizenship and Immigrations Services, accessed
According to the Bracero History Archive, the worker safeguards negotiated by the Mexican government worked only in theory. In practice, however, U.S. employers ignored the safeguards and many braceros “suffered while growers benefited from plentiful, cheap, labor.” The U.S. extended the bracero program for decades, using it not only as a supply of cheap labor but as a policy for controlling immigration. Its legacy continued to influence policy making today. Regardless of the intentions of such bureaucrats and agricultural corporations in importing labor, there is no question that these Mexican and Caribbean men made an important contribution to the Allied war effort.
Note
* Indiana farms had used migratory workers for some time. Some of these workers may have been Americans with Mexican heritage or Mexican immigrants who came to the United States of their own accord, both legally and illegally. By using newspaper articles only, not in conversation with government records, it is not always clear if the workers described as “Mexican” were migratory workers or were workers imported by the United States government. I have noted with an “*” where the newspapers are not specific.
Further Reading:
Bracero History Archive. Roy Rosenzweig Center for History and New Media, George Mason University, Smithsonian National Museum of American History, Brown University, and the Institute of Oral History at the University of Texas El Paso, http://braceroarchive.org/
Calavita, Kitty. Inside the State: The Bracero Program, Immigration, and the I.N.S. (New York: Routeledge, 1992).
Collingham, Lizzie. The Taste of War: World War II and the Battle for Food. New York: Penguin Books, 2011.
Craig, Richard B. The Bracero Program: Interest Groups and Foreign Policy. Austin: University of Texas Press, 1971.
Gamboa, Erasmo. Bracero Railroaders: The Forgotten World War II Story of Mexican Workers in the U.S. West (Seattle: University of Washington Press, 2016).
Gamboa, Erasmo. Mexican Labor and World War II: Braceros in the Pacific Northwest, 1942-1947 (Austin: University of Texas, 1990).
Hahamovitch, Cindy. “The Politics of Labor Scarcity: Expediency and the Birth of the Agricultural ‘Guestworkers’ Program,” Report for the Center for Immigration Studies, December 1, 1999, accessed https//cis.org/Report/Politics-Labor-Scarcity.
Children under eighteen years of age make up more than half of the approximately 22 million people seeking refuge today. [1] We read statistics like this often, and sometimes our empathy for such human devastation of can get lost in the numbers. The problems can feel remote, foreign, and unrelated to our own daily struggles. And that is precisely how many Americans felt just before the outbreak of WWII, as the number of people applying for refuge in the United States multiplied. In 1938, 125,000 asylum seekers applied for the 27,000 visas under the restrictive U.S. quota system. By 1939, that number increased to over 300,000. [2] A Fortune magazine poll from the summer of 1938, showed that 67% of Americans thought “we should try to keep them out.” Only 5% thought the U.S. government should raise the quotas to allow more people asylum. [3]
Fortune, July 1938, reprinted in Ishaan Thardoor, “What Americans Though of Jewish Refugees on the Eve of World War II,” Washington Post, November 17, 2015, accessed Washington Post.
Again, the staggering statistics can be numbing. But even at our most ambivalent, the stories of children fleeing persecution seem to break through our indifference and stir us to act. For example, in 1938, British citizens lobbied their government to act on behalf on children fleeing Austria and Germany after the Anschluss and Kristallnacht. They agreed to fund the transportation, care, and education of these children and infants. These rescue missions, known as Kindertransport, saved ten thousand children from annihilation.
Despite the prevailing attitudes towards immigrants in the United States, some hoped their fellow Americans would make an exception for child refugees. Hope came in 1939, in the form of the Wagner-Rogers Bill that aimed to bring 20,000 children escaping Nazi Germany to the United States. Hoosiers both supported and opposed refugee immigration and the bill. Looking through Indiana newspapers for the United States Holocaust Memorial Museum‘s History Unfolded project, we can see what Hoosiers knew about the issue, how they aided, and how they failed these small asylum seekers. (Find out how you can participate in the History Unfolded Project which helps the USHMM determine what Americans knew about the Holocaust.)
USHMM caption: Jewish refugee children, part of a Children’s Transport (Kindertransport) from Germany, upon arrival in Harwich. Great Britain, December 12, 1938, Institute of Contemporary History and Wiener Library Limited, accessed Holocaust Encyclopedia, USHMM.
The Wagner-Rogers Bill
(Richmond) Palladium-Item, May 22, 1958, 11, accessed Newspapers.com
Clarence Pickett, an Earlham College professor and leader of Quaker relief organization American Friends Service Committee, led the drafting of the bill in December 1938. Senator Robert Wagner (D-NY) and Representative Edith Nourse Rogers (R-MA) introduced this legislation in both the House and Senate on February 9, 1939. The bill would allow 20,000 children under the age of fourteen to immigrate to the United States (10,000 in 1939 and that same amount in 1940) outside of the established quota. While the bill did not specify that these were Jewish children, “the realities of the refugee crisis in Europe made this an obvious and understood fact. [4] The Jewish Telegraphic Agency (JTA) quoted Senator Wagner:
The admission of a handful of unfortunate people means little in the economic life of 120 million people, but it means a great deal for us and the world as a symbol of the strength of democratic convictions and our common faith.
Support for the bill came from unlikely places. The American Federation of Labor (AFL) and the Congress of Industrial Organizations (CIO) both supported the legislation, specifying that the children were not a threat to American jobs, an oft-cited fear for those with anti-immigration sentiments. In fact, Pickett argued, they would become consumers, helping the economy. The U.S. Department of Labor agreed, and offered to place the children via their Children’s Bureau. Leaders from all of these organizations testified before the House Immigration Committee in support of the bill. The (Indianapolis) Jewish Post reported via the JTA that John Brophy, National Director of the CIO “told the committee that organized labor had no fears of an undue influx of refugees resulting from the Wagner-Rogers Bill.” Eleanor Roosevelt also spoke in favor of the bill, allowing herself to be quoted on a heated political issue for the first time in her six years as first lady, according to the USHMM. She told UP reporters:
I hope very much it will pass. It seems to be a wise way to do a humanitarian thing.
“The Conscience of the American People”
At the same time in Indiana, several notable Hoosiers were at work on grassroots campaigns to rescue German-Jewish children. Prominent Jewish civic leader Sarah Wolf Goodman and the leadership of the (Indianapolis) Jewish Post, among others, raised money to bring refugees to the United States. We examined these efforts thoroughly in post 5 of this series “Jewish Refugees, Hoosier Rescue.” But these were small-scale operations. The sweeping action needed had to come from the federal government.
On December 16, 1938 Jewish Post Editor Gabriel M. Cohen made a passionate argument for congressional action. Cohen stated that protests against the Nazi perpetrators and prayers for the victims were not enough. It was time for “immediate relief.” Cohen noted that President Roosevelt was not seeking to extend the quota system, but that maybe it was not up to the president to lead the way on this issue. Cohen continued:
USHMM caption: A Jewish refugee girl from Vienna, Austria, upon arrival in Harwich after her arrival in England on a Kindertransport. United Kingdom, December 12, 1938, National Archives and Records Administration, College Park, MD, accessed Holocaust Encyclopedia, USHMM.
Possibly such a demand cannot at this time come from the President. It can and should come, however, from the conscience of the American people.
He noted especially the responsibility of communities and leaders of faith. He expressed his confidence in American Jews to take a leading role in the care of these children
We are certain that there are thousands of Jewish families in the United States, who, in the face of the present crisis, will gladly take refugee children into their homes and provide them with food and shelter as long as necessary.
Cohen’s prediction was correct. The JTA reported that at an April 1939 joint committee hearing for the bill, attorney Wilbur Large presented 1,400 letters from citizens around the country offering to adopt a refugee child. In fact, the AP reported that Paul Belsser, head of the Child Welfare League of America testified that there were more than enough homes for the children with twelve applications coming in for every child adopted in America.
Marcus Blechman,, Photograph of Helen Hayes, 1945, Henrietta Alice Metcalf Performing Arts Photographic Collection, Special Collections Research Center, University of Kentucky, https://exploreuk.uky.edu/catalog/xt7gxd0qsz74_205_1/
Hollywood actress Helen Hayes offered to adopt a refugee child herself. Hayes told the committee that her grandmother, who had nine children, lived by the motto, “There is always room for one more.” Then, joking aside, Hayes addressed the lawmakers:
There is room in my family for one more. I beg you to let them in.
One senator “heckled” her, according to the Logansport Pharos-Tribune, asking sarcastically, “Do you mean to say you’d adopt a child unseen?” Hayes replied sharply, “I never saw my own child until it was delivered!”
“A Stand Against A Haven”
In his plea for congressional action, Cohen also anticipated and refuted opposing arguments. Echoing Pickett, the Jewish Post editor wrote:
Whatever economic objections and fears of increased unemployment Congress may have with regard to enlarging the existing immigration quota, there can be no such objections to the admission of children.
Also like Pickett, Cohen argued that the children would first be consumers before they would be job seekers. He continued, “Their presence in the community would stimulate business.”
USHMM caption: Children aboard the President Harding look at the Statue of Liberty as they pull into New York harbor. They were brought to the United States by Gilbert and Eleanor Kraus. New York, United States, June 1939, US Holocaust Memorial Museum, courtesy of Steve Pressman, accessed Holocaust Encyclopedia, USHMM.
Again, Cohen’s predictions were correct. The bill’s opposition focused on the “economic dangers” of increasing immigration just as the country was climbing out of the Great Depression. Senator Robert R. Reynolds (D-NC) argued that the children would grow up and “undoubtedly keep our own children from jobs and work that they are rightfully entitled to.” Reynolds pledged to “filibuster the plan to death,” according to the Associated Press (AP).
Meanwhile, in Indiana, members of the American Legion‘s Subcommittee on Immigration gathered in Indianapolis to begin a series of meetings on the bill and establish the official position of the national organization. According to a May 3 AP article via the Kokomo Tribune :
Some members of the immigration committee were reported to be favoring the admission of the children for humanitarian purposes while others were opposing it on the grounds American children would suffer by the influx of additional foreigners.
By May 5, 1939, the American Legion made its decision to oppose the bill and adopted a report of their official position. Announcing their decision from their Indianapolis headquarters, American Legion Chairman Jeremiah Cross called the bill “class legislation” because it “would benefit persecuted minorities in only one country.” According to the International News Service via the Hammond Times, Cross claimed that accepting the children would “break up homes and thus be contrary to the American tradition of preserving home life.” National Commander Stephen Chadwick stated that there were too many children at home that needed assistance. Chadwick continued:
We should solve this problem at home before extending a helping hand to foreign nations.
The local Franklin, Indiana, American Legion chapter encouraged the legionnaires gathered at Indianapolis to go further in denying asylum. The Edinburg Daily Courier and Franklin Evening Star reported that the district recommended “a ten-year curtailment of all immigration into the United States” on top of opposing the bill. At the final session of their meetings on immigration, American Legion director Homer L. Chaillaux announced that the powerful organization would indeed back a policy of “curtailed immigration for 10 years to solve the unemployment problem” and “halt the flow of undesirable aliens into this country.” The Evening Star reported that the Legion also reiterated that they were taking “a stand against a haven for thousands of German refugee children seeking admittance to this country, on the grounds that entrance of the children would clear the way for a increased number of parents and close relatives.”
USHMM caption: Soon after liberation, surviving children of the Auschwitz camp walk out of the children’s barracks. Poland, after January 27, 1945, US Holocaust Memorial Museum, courtesy of Lydia Chagoll, accessed Holocaust Encyclopedia, USHMM.
The anti-immigration position of the American Legion and other organizations (such as the Daughters of the American Revolution) was translated into policy. The Senate Committee on Immigration proposed admitting the children but counting them against the quota. Senator Reynolds proposed the children be admitted in exchange for an end to all quota immigration for five years. This is exactly what leaders of organizations dedicated to rescue feared. James G. McDonald, chairman of the President’s Advisory Committee (and a former Indiana University professor who has been covered in detail in our History Unfolded series post 4 and post 5) predicted this response and the death of the bill. Assistant Secretary of State George S. Messersmith recommended to McDonald that his advisory committee not attempt to intervene, as any effort to expand the quota would result in a cutting of the quotas instead. Congress was eager for the chance to respond to American anti-immigration sentiment. McDonald worked behind the scenes to put pressure on President Roosevelt to intervene, but the president declined to act or comment on the issue. McDonald wrote despairingly in a private letter that the settlement of refugees was “dependent upon the attitude of governments which are little influenced by humanitarian factors.” [5]
USHMM caption: A child wears the compulsory Jewish badge. The “Z” stands for the word “Jew” (Zidov) in Croatian. Yugoslavia, ca. 1941, accessed Holocaust Encyclopedia, USHMM.
The amendments added by the legislation’s opponents, nullified its intent, and Senator Wagner withdrew his bill on July 1, 1939. The Jewish Postreported that antisemitic groups and publications praised Senator Reynolds. The newspaper also reported on Reynold’s founding of the Vindicators Association, which was “an ultra-nationalist, isolationist, nativist, anti-Semitic, and anti-communist” group, according to the North Carolina History Project. The Post reported via correspondent:
Speaking of refugees, Senator Bob Reynolds, of North Carolina, who sees the overthrow of the republic if 20,000 refugee children are allowed to enter this country in the space of two years, has just opened a new headquarters for his organization, The Vindicators, here in Washington. It’s right behind the Supreme Court Building, and cost $20,000.
The New York Times and other national publications also condemned Reynold’s extreme anti-immigration stance and linked him to antisemitic groups. But the senator continued to advocate for isolationism. The Congressional Recordreported his 1941 address to the Senate:
I wish to say — and I say it without the slightest hesitation — that if I had my way about it at this hour, I would today build a wall about the United States so high and so secure that not a single alien or foreign refugee from any country upon the face of this earth could possibly scale or ascend it.
USHMM caption: This photograph taken soon after liberation shows young camp survivors from Buchenwald’s “Children’s Block 66″—a special barracks for children. Germany, after April 11, 1945, Federation Nationale des Deportes et Internes Resistants et Patriots, accessed Holocaust Encyclopedia, USHMM.
Private citizens and charitable organizations continued their rescue efforts (and this series will continue to share the stories of such notable Hoosiers.) However, the immigration quotas remained in effect, denying asylum to those fleeing Nazi persecution. As we reflect this International Holocaust Remembrance Day, remember the 1.5 million children who were killed by Germans and collaborators — not as “unwanted aliens” and not as statistics — but as boys, girls, and even infants who deserved a future. And we can’t help but regret that Cohen’s appeal in the Jewish Post to “Save the Children” went unanswered. In it, he concluded:
Tens of thousands of innocent children are now exposed to a life of torture or to a slow painful death . . . America must do its share. Let us open our gates to their outstretched hands.
Learn more about the History Unfolded project and about issues facing Refugees Today through the United States Holocaust Memorial Museum.
Richard Breitman, Barbara McDonald Stewart, and Severin Hochberg, eds., Refugees and Rescue: The Diaries and Papers of James G. McDonald, 1935-1945 (Indianapolis and Bloomington: Indiana University Press, Published in Association with the United States Holocaust Memorial Museum, Washington D.C., 2009), 160-161.
Brigadier General Adam R. Johnson, 1863,” William J. Davis, ed., The Partisan Rangers of the Confederate States Army: Memoirs of General Adam R. Johnson (Louisville, 1904).
On July 18, 1862, a brash young Kentuckian with aspirations of military advancement, Adam R. “Stovepipe” Johnson, used a rowboat and a small flatboat ferry to lead a group of approximately thirty men across the Ohio River from Kentucky to Newburgh, Indiana. Landing on the waterfront, unoccupied at lunch time, Johnson and his men seized a small store of weapons from a riverside warehouse and bluffed a group of some eighty Union soldiers convalescing in a nearby hotel into surrendering their unloaded muskets. Johnson’s men then looted a few homes and stores, paroled their prisoners, and returned safely across the river with their booty. The entire action lasted only a few hours.
Johnson recounted the events many times, and eventually published the account in his memoir, Partisan Rangers of the Confederacy. Filled with enthusiasm, southern chivalry, and name-dropping—although often sparse on corroboration—his memoir placed the Newburgh raid in the context of Confederate movements in Kentucky in the summer of 1862. If it had no other effect, the Newburgh affair enabled Johnson to raise and arm a number of youthful recruits for what became his 10thKentucky cavalry (CSA). He returned to Indiana a year later as a brigade commander in General John Hunt Morgan’s 1863 raid.
Depiction of Morgan’s Raid, courtesy of the Indiana Historical Society.
Johnson’s actions provide an opportunity to consider the role of southern fighters in the Ohio Valley. Using the language of the 1862 Confederate Partisan Ranger Act, he pictured himself in his later book as part of a military force operating in an irregular manner under the authority of such superiors as General Nathan Bedford Forrest and General John C. Breckenridge. Yet at the time of the raid, his own account suggests he had no formal appointment as an officer, wore no uniform, and commanded a hastily assembled body of civilians—more guerrillas than soldiers. Union authorities certainly viewed him as little or nothing more than a brigand, and rejected the authority of the paroles he had issued to his eighty prisoners.
The Newburgh raid may have had greater influence upon Union war activities in Indiana and the Ohio Valley than any results that Johnson claimed for his cause. The total surprise and the bloodless success was, without doubt, a shock to many Hoosier leaders. In Newburgh, it embarrassed the local Indiana Legion commander, a merchant with an unusual first name, Union Bethell. He had been among those lunching while the raiders struck, and had previously enjoyed limited success in raising and training a local company of that state militia. Accordingly, he had stored the weapons provided for them in his own unguarded riverfront warehouse. When Bethell arrived on the scene in civilian attire, he refrained from more than verbal protests after Johnson pointed out two cannon emplaced across the river—cannon that were actually dummies made from a blackened log and the piece of stovepipe that gave Johnson his subsequent nickname.
Through chance rather than Confederate action, the telegraph line from Newburgh to Evansville was not in operation. Word of Johnson’s incursion thus took extra hours to reach state and federal military authorities. When it did become known, the raid set in motion several frantic days of Union responses. Lieutenant Colonel John Watson Foster, on leave from the 25th Indiana Regiment, took command in Evansville. He called for volunteers, including local convalescent Union soldiers, assembled a small riverboat flotilla, sailed up the Ohio River to the mouth of the Green River—where Johnson’s raiders had taken their loot—and engaged in skirmishing with a small number of Confederate guerrillas.
“Stove-pipe Battery at Capture of Newburg,” William J. Davis, ed., The Partisan Rangers of the Confederate States Army: Memoirs of General Adam R. Johnson (Louisville, 1904), p. 109.
Finding few defenders, Foster then proceeded to Newburgh. Half a dozen local residents who were perceived as friendly to the rebels were arrested. One, Andrew Huston, was later tried and acquitted by a federal court jury in Indianapolis on changes of treason and assisting the rebels. Two other Newburgh residents who had assisted the raiders were slain by members of an angry local crowd before order was restored.
As often happened in military emergencies, Governor Oliver P. Morton soon took a visible hand. First in Indianapolis and then in Evansville, he issued repeated calls for volunteers, and urged vigorous military responses. Within three days, state and federal military officers had sent approximately a thousand regulars and volunteers to the scene, occupied Henderson, Kentucky, and sent probes into that city’s countryside. One of the probes, led by Captain Bethell, recovered a portion of the stolen arms—as well as his local reputation—at a nearby farm.
The occupation of Henderson proved to be a long term consequence of the raid; Newburgh would not again be threatened. Occurring during a call for large numbers of new volunteers, the raid also proved to be a significant boost for Union recruiting in Indiana. The July volunteers were formed into a short-lived thirty day unit, the 76th Indiana. Volunteers of longer service would become parts of the 65thand 78th Indiana regiments. Several thousand more Indiana volunteers joined the Army in the following days and weeks. Disappointed with the performance of his militia, Morton returned to Indianapolis and devoted much time to improving militia equipment and training, and extending the telegraph network along the exposed Ohio River.
Bibliography:
Mulesky, Raymond, Jr., Thunder from a Clear Sky: Stovepipe Johnson’s Confederate Raid on Newburgh, Indiana. (Lincoln, Neb.: iUniverse Star, 2006).
Davis, William J., ed., The Partisan Rangers of the Confederate States Army: Memoirs of General Adam R. Johnson. (Austin, Tex.: State House Press, 1995). Reprint of the original edition published by Geo. G. Fetter Company, Louisville, 1904.
Terrell, W. H. H., Indiana in the War of the Rebellion: Report of the Adjutant General. (Indianapolis: Indiana Historical Bureau, 1960). Reprint of volume one of the eight-volume original report, 1869. See especially pages 181 to 189.
“Dr. Otto U. King: Small-Town Dentist, World- Wide Impact,” accessed via the Indiana Dental Association.
Shells rained down on men who had endured disease, the obliteration of their comrades, sleep deprivation, the constant shriek of ammunition, and the literal smell of death. Burrowed into dirt along the Western Front, these Allied men slugged it out in a battle of wills and weaponry until they defeated the Central Powers in 1918. Many of the American troops that helped ensure victory in World War I, as well as the surgeons waiting on hand in ambulances to treat shrapnel-torn faces, were there, in part, because of the efforts of Indiana dentist Otto King. For Dr. King, dentistry went beyond staving off cavities and engineering attractive smiles. He applied his dental skills to a greater good both abroad and at home, and encouraged the nation’s dentists to follow suit. This meant mobilizing dentists to treat war-induced maxillofacial trauma and establishing free dental clinics for poor children who missed school due to untreated oral issues.
After graduating from the Northwestern University Dental School in 1897, Dr. King practiced dentistry in his hometown of Huntington, Indiana. He assumed a national leadership role in his profession in 1913, when he was elected the general secretary of what is today known as the American Dental Association (ADA). The role of general secretary was equivalent to that of a modern executive director. Dr. King helped transform dentistry from a trade to a profession through the establishment of The Journal of the American Dental Association (JADA), published in Huntington and distributed nationally. Dentists across the country—notably those in remote areas—could learn about best practices, research findings, educational and professional opportunities, and new dental theories through articles like “The Functions of Dentistry and Medicine in Race Betterment” (1914) and “Commercialism vs. Professional Ethics” (1915).
World War I dental ambulance at Van Cortlandt Park, NY, to be sent to Hancock, GA, courtesy of Getty Images.
Editor King also used the journal to mobilize dentists for World War I service and published findings related to war-related injuries, such as Leo Eloesser’s 1917 “Gunshot Wounds and Lesions Produced by Shell and Shrapnel in the Jaws and Face.” Just days before the U.S. entered World War I by declaring war on Germany in 1917, Dr. King gave an interview printed in newspapers across the country about the Preparedness League of American Dentists, an extension of the ADA. The emergence of trench warfare during the “gravest crisis” in history created an urgent need for dentists on the frontlines and the Preparedness League worked to recruit dentists for Army and Navy service from every state, as well as Puerto Rico, the Philippine Islands, and Canada. Dr. King did his part when Colonel Kean ordered him to choose dentists to serve at base hospital No. 32, located in Indianapolis, in July 1917.
Dr. King explained that the league would respond to this need by securing “in each locality, a nucleus of the trained dental specialists, who will assist in the instructions of the members of the unit along the lines of war dental surgery, as a measure of preparedness against war and to co-operate in treatment of wounds of the jaws and face, in case of actual warfare.” He stated that “Whereas Red Cross base hospitals are being formed, we are, as fast as possible, organizing dental units in connection therewith and co-operation is established between the organizations.”
American Red Cross dental ambulance, 1918, courtesy of the Library of Congress.
The New York Times reported that the Preparedness League outfitted dental ambulances sent to the warfront to reach patients in “out-of-the way places.” In addition to treating the wounded, these ambulances isolated men in order to prevent the spread of diseases like mumps and German measles. The Times reported that “at least 20 per cent of the men are incapacitated and kept from active service on account of illness finding its source in diseased conditions of the mouth.” These state-of-the-art ambulances included a fountain cuspidor, electric lathe, sanitation cabinet, steam sterilizer, nitrous oxide, vulcanizer, and a typewriter on which to record treatment findings. A secondary use for these ambulances involved relief work in France, where the Red Cross mobilized dentists to treat the teeth of children.
Image from Report of the Committee on Dentistry, General Medical Board Council of National Defense, September 9, 1917.
Because of his work with the Preparedness League, Dr. King was appointed as one of twelve members on the Committee on Dentistry, General Medical Board of the Council of National Defense. He headed the Committee on Publicity, a subcommittee tasked with recruiting dentists for Army service. Dr. King utilized JADA for this purpose, including a blank application to the Dental Reserve Corps and publishing pieces like “You Can Help Win the War!—An Appeal for Prompt Individual Service by Every Member” and “How May You Assist the Medical Department of the United States Army?”
In one article, U.S. Army dentist Dr. John S. Marshall detailed the morbid gamut of dental injuries awaiting military personnel, including:
blows upon the face from the closed fist; kicks of horse or mule; the impact of some heavy missile propelled with considerable force; the extraction of teeth, tho this is rare; a fall from a horse, bicycle, or a gun-carriage; the passage of a wheel over the face; and gunshot injury in line of duty or from accident, or design, with suicidal intent or otherwise.
Wounded in Field 896, C.P.I. 4050. First Aid in the First Line Trenches, administered by the hospital corps, March 6, 1918, courtesy of the Library of Congress.
He lamented the devastation wrought by shell fragments, which “tear away the soft tissues and underlying bone, leaving a hideous and ghastly wound.” Because of these traumas, “the Oral Surgeon has during this World War come into his own.” These surgeons not only performed life-saving procedures, but also helped restore facial features in what the Chicago Tribune described in 1918 as “a new branch of the healing art—that of plastic surgery.” The Decatur, Illinois Daily Review noted that working to reverse oral disfigurement “have given the dentists a new distinction.”
In addition to injuries, success on the battlefield was impeded by defective teeth, as they hindered the ability to eat and subsequently weakened the fighting force. Dr. King thus noted the importance of the U.S. Army Dental Corps, stating “It is truly said that an army fights on its stomach and teeth . . . As monitors of the teeth, the dentists are supervisors of the stomach, hence, the army is helpless without our professional officers.”
Soldiers with dental splints at Base Hospital No. 6 in Bourdeaux, France, 1918, courtesy of the ADA Library & Archives.
But just getting troops onto the battlefield proved to be a challenge. Dr. King utilized his prominence in the profession to convince dentists to treat recruits barred from service due to dental issues—at no cost. He warned that “more than 2,000 applicants for enlistment were in danger of being refused entrance into the fighting force of the nation because of defective teeth.” In April 1917, he volunteered to personally treat rejected recruits and he convinced local dentists to prepare the mouths of two rejected recruits. Under his direction, the ADA hosted a “Help Win the War” convention in 1918, which featured a series of clinics about dental treatment and military recruitment.
Removing a tooth during World War I, courtesy of the U.S. Army Medical Department, Office of Medical History.
The Chicago Tribune reported that by the time of the conference, Preparedness League members had performed more than 500,000 free operations on recruits, enabling the men to pass the military’s physical examination. A letter printed in the JADA encouraged dental colleges, dispensaries, and hospital clinics to work with the Preparedness League to treat the mouths of recruits. The author lamented that the criteria for military acceptance included only “a mouth free from disease producing conditions and four (4) opposing molars, two on either side . . . This requirement is a joke but we can change it no doubt, if desired.”
With the conclusion of the Great War, Dr. King intensified his efforts to bring his “great humanitarian mission” to fruition. This involved educating the public about importance of dental prevention, particularly among children. He noted that most infectious diseases, such as diphtheria and small-pox, entered through the nose and mouth, making the maintenance of a healthy oral environment crucial. He observed that many children missed school due to infections and malnutrition caused by defective teeth, but their parents lacked the resources to treat the maladies. Dr. King hoped to prevent these painful and disruptive dental issues by educating children about hygiene, through demonstrations and nursery rhymes, and by offering free preventative treatment. In an address about oral hygiene, Dr. King proclaimed that “For years we have been trying to dam back or cure diseased bodies, due to neglected Oral Hygiene conditions, but overlooking the source or beginning of life as represented in childhood as the place to teach and establish preventative medicine.”
Dr. King helped establish free clinics on the East Coast and implored the public and lawmakers to invest in their establishment, stating in 1917 that “Disease is a social menace, an enemy of the State.” In a 1920 criticism of American dental care, he noted that “The children of our country deserve as effective physical care as the livestock.” He anticipated backlash for proposing free dental clinics, but argued that “socialized health” should be wielded as a weapon against “capitalized disease.” Dr. King’s dogged belief that dentistry could uplift humanity radiated from the trenches of Gallipoli to classrooms in New York.
Learn more about the extraordinary Dr. Otto King with IHB’s new historical marker.
Sojourner Truth, courtesy of Schomburg Center for Research in Black Culture/Photographs and Prints Division/The New York Public Library, accessed Mapping the African American Past.
In May of 1861, as men throughout the state answered Governor Oliver P. Morton’s call for volunteers to suppress the rebellion, well-known abolitionist and evangelical speaker Sojourner Truth visited Indiana to speak in support of the war. This would ultimately lead to her arrest. The reformer was born a slave in Ulster County, New York, sometime in the late 1790s, and named Isabella. She became free in 1827 under New York’s gradual emancipation law, and took the name Isabella Van Wagenen, after her last master. That year, she had a religious conversion experience and became a Methodist. In June, Isabella Van Wagenen was inspired to change her name to Sojourner Truth and became an itinerant preacher. She settled among the Northampton Association and for the remainder of her life spoke widely on behalf of spiritual, anti-slavery, feminist, and temperance causes.
Sojourner Truth first visited northeastern Indiana in 1858, probably because it was not far from her new home in the Harmonia community near Battle Creek, Michigan. By setting foot in Indiana she broke the law, as Article 13 of Indiana’s 1851 Constitution provided that “No negro or mulatto shall come into or settle in the State, after the adoption of this Constitution.” This was of no concern for a woman of her ideals and determination. It was at the small town of Silver Lake in Kosciusko County that a hostile crowd insisted that she was really a man in disguise. Challenged to reveal her breasts to women of the audience, she uncovered her breasts for the entire audience, saying that she “had suckled many a white babe.” Accounts of this “symbolic rape,” as modern scholars describe it, were published both locally and in the nation’s leading abolitionist newspaper, William Lloyd Garrison’s The Liberator.
Her 1861 appearance at the Steuben County courthouse in Angola was, according to abolitionist accounts, disrupted by a drunken mob, which pushed and cursed her, threatening tar and feathers or even worse. Reports noted that she made a dramatic figure: unusually tall (some said nearly six feet), thin, very dark complexioned, and dressed for this occasion in red, white, and blue. According to the Steuben Republican, “Sojourn Truth” did speak, although her words were not recorded. Local residents were divided on her right to speak, but the Republican said nothing about a mob or threats of violence. Its seven headlines tell a story of confusion in five distinct typefaces:
A BLOODLESS VICTORY.
Free Speech Tolerated in Angola.
GRAND MILITARY DISPLAY!
NEGROES NOT TOLERATED IN INDIANA.
Arrest for Harboring Negroes.
Arrest and Trial of Sojourn Truth.
ANGOLA BECOMING HERSELF AGAIN.
Apparently many local Republicans were reluctant to allow Sojourner Truth to speak, although they were equally opposed to allowing anti-abolitionist Democrats to prevent her from speaking. The Republican seemed to be more concerned with the community’s reputation for law and order than for printing a clear account of what actually happened:
Although the freedom of speech had not been questioned here, yet the free speech of colored persons was not thought advisable at this time and under the excited state of the country, which met with opposition by some and encouragement by others, which resulted in favor of free speech, although but of short duration.
Sojourner Truth was arrested “by her would be friends on a charge of being in the State contrary to the laws of the State,” tried before a friendly justice of the peace, and set free. Other local residents, dissatisfied by this “mock trial,” had her arrested again and taken before a less-friendly justice, whereupon her friends won a change of venue to a court ten miles to the north in Jamestown, very near the state line. As she told the story afterward, she and her white companion Josephine Griffing were called before the courts on six occasions, but she was never convicted. A local abolitionist named Horatio Roby was arrested and bound over to the circuit court “for harboring a negro.” He was released on bail set at $500, but there is no record that he was ever brought to trial.
Sojourner Truth lecturing, January 2, 1860, Illustration from the Film, ‘The Emerging Woman’, Produced by the Women’s Film Project, 1974, accessed gettyimages.com.
Sojourner Truth remained for about a month during her 1861 visit, and she certainly spoke at a number of places in northeastern Indiana, not only in favor of the war itself, which was not a matter of great controversy in that part of the state, but also on the evils of slavery and the necessity for its destruction. Abolition did not become government policy until President Abraham Lincoln’s preliminary Emancipation Proclamation of September 22, 1862.
Sojourner Truth’s visit emphasizes how divided was public opinion in Indiana in the late spring of 1861. Most Hoosiers were enthusiastically in favor of preserving the Union, far fewer favored the abolition of slavery, and few of those would have welcomed freed slaves to live in Indiana. Although it was unenforceable during and after the Civil War, Article 13 was not formally repealed until 1881. Nevertheless, despite accusations of intimidation by a drunken mob published by the abolitionist press, Sojourner Truth did speak publicly in Steuben County. She was threatened but not injured, she was protected by armed members of the Scott Township Home Guard, and she was never convicted for the crime of entering the state although obviously guilty of the charge. The Steuben Republican believed that “Negro excitement has run very high in Angola for the last ten days, very much to the discredit of the town.” Those who invited, sheltered and defended Sojourner Truth on her visits to Indiana held a much different opinion.
The author wishes to acknowledge the generous assistance of Peg Dilbone of Angola, independent researcher and Steuben County Historian.
Bibliography
Painter, Nell Irvin, editor, Narrative of Sojourner Truth. New York: Penguin Books, 1998.
Painter, Nell Irvin, Sojourner Truth: A Life, a Symbol. New York: W.W. Norton, 1996.
Steuben Republican [Angola, Indiana].
Thornbrough, Emma Lou. Indiana in the Civil War Era, 1850-1880. Indianapolis: Indiana Historical Bureau and Indiana Historical Society, 1965.
Thornbrough, Emma Lou,The Negro in Indiana: A Study of a Minority. Indianapolis: Indiana Historical Bureau, 1957.
Washington, Margaret, Sojourner Truth’s America. Urbana: University of Illinois Press, 2009.
This weekend, some 300,000 fans are expected to descend upon the Town of Speedway to watch the 102nd running of the Indianapolis 500. The Speedway area has been home to the “Greatest Spectacle in Racing” since 1911. The race attracted drivers and fans from all over the world. It has only been cancelled on two occasions: during World War I (1917-1918) and World War II (1942-1945). While there was no roar of race cars, the area was by no means quiet. Instead, the Speedway area became a hub for wartime production, with aircraft engines taking center stage.
Entrepreneur and Indianapolis Motor Speedway co-founder James Allison quite literally shifted gears when he devoted his precision machine shop’s resources on Main Street, just south of the track, to the war effort in 1917. Allison originally built the shop to redesign and rebuild foreign and domestic racecars. By mid-1918, the War Department awarded government contracts to Allison Experimental Company to build parts for the Liberty aircraft engine. According to the National Museum of the United States Air Force, the Liberty represented “America’s major technological contribution to World War I.” The United States’ auto industry produced over 20,000 of these engines during the war and Allison’s Speedway company played its part in this endeavor. The Speedway area also saw the development of an aviation repair depot where workers helped repair, modify, and test hundreds of airplanes and aircraft engines.
Allison Engineering Company Main Street Building and Employees, 1921, photo courtesy of Indiana Memory.
Just one month after the war’s end, in December 1918, the owners of the Indianapolis Motor Speedway announced that the Indianapolis 500 would resume in May 1919. The focus in the Speedway area quickly shifted back to automobiles and racing, but interest in aviation there had just begun. During the 1920s, Allison Experimental Company (Allison Engineering Company by 1921) worked on rebuilding and inverting Liberty engines.
Following James Allison’s death in 1928, General Motors Corp. filed an appropriation request to buy the company the following year. According to the request, General Motors planned to continue Allison’s work in the aviation industry. The Indianapolis Chamber of Commerce promoted the acquisition, stating that with General Motors’ purchase of the company:
Development of this city as a center for the nation’s aviation industry seems assured.
General Motors Corporation Appropriation Request to Purchase Allison Engineering Company. Courtesy of Rolls Royce Heritage Trust – Allison Branch Archival Collection.
The Chamber of Commerce was not far off the mark. During the 1930s, Allison Engineering Co. focused its efforts on developing a 1,000 horsepower liquid-cooled aircraft engine in the Speedway area. Known as the V-1710, it would become the primary engine that powered Allied fighter aircraft during World War II. Norman Gilman, chief engineer and general manager for the company, reasoned that a liquid-cooled engine could be placed inside the fuselage, where a radial type engine could not and therefore developed high wind resistance or drag, particularly at higher speeds. Despite initial hesitation from both the U.S. Navy and U.S. Army, the Navy placed an order with Allison Engineering Co. for a liquid-cooled airplane engine of 750 horsepower in June 1930. The company designed, built, and delivered this engine to the Navy in March 1932. After completing a 50-hour development test, the Navy accepted the engine in September of that year. The Army Air Corps followed suit and soon after placed an order for the engine with the company.
Throughout the mid-1930s, Allison Engineering Co. worked to improve the engine, with the goal of making it 1,000 horsepower. After several tests and improvements to the design, the company delivered the engine to the Army Air Corps at Wright Field in Dayton, Ohio in March 1937. One month later, the V-1710 passed the 150-hour acceptance test.
AllisoNews, March 31, 1942, vol. 1, no. 18, photo courtesy IUPUI Digital Collections, Allison Transmission.
By 1939, as war clouds gathered over Europe, Allison Engineering (renamed Allison Division of General Motors in January 1941) committed itself to mass production of the V-1710 aircraft engine in Speedway. At the time, Allison employed 600 people, but this number grew exponentially as orders for the V-1710 came pouring in. In April 1939, newspapers reported that the company would soon triple its facilities with construction of a new plant that would span 200,000 sq. ft. By the end of the year, employment figures had almost doubled to 1,200. Allison Division constructed additional plants in Speedway and the Indianapolis area throughout the war years and with these plants came thousands of additional employees.
Demand for the V-1710 engine made Allison Division one of the three principal manufacturers of aircraft engines in the country during the war, alongside Pratt & Whitney and Wright Aeronautical. In January 1941, Life magazine ran a feature on the engine, highlighting it as the “plane motor on which the Army puts its biggest bet.” By July 1941, the War Department awarded Allison a new contract for the engines. With this contract, total orders for Allison engines since the beginning of the defense emergency program totaled approximately $242,000,000.
America has bet heavily on the Allison engine in its aircraft defense plans, just as the war industries board in 1917 bet everything on the Liberty engine . . . the Allison engine has been delivering regularly for the R.A.F. [Royal Air Force]. Allison is now producing 400 aviation engines a month, where a year ago it was delivering only 150, and expects to approach 1,000 engines a month by the end of 1941. – “More Air Power,” Mason City [Iowa] Globe Gazette, August 13, 1941, 4.
Curtiss P-40, photo courtesy AllisoNews, July 18, 1941, 4.,
Orders and output for the V-1710 engine continued to grow, particularly after the Japanese attack on Pearl Harbor in December 1941. By this point, employment at Allison Division surpassed 12,000. It swelled to 23,019 in October 1943. The company’s growth impacted the Town of Speedway as well. As early as 1940, Indianapolis newspapers commented on Speedway’s growing pains, reporting that officials from the town were seeking state aid to address problems that had come about from the influx of workers to the plants. These problems included the need to improve streets, sanitary conditions, and the need for a better water system. The Indianapolis Times noted that with more employees at the Allison plants came “more money, more home buying, more eating, etc.” School enrollment in the area doubled, church attendance rose greatly, and many new homes were built.
Bell Airacobra P-39, photo courtesy AllisoNews, August 1, 1941, 6.
Meanwhile, Allison Division continued to impress. By March 1944, it built and delivered its 50,000th liquid-cooled engine. By the war’s end, the total figure reached 70,000. These engines powered many of the United States’ fighter planes during the war, including the P-38 Lightning, the P-39 Airacobra, and the P-40 Warhawk. The engine was also used in several fighter planes flown by the Royal Air Force of the United Kingdom.
Lockheed P-38, photo courtesy AllisoNews, August 15, 1941, 4.Program for the Presentation of the Army-Navy Production Award to Allison Division, General Motors Corporation, November 5, 1942.
Allison Division received high praise for the fine precision, workmanship, and durability of the V-1710. It won the Army-Navy “E” Award for excellence in production four times during the war: in October 1942, March 1944, October 1944, and June 1945. By the spring of 1945, Allison Division reduced production schedules of the V-1710 to focus more of its time on building jet engines, which could power planes at much higher speeds. The U.S Army Air Forces had awarded Allison a contract for the production of jet propulsion units in the fall of 1944. The Navy followed the Army’s lead and placed their own order with Allison in the summer of 1945, citing Allison’s “well established reputation for delivering the goods on time.” This reputation would continue through the end of the war in August 1945 and through the post-war years.
As had happened following the conclusion of World War I, racing returned to the Speedway area in 1946 to much fanfare. Left abandoned for nearly five years, the Indianapolis Motor Speedway had fallen into disrepair during World War II. Tony Hulman purchased the track in November 1945 and worked to restore it in preparation for the May 1946 500-mile race. Fans came in droves to witness the 30th running of the Indianapolis 500 that year, as racing returned to center stage in the Speedway area.
AllisoNews, March 1944, 1, accessed IUPUI Digital Collections, Allison Transmission.
Allison’s work in Speedway and its commitment to technological advancements did not end with World War II, but rather continues through today. In addition to continuing its investment and development in the aviation industry following the war, Allison also organized a new department for the design and development of transmissions. The transmissions were manufactured for commercial and military use, with many powering tanks during the Korean War. Their production ushered in a new chapter in the company’s history. Today, James Allison’s experimental company in Speedway , now known around the globe as Allison Transmission, is one of the world’s largest manufacturers of fully automatic transmissions.
With a staff of over 155 and over 170 volunteers, today’s Fort Wayne Visiting Nurse is a far cry from its humble beginnings. In 1888, a group of Fort Wayne women organized the Ladies Relief Union with a mission to “help the sick poor of Ft Wayne.” Calling themselves the Visiting Nurse Committee, they soon discovered a link between poverty and disease. Dr. Jessie Calvin, a Fort Wayne sanitation and indoor plumbing pioneer, encouraged women’s church groups to raise money for a qualified nurse that could meet community needs.
Prior to the 1860s, nursing was “typically considered a domestic responsibility provided in the home by family members.” Nursing as a profession evolved after the Civil War, when women gained experience caring for wounded soldiers. Historian Clifton J. Philips noted that in the post-war period, women’s religious orders were “especially active in establishing hospitals in an attempt to extend to the general public, and the poor in particular, some of the services formerly rendered to sick and wounded soldiers.” As hospitals materialized, so too did nursing groups and training programs. By 1897, The Fort Wayne Journal-Gazette noted that “modern nurses” wished to “be given her proper position as a skilled assistant in serious illness.”
Nurse with a Ford Model T purchased in the 1920s, so that nurses could more efficiently reach patients, image courtesy of Visiting Nurse Archives.
The paper added that:
The daily or visiting nurse is a recent development of modern nursing and meets the needs of many people who find it inconvenient to have a nurse stopping in the house and requiring more or less attention from servants perhaps already overtaxed. The visiting nurse comes in for an hour or so every day to perform those services for which her skill is needed.
On March 1, 1900, an organizational meeting was held in Fort Wayne and the Visiting Nurse League became a reality. At a salary of $10.00 a week, Josephine Shatzer was hired as the League’s first nurse. During harsh weather she took a trolley, but normally she could be seen making her rounds on her bicycle. Regardless of transportation, it was clear that she wasted no time. On her first day she saw six patients. Next she established a baby milk station at First Presbyterian Church, instructing new moms how to prepare formula.
Fort Wayne Daily News, September 29, 1900, 5, accessed Newspapers.com.
She also volunteered at free immunization clinics, bathed patients, delivered meals, changed bedding, dressed wounds, cared for the elderly and ill in their homes and endeared herself to all she served. At the end of her first year she had made hundreds of calls, utilizing supplies donated by local churches, relief societies, and drug stores. For those patients who could pay, the charge of a one-hour visit was fifteen cents.
The Fort Wayne Daily News praised the program in 1900, noting that the league “found favor with all classes of people” and that visits to the “sick poor” conveyed not only “help and benefit, but hope and good cheer to every member of the family.” In 1913, the Public Health Nursing Association appointed a visiting nurse to serve African American patients at the Flanner Guild. Dr. Calvin continued to guide the League, through the years of World War I and the 1918 flu epidemic, which took the lives of 3,266 Hoosiers.
By 1919, a nurse named Dixon had reached a salary of $100.00 a month. League expenditures in 1920 stood at $1,300 annually and in 1922 the Community Chest offered its support. Insurance companies began to hire nurses from local visiting nurse groups to assess policyholders who were ill, and paid the League seventy-five cents a visit. By 1923, the League reorganized and served in an advisory, instructional health teaching capacity. The Great Depression wrought poor health conditions: eight nurses made over 29,000 visits to 4,477 patients. One made 3,255 orthopedic visits to 104 crippled children, many of whom were victims of polio. Sisters of Saint Joseph Hospital provided free hospitalization in the pediatric ward for those who could not pay. In the 1940s, World War II increased demands for nursing schools to produce eligible Nurse Corps candidates.
In 1954, the agency changed its name to Visiting Nurse Service, Inc. By 1956, it undertook a program that cared for stroke victims in their homes, which served to collect data on medication, exercise, loss of function and the need for expanded therapy service. By 1962, the agency’s director Eva Rosser introduced a State Board of Health-funded program that focused on treating the chronically ill in their homes, instead of a hospital or nursing home. Later the group provided care as home health aides and the agency became certified for Medicare on July 1966.
Nurse visiting a patient, likely just after World War II, image courtesy of Visiting Nurse Archives.
With certification came additional paper work. According to History of Visiting Nurse, by 1983, “a record number of visits for a single month occurred (2,200), due to earlier hospital releases and greater technology used in the home.” During this period, the glucometer was used for the first time, registered nurses were trained to perform phlebotomy services, and around-the-clock care was made available for all patients. In 1984, Medicare Hospice Benefit became available and Visiting Nurse Service merged with Hospice of Fort Wayne, Parkview, and Lutheran Hospices. The agency introduced computerized billing and, by the end of the decade, services for the frail and disabled. By 1990, Hospice service visits totaled 38,177, a forty percent increase over previous months.
History of Visiting Nurse noted that in 1990 the agency moved to the “Moellering Unit of the nearly vacant former Lutheran Hospital.” In 1995, the 1984 merger dissolved and Visiting Nurse Service and Hospice became a free standing agency. By February 2001, a new Hospice Home facility opened and in 2006 a building expansion added patient rooms. In 2011, nurse practitioners joined the staff and the “Watchful Passage” program began, in which trained volunteers remained at patient’s bedside during the last few days of life. In 2018, Visiting Nurse staff and volunteers can proudly stand tall celebrating 130 years of community service.
“Mother of Exiles: Hope for Those Seeking Freedom” . . . This headline ran in a Midwestern newspaper along with a picture of the Statue of Liberty and these relevant words:
Des Moines Register, July 13, 1939, 6, Newspapers.com
At a time when isolation has become a fetish for many, it is fitting to recall some of the evidences of America’s pride as a place of refuge . . . One such landmark, symbolizing the hope of peoples who migrate from their homeland to this foreign shore, is the Statue of Liberty . . . There is a sonnet on the wall at the base of the statue that is worth re-reading today, when so many are again fleeing from the hand of oppression.
And while it seems that this article could run in today’s newspaper, the year was 1939.
The sonnet includes the well-known words:
Give me your tired, your poor,
Your huddled masses yearning to breathe free
The Poems of Emma Lazurus, Vol. I, (Boston and New York: Houghton Mifflin and Company, 1889), 8, accessed Archive.org.
These words have come to symbolize America as a shining beacon of democracy and a safe harbor for those seeking a better life. However, not everyone knows that these words were written by a Jewish American poet named Emma Lazurus or that the poem was inspired by the plight of Jewish refugees fleeing the pogroms of Eastern Europe in the nineteenth century. In the full poem the statue is named “Mother of Exiles” and she tells the reader:
Send these, the homeless, tempest-tost to me,
I lift my lamp beside the golden door!”
In June 1939, the United States had the opportunity to open that golden door to save the lives of over 900 Jewish refugees. However, the country whose ideals were embodied by powerful words inscribed upon the Statue of Liberty — words specifically written for persecuted Jews in need of America’s asylum — would fail them. Lady Liberty’s golden door was shut by indifference, xenophobia, and antisemitism.
History Unfolded and Alternative Viewpoints
The story of the St. Louis is well-known to many. Recently, however, several historians have attempted to revise the interpretation of the events, absolving the United States and the FDR administration of any responsibility towards these asylum seekers. [1] Thus, it remains valuable to go back to contemporary newspaper sources and decide for ourselves what really happened. And as Hoosiers, it is worth finding out what the average Indiana newspaper reader knew about the events and meditating on the uncomfortable question: Could we have done anything different?
Simply put, the U.S. did not act when the mainly Jewish refugees aboard the German liner St. Louispleaded for asylum in June of 1939. Most of these refugees had purchased visas that they believed would allow them to live in Cuba while waiting for their turn to immigrate to the U.S. when there was room within the quota. Instead, they were returned to Europe. While they were safe for a time in various host countries, after the Nazi occupation spread through Europe, many of these refugees were killed in ghettos and concentration camps. [2]
In this post, we will look at the incident through articles available in Indiana newspapers to ascertain what the average Hoosier, and by extension, the average American knew about this tragedy. We will place the newspapers in context using secondary source information from the United States Holocaust Memorial Museum. The newspaper articles for this post have been submitted to the USHMM’s History Unfolded initiative which is attempting to find out what Americans knew about the Holocaust through their newspapers. You can join the effort here: https://newspapers.ushmm.org/
Refugees at Sea
By spring of 1939, newspapers were full of reports of the misery faced by Jewish refugees at sea and the refusal of country after country to give them shelter. For example, the Jewish Post, published in Indianapolis, reported on a Greek steamer seized off the Palestinian coast whose refugee passengers were denied entry by the British authorities there:
The sunny Mediterranean has been turned into a watery hell in which thousands of condemned souls – men, women and children – are floating in indescribable misery and physical agony . . . Uncounted Jewish refugees from Nazi persecution are drifting in a state equal to the worst horrors of the Dark Ages . . . they have been wandering for weeks and months on nightmare voyages, despairing of reaching any port except the bottom of the waters…
The Post reported on hundreds more turned away from Indian ports, as well as from Manila and Hong Kong. The Indianapolis News reported on another 104 Jewish refugees denied permission to land in Vera Cruz, Mexico. And reports from Bucharest described twenty hopeless Jewish refugees who jumped into the Black Sea rather than remain homeless.
The Passengers of the St. Louis
The hundreds of disparate people who boarded the German transatlantic liner St. Louis in May of 1939 all had one thing in common. They felt that the only choice left to them was to abandon their homes and loved ones for an uncertain life in a faraway land. Most were German Jews who had been forced from their jobs and sometimes their homes and subjected to increasing persecution by the Nazi regime. Some had even come out of hiding just for this journey. Some used the last of their savings to buy an expensive ticket, pay the “contingency fee” for an unplanned return voyage, and purchase pricey, inflated visas. Some of these individuals had been sent by the collective effort of their families, who pooled all of their money to save just one of their kin. Most were on a list awaiting U.S. visas which were limited by quotas. They hoped to pass time in Cuba until they could start anew in the U.S. [3]
Among the 937 passengers aboard the St. Louis were several German Jewish families who we can follow through the historical record thanks to the work of the USHMM assembled into the online exhibition “Voyage of the St. Louis.” Their stories were surprisingly similar at first and tragically different at the close of the war. We will follow four families through this story (introducing the patriarch first only for consistency and ease in following the records). [4]
Heinz and Else Blumenstein, 1940, photograph accessed USHMM.
Franz Blumenstein was a successful businessman living in Vienna with his wife Else, their son Heinz, and his mother Regina. During Kristalnacht, he was arrested and taken to Dachau concentration camp. Else was able to bribe officials for his release under the condition that he leave Germany immediately. He fled to Venezuela and then immigrated to Cuba where he made arrangements for his family to join him. He purchased landing certificates for Else, Regina, and Heinz who then booked passage on the St. Louis.
“Safe Conduct” Pass for Siegred Seligmann, 1941, USHMM.
Siegfried Seligmann, a cattle dealer from Ronnenberg, Germany, was also arrested during Kristalnacht. He was taken to the Buchenwald concentration camp for a time but was somehow, likely through bribery, able to secure his release under the condition that he flee. Siegfried was able to purchase tickets on the St. Louis for himself, as well as his wife Alma, and their daughters Else and Ursula.
The Hermanns Family, 1938, USHMM.
Julius Hermanns, a textile merchant from Monchen-Gladbach, Germany, was also arrested, sent to Dachau, transferred to Buchenwald, and released on the condition of immediate emigration. Like Franz Blumenstein, Julius had to leave his family behind. His brother-in-law in New York purchased him a Cuban landing certificate. Julius said goodbye to his wife Grete and his daughter Hilde and boarded the St. Louis.
“Leopold, Johanna, and Martin Dingfelder in front of the meat shop,” USHMM.
Leopold Dingfelder owned a kosher meat shop in Plauen, Germany, where he lived with his wife Johanna and their son Rudi. An older son, Martin, had emigrated to America earlier. After persecution of German Jews intensified, the Dingfelders hoped to join Martin in the United States. They booked passage on the St. Louis to await U.S. visas in Cuba.
Regardless of how they began this journey, they must have boarded with some trepidation. For while the ship was owned by a private German company, it was still flying the swastika flag.
The St. Louis left on May 13, 1939, at 8:00 p.m. Even before they set sail, their landing certificates had been invalidated by the Cuban government. Antisemitism, xenophobia, fear of competition for limited jobs, and Nazi propaganda had turned the Cuban people against further Jewish immigration. Only a few days before the St. Louis departed, 40,000 Cubans attended an antisemitic rally. Responding to this turn in public sentiment and backlash from widespread sale of illegal landing certificates, the Cuban government demanded additional paperwork and money from any potential immigrants.
“Jewish refugees aboard the refugee ship St. Louis,” USHMM.
The passengers were unaware that the tide had turned against them. As they sailed away from the Nazi empire, they likely relaxed a bit. The food was good, the crew showed movies, and children made new friends. The two-week journey was relatively uneventful except for two incidents of which most of the passengers were probably unaware. A man in poor health worsened, died, and was laid to rest at sea. A troubled crew member took his own life by jumping overboard late one night. [5]
The St. Louis entered the Havana harbor on May 27. According to the USHMM, of the 935 passengers, the Cuban government admitted twenty-eight: twenty-two Jewish passengers with valid U.S. visas, four Spanish citizens, two Cubans, and another man who had attempted suicide and needed hospital care.
908 people, including the Blumensteins, Seligmanns, Hermanns, and Dinfelders, were denied entry. The story soon captured the attention of the media around the world. Perhaps, it seemed, sympathetic news stories would lead to their rescue.
What Hoosiers Knew about the St. Louis
The Jewish Post ran a report by the Jewish Telegraphic Agency (JTA) from Havana reporting that the St. Louis was “barred from landing under the presidential decree,” referring to Decree 937, which invalidated landing permits. Entry would now require written permission from the Cuban Secretaries of Labor and State and a $500 bond posted to ensure the refugees would not become dependent on the state. The passengers did not have this sum.
The Post article also reported on “intervention with the government by Jewish communal and refugee organizations.” The main negotiating force was American attorney Lawrence Berenson who represented the Jewish Joint Distribution Committee (JJDC). Berenson had previously worked as the president of the Cuban-American Chamber of Commerce and thus had important contacts in both the U.S. and Cuba. However, the Postreported on June 2, the negotiations proved “fruitless.” Cuban President Frederico Laredo Bru ordered the St. Louis to leave Cuban waters if the refugees could not pay the bonds totaling $453,500.
Indianapolis Star, June 12, 1939, 12, Newspapers.com
Meanwhile, the Jewish Post reported, two other ships, one French and one British, arrived with refugees, complicating the situation and increasing the antipathy of the Cuban people. They were also denied entry. The Post reported that the St. Louis passengers were growing “desperate” with some “seeking to commit suicide by throwing themselves overboard.” The Tipton Daily Tribune reported: “Twenty-five police were sent aboard the liner to guard others from any attempted self-destruction after Max Lowe, one of the refugees, slashed his wrists and jumped overboard.” The Indianapolis Star also relayed reports from ship guards who “reported the situation among the refugees as desperate,” that “women and children cried continuously,” and that “calls for meals for the most part went unanswered.”
It became increasingly clear to the passengers that they would not leave the boat. According to the JTA, an editorial in the Cuban newspaper Diaro de la Marino “predicted pogroms against the Jews” if they disembarked. And the JewishPost reported that “anti-Semitic activities have been increasing.”
Perhaps the most frustrating thing of all for the people on board was just how close they were to safety. Little boats began to encircle the St. Louis, some of them rented by family and friends of the refugees who had previously immigrated. They were close enough to wave and shout to each other, but not to be reunited.
Hammond Times, June 7, 1939, 30, Newspapers.com.
Negotiations continued. The JJDC made an offer to President Bru to pay part of the requested $453,500. He refused to compromise and ordered the ship to leave or the Cuban navy would force it asea. The Indianapolis Star reported that Cuban marines stood at the ready. Buying time for further negotiations, the captain of the liner “aimlessly cruised the Caribbean,” travelling “around the West Indies for a time in hope some country would answer… appeals and offer the refugee[s] a home.” Over the following week, many United Press (UP) and Associated Press (AP) articles ran in Indiana newspapers. The Kokomo Tribune and the Indianapolis News ran the same UP article June 3 with two different but powerful headlines: “Jewish Refugees Adrift in Caribbean Appeal to Many Nations for New Homes” and “Refugee Vessel Appeals for Help.” The articles reported that the St Louis was “appealing by radio to nations of the new world to relieve her of her terrified passengers before there was a wave of suicides.”
Kokomo Tribune, June 3, 1939, 1, Newspapers.com.
One of those countries to which the refugees appealed for asylum was the United States. On June 5, the St. Louis “moved slowly southward into Caribbean waters along the Florida coast.” As the ship moved first north and then turned around and headed south, the passengers could see the lights of Miami. Indiana newspapers widely printed wire articles reported from Miami that the U.S. Coast Guard kept the St. Louis from landing. The Tipton Daily Tribune reported: “A coast guard patrol boat had trailed the ship as it passed near here watching its movements, guarding lest some of its desperate passengers jump overboard and attempt to swim ashore.” One headline from the (Lafayette) Journal and Courier perhaps summed up the situation most succinctly: “Refugee Ship Cruising Off Florida Coast: American Authorities Are Keeping Close Watch on Vessel that Has 907 Unwanted Jews Aboard.”
Columbus Republic, June 5, 1939, 1, Newspapers.com
The article also reported: “For two hours the ship rode at anchor off the Miami channel light, easily visible from shore.” The Lafayette paper’s Miami report also noted, “Two coast guard planes were dispatched from Miami to keep the anchored craft under surveillance” and a “patrol boat hovered nearby.” The ship continued towards the Florida Keys “while negotiators sought to arrange for the refugees’ entry into Cuba, from where many hope to join relatives in the United States.”
Jewish organizations, led by the JJDC, finally raised and offered the entire bond requested by the Cuban president. Cuba, however, was no longer willing to welcome Jewish refugees and the president refused the offer. As the St. Louis turned around to head towards Europe on June 6, the United States was their last hope.
The Kokomo Tribune ran an AP article which reported: “Their hope crushed by the Cuban government’s refusal for the second time to give them asylum, victims of one of the strangest sagas of the sea renewed an appeal to President [Franklin] Roosevelt for last-minute intervention.” The Tribune closed the article by reporting: “Captain [Gustav] Schroeder decided to steer for Germany.” While, the ship ultimately did not land in Germany, for several days, the media reported that the Fatherland was the intended destination. The front page of the Indianapolis Star read: “Refugees Start Back to Germany” and the Kokomo Tribune headline read: “Jewish Refugees Reported Enroute to Germany After Cuba Refuses Landing.” According to the AP service, “The German liner St. Louis informed Tropical Radio at 11:40 o’clock tonight [June 6] that she had set her course for Europe, bearing back to Germany the 907 Jewish refugees who fled that country for Cuba . . . until they could get in the United States quota.”
The “St. Louis,” carrying Jewish refugees from Nazi Germany, arrives in the port of Antwerp after Cuba and the United States denied it landing. Belgium, June 17, 1939, Bibliotheque Historique de la Ville de Paris, Caption and Photo accessed USHMM.
Context and Contention
Most scholars agree that the United States, and more specifically President Roosevelt, did not do enough to help these refugees. Recently however, a vocal minority have argued that the blame lies only with Cuba and that FDR could legally have done nothing to help. Without wading into this academic and political mire, we can assert with confidence that the U.S. did little. According to the USHMM, “President Roosevelt could have issued an executive order to admit the St. Louis refugees.” FDR chose not to act because of “general hostility toward immigrants, the gains of isolationist Republicans in the Congressional elections of 1938, and [his] consideration of running for an unprecedented third term as president.” In short, while newspapers printed sympathetic stories and editorials, the cause was not popular enough or politically beneficial enough to justify intervention. [6]
Land and Loss
Fortunately, Jewish organizations, again led by the JJDC, were able to negotiate with four European countries for the placement of the refugees. Great Britain admitted 288; the Netherlands admitted 181, Belgium admitted 214, and France admitted 224 Jewish refugees. [6] The St. Louis unloaded her passengers to these countries between June 16 and June 20. Only those who arrived on British soil would find safety. [7]
Franz Blumenstein, who preceded his family and arranged their passage on the St. Louis, would have watched the ship carrying his wife Else, his three-year-old son Heinz, and his mother Regina turn around and sail back to Europe. They disembarked in the Netherlands and over the following years arranged for visas that would let them join Franz in an agricultural colony in the Dominican Republic. However, by 1940, the Nazis occupied the Netherlands and they could not procure the paperwork necessary to leave the country. Else missed Franz desperately and in 1941 wrote him:
It won’t be long and then we will, with G-d’s help, be re-united; that would be in any event the most beautiful present we could receive. There is some hope that the transport will depart and I am counting on it with all my heart. For two years, I have lived for the day when I will rejoin you, because you alone are my life. I have not lived in the time we have been separated; only our dear child helps me to survive.
Heinz and Else Blumenstein in Heijplaat Quarantine Center in Rotterdam, summer 1939, photograph accessed USHMM,
After deportations of Jews from the Netherlands began in 1942, Regina was arrested by police. She somehow managed to hide Heinz during the arrest. Else and Heinz fled and went into hiding for a time in northern Holland. Despite the efforts of Dutch resistance, Else was arrested and on September 24, 1943. She was transported to Auschwitz. Heinz remained hidden throughout the war and was able to eventually join his father in the United States. Else and Regina died in Auschwitz.
The Dingfelder family of Leopold, Johanna and their 15-year-old son Rudi (their other son previously emigrated to New York) also disembarked in the Netherlands. Like the Blumensteins, the Dingfelders were arrested and deported in 1942. Leopold and Johanna were sent to Auschwitz, while Rudi was sent to Westerbork transit camp. He was forced to labor in an aircraft factory in Holland for a time before he was sent to the Vught concentration camp. After being sent back to Westerbork, he was taken to Auschwitz where he labored in the Siemens-Schuckert factory.
When the Soviets advanced in 1945, the Nazis evacuated Auschwitz. Rudi marched for two-weeks to Buchenwald and sent to another factory outside Berlin. As the Soviets closed in, the SS forced him to join a “death march.” He and four others attempted an escape near Schwerin. Most were shot. Rudi was soon rescued by Allied troops and eventually emigrated to the United States. Leopold and Johanna died at Auschwitz.
Siegfried Seligmann, his wife Alma, and their daughters Else and Ursala disembarked in Belgium and settled in Brussells. When the Nazis invaded in May 1940, Belgian police arrested Siegfried. He was sent to France and imprisoned at Les Milles, a factory converted to an internment camp. Alma and Ursala traveled to France, hoping to find him. They were arrested in Paris and taken to a different internment camp. Somehow, separately, the entire family managed to obtain the visas necessary to leave France. They settled in the United States.
Julius Hermanns, who had to leave his family behind when he boarded the St. Louis to flee Dachau, disembarked in France. He contacted his wife Grete and his teenage daughter Hilde to join him. After France declared war on Germany, Julius was arrested and taken to Saint-Cyprien, an internment camp on the French-Spanish border. Here he joined 50 other passengers of the St. Louis. Julius wrote to organizations and relatives begging for help:
We have written hundreds of letters to all possible places . . . In any event, war wins in every court against defenseless refugees. Everything else is lost irrecoverably.
Hilde Hermann (left), 1930, USHMM.
Grete, Hilde, and several of their relatives were deported to the Riga ghetto December 11, 1941. After several transfers, Julius was sent to Auschwitz in August 1942.
Julius died at Auschwitz while Grete and Hilde likely died at Riga.
Mother of Exiles
Of the 620 St. Louis passengers returned to the European continent, “532 were trapped when Germany conquered Western Europe,” according to the USHMM. Of these Jewish refugees who were in sight of the palm trees of Havana and the lights of Miami, and who repeatedly radioed the United States for asylum, 254 died in the Holocaust.
As we continue to debate who is and who is not allowed through the Mother of Exile’s golden door, we should consider whether we can improve on her legacy.
[1]Recently, scholars Richard Breitman and Allan Lichtman have argued in their book FDR and the Jews that there was nothing that could be done for these refugees and that President Roosevelt, and the larger United States, do not deserve the condemnation that this incident drew. This position has been hotly contested and thoroughly dissected by Rafael Madoff in “Politicizing America’s Response to the Holocaust,” David S. Wyman Institute for Holocaust Studies, accessed http://new.wymaninstitute.org/2013/08/politicizing-americas-response-to-the-holocaust/
[2] The main source for secondary and contextual information for this post is “Voyage of the St. Louis,” United States Holocaust Memorial Museum, https://www.ushmm.org/wlc/en/article.php?ModuleId=10005267
[3] Gordon Thomas and Max Morgan Witts, Voyage of the Damned (New York, 1974); “U.S. Policy During the Holocaust: The Tragedy of S.S. St. Louis,” Jewish Virtual Library, http://www.jewishvirtuallibrary.org/the-tragedy-of-s-s-st-louis
[4] Information on the families of St. Louis Passengers accessed “The Voyage of the St. Louis,” Online Exhibition, United States Holocaust Memorial Museum, https://www.ushmm.org/exhibition/st-louis/story/
[5] Gordon Thomas and Max Morgan Witts, Voyage of the Damned (New York, 1974); “U.S. Policy During the Holocaust: The Tragedy of S.S. St. Louis,” Jewish Virtual Library, http://www.jewishvirtuallibrary.org/the-tragedy-of-s-s-st-louis
[6] Breiman and Lichtman argue that there was no way FDR’s administration could have admitted the passengers because the quota was full. Rafael Medoff, director of the David S. Wyman Institute for Holocaust Studies argues that the refugees could have been easily admitted to the U.S. Virgin Islands where the governor and legislature offered asylum. Medoff argues, “The administration was too quick to find technical reasons to keep Jews out; and Breitmann and Lichtman are too quick to find excuses for what they did. See Medoff’s book FDR and the Holocaust: A Breach of Faith. Breiman and Lichtman argue that the fact that these refugees founds temporary safety, frees the United States of any blame for their eventual fate. The USHMM study Refuge Denied shows that passengers were desperately seeking menial jobs in Chile to get out of being sent to these “safe” countries.
[7] One St. Louis passenger who arrived in Great Britain died in an air raid. The rest survived the war.
Speedway’s aviation repair depot was bordered by Main St. on the west, 14th St. on the north, Polco St. on the east, and roughly contemporary Ford St. and 10th St. on the south. Photo courtesy of William Menkel, “‘New Plans for Old’: The Work of the Aviation Repair Depots,” Aerial Age Weekly, September 1, 1919, 1129, accessed Google Books.
May is finally here and with it racing fans from around the world will soon begin flocking to the Indianapolis Motor Speedway to attend practices and qualifying races in preparation for the Indianapolis 500. For the past century, the Speedway ─ both the track and the adjacent areas of the town ─ have become synonymous with motorsports and racing.
Fort Wayne Sentinel, March 23, 1917, sec. 2, p. 1, accessed Newspapers.com.
In addition to racing though, the area holds another important place in Indiana and U.S. history ─ as an innovative aviation hub during both world wars. During World War I, the track was used as a landing and flight test field and hangars built on site helped house aircraft. Just south of the track, the Allison Experimental Company manufactured parts for the Liberty Engine, arguably one of America’s greatest contributions to the war. And at Speedway’s aviation repair depot, workers restored 313 planes, 350 engines, and numerous aircraft parts. Their work helped keep our nation’s pilots in the air and made the Speedway area a center for military aviation during the war.
The United States lagged far behind the British, French, and Germans in military aviation when it entered World War I in April 1917. Those countries had been fighting for three years and in that time had understood and capitalized on the value of military aircraft for combat and reconnaissance. American entry in the war spurred rapid expansion of the industry in the country. Although time constraints forced the U.S. to purchase much of its military aircraft from the British and French during this period, the country made great strides in preparing pilots for air service abroad and in the production and repair of engines and training aircraft.
Indianapolis’ central location made it a prime site for aviation repairs and flight testing. Nearby flying fields included Chanute Field in Rantoul, Illinois and Scott Field in Belleville, Illinois, McCook Field and Wilbur Wright Field in Dayton, Ohio, and Selfridge Field in Mt. Clemens, Michigan, among others. Additionally, the proximity of railroad lines in the city and automobile centers in Ohio, Michigan, and Illinois made it easier to access raw materials such as steel, aluminum, and lumber, as well as supplies and spare parts used in repairing wrecked aircraft. Perhaps even more importantly though was the leadership of men like Carl Fisher and James Allison, co-founders of the Speedway, who dedicated their manufacturing resources in the area and the Indianapolis Motor Speedway to the war effort.
Airplanes waiting to be placed in “roundhouse” at Speedway. “Aviation Repair Depot at Speedway City May Become Permanent When Aerial Mail Service is Extended to Midwestern Country,” Indianapolis News, August 10, 1918, accessed Newspapers.com.
The U.S. Army established the aviation repair depot in Speedway on February 4, 1918 with the arrival of the 810th Aero Squadron from Kelly Field in San Antonio, Texas. According to William Menkel, former captain in the U.S. Air Service and commanding officer of the depot, it was the first of the repair depots to get under way and begin repairs in the U.S. Other repair depots later opened in Dallas, Texas and in Montgomery, Alabama. In addition to the 810th Aero Squadron, the Speedway depot was also home to the 809th, 811th, and 821st squadrons. 150 men served in each squadron.
In October 1918, the Speedway Dope, the newsletter of the aviation repair depot, reported that “the commissioned and enlisted personnel [at the depot] constitutes a cosmopolitan community. Mechanicians, [sic] clerks, cooks, and chauffeurs have come from all parts of the Union, and at the Speedway there is no East or West or North or South.” The majority of the civilian mechanics at the repair depot had little knowledge of aircraft before American entry in the war, but within a short time they became experts in the industry and in repair work. The U.S. Air Service established training schools for these men across the country and provided classes in engine assembly and wing and fuselage construction, while also teaching skills such as making and fastening metal parts to the aircraft, sewing fabric on wings, and applying dope varnish to the aircraft. The first wrecked aircraft arrived in April 1918.
Small Parts and Welding Department at the aviation repair depot. Photo courtesy of William Menkel, “‘New Plans for Old’: The Work of the Aviation Repair Depots,” Aerial Age Weekly, September 1, 1919, 1129, accessed Google Books.
Damaged planes were unloaded and often sent to the Dismantling Department where the engine, landing gear, tail surfaces, and other parts were removed, cleaned, and worked on separately before reassembly began. While some of the planes that arrived only needed minor repairs before being shipped back out, others were total wrecks that needed to be completely rebuilt and tested.
By July, output reached three completed planes a day. Perhaps even more impressive though were the modifications made to the aircraft to help increase pilot safety. Workers at the repair depot analyzed incoming wrecks in order to find patterns in destruction. They then used this information to make improvements in design of the aircraft. For example, in his 1919 report on repair depots, Captain Menkel noted that many damaged planes that arrived in Speedway had smashed instrument boards. The instrument board was located so close to the pilot that in the case of a crash their head was likely to hit it. Workers at the depot moved the instrument boards farther away from the pilot’s seat during their repairs. This extra space reduced the chance that the pilot would hit it in a crash, thereby improving the pilot’s safety and lowering the chance of damage to the instrument board.
Propeller Room. Photo courtesy of William Menkel, “‘New Plans for Old’: The Work of the Aviation Repair Depots,” Aerial Age Weekly, September 1, 1919, 1129, accessed Google Books.
The information learned from wrecked aircraft that arrived at the depot also resulted in other modifications, including the reinforcement of longerons and other parts of the plane to lower the chances of damage or fatal injury of the pilot and cutting out sections of the cowl frame to provide more distance between it and the pilot.
In a post report to Washington in January 1919, the Speedway Dope reported 313 airplanes repaired at the depot during 1918, representing a total value of $1,195,550.00 and 350 airplane motors valued at $638,699.00. In addition to these figures, the report noted repairs of wings, ailerons, elevators, rudders, and other miscellaneous parts valued at approximately $300,000.00. Added together, repairs at the depot well exceeded $2,000,000.00. Beyond the economic benefits and savings to the government was the fact that those working at the repair depot helped keep pilots in the air, reducing their chance of injury or death and ultimately giving the U.S. a better opportunity to win the war.
Articles in the Speedway Dope reiterated these sentiments, noting that those who trained or repaired airplanes in the Speedway area might be inclined to downplay the role they played in the war because they were not in the trenches abroad or flying in France. The repair and reconstruction of airplanes was a vital part of the war effort though.
Speedway Dope newsletter letterhead.
The third side of aviation has not only been neglected, but the public generally does not know that it even exists. The repair and reconstruction of damaged planes and motors, constitutes a bit part of the game of aviation. It is that part of the game that must be done and done right, or the other parts would fail to accomplish anything. True it does not carry any of the romance or glamour that follows the course of the pilot and his plane, and neither does it require the enormous financial outlay that goes with production . . . Yet this third side of aviation has been well taken care of and thousands of men who enlisted for service in France have remained at home repair depots and made it possible for others to enjoy foreign service and win international fame.
“The Third Side of Aviation-Rebuilding,” Speedway Dope, November 30, 1918, 1, accessed Indiana State Library Collections.
In the days immediately following the armistice on November 11, 1918, the Speedway Dope wrote that even though the war had ended, production at the depot should continue, as there was still plenty of work to do before completion of the final peace terms. Major Guy L. Gearhart, former commanding officer of the depot agreed. Maj. Gearhart recognized the important role the airplane would play in transportation after the war and believed the repair depot would become a permanent fixture in the Speedway.
A group of the Aviation Repair Depot Officers at the Flying Field, Speedway Motor Track. Left to right – Lt. A. D. McIlvaine, Sen. Instructor Frank Mills, Lt. James Wallace, Lt. William Groom, Lt. Col. A. W. Robins, Capt. Edward Laughlin, Lt. A. L. Maurer, Lt. Ralph M. Snyder, Lt. H. A. Knudson, Lt. R. J. Brandi, Lt. R. A. Ballard, Lt. Kincaid. Photo courtesy of the Speedway Dope, November 16, 1918, 1, accessed Indiana State Library.
The depot’s future remained unclear though. With the war over, immediate aviation interests in the area took a backseat to racing and motorsports. The Indianapolis 500, which had been cancelled in 1917 and 1918, recommenced in May 1919. The resumption of the annual race led to questions and concerns about the track and infield being used for aircraft. Despite initial orders calling for the closing of the depot in March 1919 though, the South Bend News-Times reported that recruitment for men for the U.S. Air Service at the Speedway aviation repair depot continued as of July. By the following year, however, the status of the aviation repair depot was again called into question. Some speculated that it would be removed from the Speedway area and relocated to Fairfield, Ohio. The government officially ordered the abandonment of the repair depot in September 1920 and publicized the sale of buildings and utilities in November of that year.
Although work in the Speedway area shifted back to racing and motorsports, aviation interests did not disappear completely. The Allison Experimental Company (Allison Engineering Company by 1921), located just west of the repair depot, continued to work to improve the Liberty aircraft engine into the 1920s. When General Motors purchased the company in 1929, it expressed a commitment to expanding its work in the aviation field. It was this commitment that made the Speedway area an aviation hub once again during World War II.
Be sure to check back in a few weeks when we examine the vital role the Speedway area played in military aviation in World War II!
Sources Used and Research Note:
William Menkel, “‘New Plans for Old’: The Work of the Aviation Repair Depots,” Aerial Age Weekly, September 1, 1919, 1129-1133, 1144, accessed Google Books.
Much of the information about the aviation repair depot came from articles in the Speedway Dope. The publication ran from September 28, 1918 until February 1, 1919. Copies of the paper can be located at the Indiana State Library.
The Indiana Historical Bureau installed a new state historical marker commemorating the aviation repair depot in Speedway on April 24, 2018. Marker sponsors included Rolls-Royce North America, Rolls-Royce Heritage Trust – Allison Branch, and the Town of Speedway. For more information on the aviation repair depot and additional sources, see: https://www.in.gov/history/markers/4406.htm
